Flight device

Abstract

The present invention provides an aircraft capable of reliably transmitting traction force to a work device and appropriately towing the said work device. [Solution] The flying device comprises an airframe and a plurality of rotors attached to the airframe that can change the altitude of the airframe, the airframe being connected to a mobile work device via a plurality of rope members and capable of towing the work device, the plurality of rotors increasing the altitude of the airframe as the attitude of the airframe and / or the attitude of the work device towed by the plurality of rope members becomes unstable. The plurality of rotors also increase the altitude of the airframe as the difference in the tensions acting on the plurality of rope members increases.

Description

Technical Field

[0001] The present invention relates to a flying device.

Background Art

[0002] The agricultural multicopter disclosed in Patent Document 1 includes a main body, a plurality of arms attached to the main body, rotors attached to the arms and generating lift, and a working device attached to the lower part of the main body and performing operations related to agriculture. Further, the liquid spraying device disclosed in Patent Document 2 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

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the agricultural multicopter of Patent Document 1, agricultural work can be performed by the working device. Further, the liquid spraying device of Patent Document 2 can spray the spraying liquid at a position lower than the multicopter by being suspended from the multicopter.

[0005] However, when a working device is suspended from a multicopter and the multicopter pulls the working device, depending on the posture of the working device, the pulling force may not be transmitted, and there is a risk that the working device cannot be pulled as desired.

[0006] The present invention has been made to solve the problems of the prior art, and aims to provide an aircraft that can reliably transmit traction force to a work device and appropriately tow the said work device. [Means for solving the problem]

[0007] An aircraft according to one aspect of the present invention comprises an aircraft body and a plurality of rotors attached to the aircraft body and capable of changing the altitude of the aircraft body, wherein the aircraft body is connected to a mobile work device via a plurality of rope members and capable of towing the work device, and the plurality of rotors raise the altitude of the aircraft body as the attitude of the aircraft body and / or the attitude of the work device towed by the plurality of rope members becomes unstable. [Effects of the Invention]

[0008] According to the above-described flying device, the traction force can be reliably transmitted to the work device, and the work device can be properly towed. [Brief explanation of the drawing]

[0009] [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] This is a plan view of the work apparatus. [Figure 11] This diagram shows the work route and flight path. [Figure 12] It is a plan view showing a state where the flying device is towing the working device. [Figure 13] It is a side view showing a state where the flying device is towing the working device. [Figure 14] It is a rear view showing a state where the flying device is towing the working device located on the inclined surface. [Figure 15] It is a first map (graph) showing the relationship between the tension difference of each string member and the first altitude correction value. [Figure 16] It is a second map (graph) showing the relationship between the absolute value of the second roll angle of the working device and the third altitude correction value. [Figure 17] It is a diagram for explaining a series of flows of altitude correction control.

Embodiments for Carrying Out the Invention

[0010] 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 flying device 11 connected to the working device 61. As shown in FIGS. 1 and 2, the work support system 1 includes a flying device 11 and a working device 61 connected to the flying device 11 by a string member 51. Thereby, the flying device 11 can fly while suspending the working device 61 or fly while towing the working device 61.

[0011] For the sake of convenience of explanation, the direction indicated by the arrow D1 in the figure is referred to as the front, and the direction indicated by the arrow D2 is referred to as the rear. Also, the direction indicated by the arrow D3 in the figure is referred to as the left, and the direction indicated by the arrow D4 is referred to as the right. The direction indicated by the arrow D5 in the figure is referred to as the upward, and the direction indicated by the arrow D6 is referred to as the downward. Also, the horizontal direction, which is a direction orthogonal to the front-rear direction, is referred to as the width direction.

[0012] The flying device 11 according to the present invention is a flying device 11 capable of flying unmanned. Specifically, the flying device 11 is a multi-copter called a drone. The flying device 11 may operate by remote control by an operator through wireless or wired communication, or may operate by autonomous control without relying on remote control. In the present embodiment, for convenience of explanation, the flying device 11 operating by autonomous control will be mainly described, and detailed description of the flying device 11 operating by remote control will be omitted as appropriate.

[0013] FIG. 3 is a perspective view of the flying device 11, and FIG. 4 is a front view of the flying device 11. Further, FIG. 5 is a side view of the flying device 11, FIG. 6 is a plan view of the flying device 11, and FIG. 7 is a bottom view of the flying device 11. As shown in FIGS. 3 to 7, the flying device 11 includes a fuselage 12 and a plurality of rotors 15. The fuselage 12 has a main body portion 13 that supports various devices and equipment of the flying device 11. Further, the fuselage 12 has a plurality of arms 14 extending from the main body portion 13. The arms 14 extend in a direction away from the main body portion 13 in plan view. The plurality of arms 14 extend radially from the main body portion 13 in plan view. The arms 14 extend horizontally outward from the main body portion 13.

[0014] The plurality of rotors 15 are attached to the fuselage 12 and can change the altitude of the fuselage 12. Specifically, the plurality of rotors 15 are respectively attached to each arm 14. Further, the plurality of rotors 15 generate a lifting force for lifting the fuselage 12 and perform attitude control of the fuselage 12. The plurality of rotors 15 are arranged at positions equidistant from the center of the fuselage 12 in plan view.

[0015] Also, in the present embodiment, each rotor 15 performs both the generation of the above-mentioned lifting force and attitude control, but the plurality of rotors 15 may separately include a rotor 15 for generating a lifting force and a rotor 15 for performing attitude control.

[0016] 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.

[0017] 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 has an electric motor 18a that is driven by power supplied from the first battery unit 44. Therefore, the first power unit 18 rotates the rotating shaft 16 with the power output by the driving of the electric motor 18a.

[0018] In the following explanation, the electric motor 18a of the first power unit 18 will be referred to as the first This is called a motor. In this embodiment, the example described is when each rotor 15 has a first power unit 18, but in some cases, one rotor 15 and other rotors 15 may share a single 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.

[0019] 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 G) 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.

[0020] 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.

[0021] 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 and a reduction mechanism 34b. The motor of the rotating part 34 outputs power to rotate the drum 33. This motor is an electric motor driven by power supplied, for example, from the first battery unit 44. In the following description, the electric motor of the rotating part 34 will be referred to as the second motor 34a.

[0022] 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.

[0023] 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 16 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.

[0024] Furthermore, 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.

[0025] 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.

[0026] 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).

[0027] The drive unit 31 is not limited to the example described above, and may, for example, have one or more pulleys 36 around which the string member 51 is wound. Also, if the second motor 34a is a motor with a brake, the drive unit 31 does not need to have the rotation restricting mechanism described above. In such a case, the motor with a brake is, for example, an electromagnetic motor with a brake, in which the armature is attracted to either the clutch plate or the brake plate, thereby controlling rotation in the first rotation direction and the second rotation direction. It is possible to switch between allowing and preventing rotation in the direction of rotation.

[0028] 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."

[0029] 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.

[0030] 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.

[0031] 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.

[0032] 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.

[0033] 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.

[0034] 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).

[0035] 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.

[0036] 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.

[0037] 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.

[0038] 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 the work device 61, for example, wirelessly or via a wired connection, and inputs and outputs (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.

[0039] 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.

[0040] 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.

[0041] 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.

[0042] 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.

[0043] 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.

[0044] 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.

[0045] 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 tension T acts on the string member 51. The tension detection device 46b is connected to the first control device 41 via wired or wireless communication and outputs the detection result (load acting on the drum 33, pulley 36, etc.) to the first control device 41. The first control device 41 can calculate the tension T acting on the string member 51 based on the detection result output from the tension detection device 46b and calculation formulas etc. that are pre-stored in the first storage device 42. Therefore, the first control device 41 obtains the tension T acting on each of the string members 51 that connect the flight device 11 and the work device 61. It is possible.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] As shown in Figure 1, the flight device 11 may be 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 12.

[0050] 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.

[0051] 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).

[0052] 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.

[0053] 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 can detect the central position P1 (aircraft position) of the aircraft body 12. 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.

[0054] 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.

[0055] 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.

[0056] 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 mobile. The work device 61 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 mobile 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 G instead of the traveling device 64.

[0057] 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, for example, supplying power to the work unit 63 and driving the work unit 63.

[0058] 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.

[0059] 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.

[0060] 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. As a result, the vehicle body 62 can move by being suspended from the flying device 11 via the string members 51, or by being towed by the flying device 11 via the string members 51.

[0061] 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 unit for sowing seeds (seeding work). Figure 9 In the example shown in Figure 10, the working device 61 is a harvesting device 61A that includes a harvesting unit 63A as a working unit 63.

[0062] 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.

[0063] 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.

[0064] 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.

[0065] In the examples shown in Figures 9 and 10, the running gear 64 of the working 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 running gear 64 may be one or more, such as two or three. Furthermore, the running gear 64 may be driven to provide propulsion to the vehicle body 62.

[0066] The second power unit 66 has an electric motor 66b that is driven by power supplied, for example, from the second battery unit 74. In this embodiment, the second power unit 66 includes an electric motor 66b (third motor) that drives the work unit 63. The pair of work units 63 are driven by a common third motor 66b.

[0067] The output shaft of the third motor 66b of the second power unit 66 is directly or indirectly connected to the input shaft of the power supply destination, and transmits the generated power to the destination. The output shaft of the third motor 66b is indirectly connected to the input shaft of the power supply destination, for example, via a reduction gear including multiple gears. Therefore, the second power unit 66 can drive the work unit 63. Note that the second power unit 66 is not limited to an electric motor, but may also be an internal combustion engine such as a gasoline engine.

[0068] 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.

[0069] 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 on 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 of the work unit 63.

[0070] 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.

[0071] Furthermore, as explained in the first control device 41, the second control device 71 is one or more processors The second control unit 71 may perform various processes based on a predetermined logic circuit. Furthermore, as described for the first control unit 41, the second control unit 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.

[0072] 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.

[0073] 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.

[0074] 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.

[0075] 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.

[0076] The second inverter 75 controls the power (current and voltage) supplied to the third 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 the third motor 66b.

[0077] As a result, the second control device 71 controls the rotation speed and rotation direction of the third motor 66b by controlling the second inverter 75, thereby controlling the work performed by each work unit 63.

[0078] As shown in Figure 1, the work device 61 may be equipped with a second inertial measurement unit 76a (IMU). The second inertial measurement unit 76a has an acceleration sensor for detecting acceleration, a gyro sensor for detecting angular velocity, etc. The second inertial measurement unit 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 measurement unit 76a and calculation formulas etc. that are pre-stored in the second storage device 72.

[0079] As shown in Figure 1, the work device 61 may be 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.

[0080] As shown in Figure 1, the work device 61 may be 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.

[0081] In this embodiment, the case in which the work device 61 is equipped with a second position detection device 76d will be described as an example, but the second control device 71 will receive the sensing results (detected point cloud data) of the second sensing device 76c. If the vehicle position P2 can be estimated based on the data, 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 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.

[0082] 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.

[0083] 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.

[0084] 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.

[0085] 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.

[0086] The flight path 102 is the path along which the flying device 11, connected to the working device 61 by a string member 51, flies over the work area (field 100) and moves the working 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 to latitude and longitude, the flight path 102 may also be data that includes altitude, or data indicated by coordinates (X axis, Y axis, Z axis), etc.

[0087] 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.

[0088] 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.

[0089] 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.

[0090] The connecting line 102b is a path that connects the end of one moving line 102a to the beginning of the other moving line 102a. The connecting line 102b consists of a straight section and the work device 61 (flight device 1 1) includes either a rotating section or a connecting line 102b consisting of a rotating section. The connecting line 102b consisting of a rotating section is a path for moving the work device 61 from one work line 101a to another work line 101a while rotating it. The connecting line 102b consisting of a straight section is a path for the flying device 11 to lift the work device 61 and move 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 a rotating section is shown.

[0091] 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 a predetermined value).

[0092] 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 12 approaches zero.

[0093] 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. When the first control device 41 changes the altitude of the aircraft 12 and / or the altitude of the work device 61 based on the flight path 102, the altitude of the aircraft 12 (target altitude) and / or the altitude of the work device 61 are associated with the flight path 102. The first control device 41 controls the altitude of the aircraft 12 based on the target altitude at aircraft position P1, which is associated with the flight path 102, and the altitude of the aircraft 12 detected by the altitude detection device 46d.

[0094] Furthermore, the second control device 71 may, based on the instruction signal from the first control device 41, drive the work unit 63 while 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 while the work device 61 is moving from the end point of work to the next start point of work.

[0095] 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.

[0096] Figure 12 is a plan view showing the state in which the flying device 11 is towing the work device 61. Figure 13 is a side view showing the state in which the flying device 11 is towing the work device 61. Figure 14 is a rear view showing the state in which the flying device 11 is towing the work device 61 which is located on an inclined surface. As shown in Figures 12 to 14, when the flying device 11 is towing the work device 61, the running resistance F acting on one side in the width direction of the work device 61 towed by the traveling device 64, and the running resistance F acting on the other side, fluctuate depending on the condition of the ground surface G on which the work device 61 is in contact.

[0097] For example, if we consider rolling resistance Fr as an example of running resistance F, the magnitude of the rolling resistance Fr acting on the work device 61 is proportional to the magnitude of the normal force from the contact surface G on which the work device 61 is in contact. Specifically, the rolling resistance Fr is calculated by the product of the rolling resistance coefficient μr and the load from each wheel 64a.

[0098] Therefore, if the rolling resistance coefficient μr differs between one side (left side) and the other side (right side) of the working device 61 in the width direction of the contact surface G, the running resistance F acting on the left side of the working device 61 and the running resistance F acting on the right side may differ. Furthermore, if the contact surface G is inclined, the load acting on the contact surface G from the traveling device 64 will differ between the left side and the right side of the working device 61, and consequently, the running resistance F acting on the left side and the running resistance F acting on the right side of the working device 61 may differ.

[0099] For example, in Figure 12, the inclined surface is higher on the left side of the page than on the right side, and this inclined surface slopes downwards as it moves from left to right. Therefore, in Figure 12 In the example shown, the load acting on the right wheel 64a is greater than the load acting on the left wheel 64a, and the running resistance F acting on the right side of the working device 61 is greater than the running resistance F acting on the left side.

[0100] Furthermore, if the running resistance F acting on the left and right sides of the work device 61 is different, the magnitude of each tension T acting on the multiple string members 51 will fluctuate, and the tension difference TD may become large. In particular, if the running resistance F acting on the left side and the running resistance F acting on the right side of the work device 61 is different, the difference TD between the tension T1 (first tension) acting on the string member 51 (first string member 51L) connected to one side (left side) in the width direction of the work device 61 (first string member 51L) and the tension T2 (second tension) acting on the string member 51 (second string member 51R) connected to the other side (right side) in the width direction of the work device 61 (second string member 51R) will become large.

[0101] 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. On the other hand, the second string member 51R is a string member 51 that connects to the vehicle body 62 on the right side of the virtual straight line. Therefore, in this embodiment, the first string member 51L is 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, in this embodiment, the second string member 51R is 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.

[0102] If the running resistance F acting on the left side of the working device 61 is greater than the running resistance F acting on the right side, the tension T1 (first tension) acting on the first string member 51L will be greater than the tension T2 (second tension) acting on the second string member 51R. If the running resistance F acting on the right side of the working device 61 is greater than the running resistance F acting on the left side, the tension T2 (second tension) acting on the second string member 51R will be greater than the tension T1 (first tension) acting on the first string member 51L.

[0103] Thus, when the difference TD between the first tension T1 and the second tension T2 becomes large, the difference between the force acting on one side of the aircraft 11 in the width direction and the force acting on the other side becomes large, which may worsen the flight attitude (attitude) of the aircraft 11.

[0104] Here, as shown in Figures 12 to 14, when the work device 61 is towed by the flight device 11, the length of the rope member 51 is sufficiently longer than the diameter of the virtual circle O1 through which the center of the insertion hole 32a of each drive device 31 passes, and the diameter of the virtual circle O2 through which the center of each coupling device 65 passes. For this reason, when the work device 61 is towed by the flight device 11, each rope member 51 extends substantially parallel to the others. That is, the vertical angle θt (tow angle) of the first rope member 51L (in this embodiment, the first front rope member 51L1 and the first rear rope member 51L2) and the second rope member 51R (in this embodiment, the second front rope member 51R1 and the second rear rope member 51R2) with respect to the horizontal plane is substantially the same.

[0105] Furthermore, assuming that each string member 51 extends substantially parallel to the others, and that the tension T acting on each string member 51 included in the first string member 51L (in this embodiment, the first front string member 51L1 and the first rear string member 51L2) is substantially the same, and that the tension T acting on each string member 51 included in the second string member 51R (in this embodiment, the second front string member 51R1 and the second rear string member 51R2) is substantially the same, and that the running resistances Ff other than the rolling resistance Fr acting on each wheel 64a of the running device 64 are substantially the same, then when the working device 61 is in contact with a contact surface G inclined by a predetermined inclination angle θs, the following equations (1) to (4) can be defined by a system of simultaneous equations based on the balance of forces in each direction of the first tension T1, the second tension T2, and the various running resistances F acting on the working device 61. In the definitions of equations (1) to (4) below, it is assumed that the running resistances Ff acting on each wheel 64a of the running gear 64, excluding the rolling resistance Fr, are all equal in value. Examples of running resistances Ff other than rolling resistance Fr include the resistance acting on the working gear 61 from the work object (if the working gear 61 is a cutting device 61A, for example, weeds or pasture grass).

[0106] TIFF2026106267000002.tif10152

[0107] TIFF2026106267000003.tif15152

[0108] TIFF2026106267000004.tif15152

[0109] TIFF2026106267000005.tif12152

[0110] However, T1: Tension acting on the first string member (first tension) T2: Tension acting on the second string member (second tension) γ: Magnitude of the first tension relative to the second tension F: Driving resistance L: Width of the center of the coupling device θs: Inclination angle (angle of the contact surface relative to the horizontal plane) θt: Traction angle (vertical angle of the string member relative to the horizontal plane) m: Mass of the work device g: gravitational acceleration μr: Rolling resistance coefficient Ff: Resistance other than rolling resistance acting on each wheel h: Height from the ground to the center of gravity of the work device H: Height from the ground surface to the top surface of the coupling device l: Tread width of the running gear

[0111] According to equations (1) to (4) above, increasing the traction angle θt makes it possible to bring the magnitude γ of the first tension T1 relative to the second tension T2 closer to 1, thereby reducing the tension difference TD. As a result, even when there is a large difference in running resistance F between one side (left side) and the other side (right side) in the width direction of the work device 61, the flight device 11 can reliably transmit traction force to the work device 61 while reducing the tension difference TD between the first tension T1 and the second tension T2, and can appropriately tow the work device 61.

[0112] Therefore, the flying device 11 can properly tow the work device 61 along the work path 101, suppressing unnecessary flight. Consequently, the flying device 11 can shorten the flight distance in a series of operations, and the work device 61 can perform the work as intended by the operator. As a result, the accuracy and efficiency of the work performed by the flying device 11 and the work device 61 can be improved.

[0113] In this embodiment, the multiple rotors 15 increase the altitude of the aircraft 12 as the attitude of the aircraft 12 and / or the attitude of the work device 61 towed by the multiple rope members 51 becomes unstable. Specifically, the first control device 41 controls the multiple rotors 15 to increase the altitude of the aircraft 12 as the attitude of the aircraft 12 and / or the attitude of the work device 61 towed by the multiple rope members 51 becomes unstable. The first control device 41 performs altitude correction control to increase the target altitude (e.g., altitude based on the flight path 102, remotely controlled) as the attitude of the aircraft 12 and / or the attitude of the work device 61 towed by the multiple rope members 51 becomes unstable.

[0114] For example, as described above, if the magnitude of the tension T acting on the multiple string members 51 fluctuates, the attitude (flight attitude) of the aircraft 12 becomes unstable. Therefore, the first control device 41 controls the multiple rotors 15 to increase the altitude of the aircraft 12 as the difference in the tension T acting on the multiple string members 51 increases. For this reason, the multiple rotors 15 increase the altitude of the aircraft 12 as the difference in the tension T increases.

[0115] The following is determined by the magnitude of the tension T that the first control device 41 applies to each of the string members 51. The case where altitude correction control is performed will be explained. The first control device 41 increases the altitude of the aircraft 12 as the difference (tension difference TD) between the first tension T1 acting on the first string member 51L and the second tension T2 acting on the second string member 51R, which are included in the plurality of string members 51, increases. Accordingly, the plurality of rotors 15 increase the altitude of the aircraft 12 as the difference TD between the first tension T1 acting on the first string member 51L and the second tension T2 acting on the second string member 51R increases.

[0116] The first control device 41 acquires the tension T detected by each tension detection device 46b. The first control device 41 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 the tension T detected by each tension detection device 46b. The first control device 41 also 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 the tension T detected by each tension detection device 46b.

[0117] In this embodiment, the first control device 41 calculates the average of the tension T acting on each string member 51 in the first string member 51L as the first tension T1. The first control device 41 also calculates the average of the tension T acting on each string member 51 in the second string member 51R as the second tension T2.

[0118] Furthermore, the first control device 41 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.

[0119] For example, the first control device 41 may calculate the highest tension T among the tensions T acting on each string member 51 included in the first string member 51L as the first tension T1. In this case, the first control device 41 calculates the highest tension T among the tensions T acting on each string member 51 included in the second string member 51R as the second tension T2.

[0120] Alternatively, the first control device 41 may calculate the lowest tension T among the tensions T acting on each string member 51 included in the first string member 51L as the first tension T1. In this case, the first control device 41 calculates the lowest tension T among the tensions T acting on each string member 51 included in the second string member 51R as the second tension T2.

[0121] The first control device 41 acquires a first altitude correction value to correct the target altitude based on the difference between the first tension T1 and the second tension T2 (tension difference TD). For example, the first control device 41 corrects the target altitude by adding the first altitude correction value to the target altitude. In this embodiment, the first control device 41 acquires the target altitude at the aircraft position P1, which is associated with the flight path 102, and corrects the target altitude by adding the first altitude correction value to the target altitude.

[0122] Figure 15 is a first map M1 (graph) showing the relationship between the tension difference TD of each string member 51 and the first height correction value. In the first map M1 shown in Figure 15, the horizontal axis represents the tension difference TD, and the vertical axis represents the first height correction value for the tension difference TD. In the first map M1 shown in Figure 15, the first height correction value is defined as zero when the tension difference TD is less than a predetermined first threshold TD1, and as a value greater than zero when the tension difference TD is equal to or greater than the first threshold TD1.

[0123] Therefore, the first control device 41 does not correct the target altitude using the first altitude correction value when the tension difference TD is less than the first threshold TD1, and corrects the target altitude to a higher value using the first altitude correction value when the tension difference TD is greater than or equal to the first threshold TD1. In addition, in the example of the first map M1 shown in Figure 15, the first altitude correction value increases in a nearly straight line in proportion to the tension difference TD as the tension difference TD becomes greater than the first threshold TD1.

[0124] The first map M1 is pre-stored in the first storage device 42. The first control device 41 refers to the first map M1 stored in the first storage device 42 and obtains a first altitude correction value corresponding to the calculated tension difference TD. If the tension difference TD is greater than or equal to the first threshold TD1, the first control device 41 corrects the target altitude based on the obtained first altitude correction value.

[0125] Therefore, if the tension difference TD is less than the first threshold TD1, the first control device 41 controls the altitude of the aircraft 12 based on the target altitude that has not been corrected by the first altitude correction value and the altitude of the aircraft 12 detected by the altitude detection device 46d. On the other hand, the first control device 41 controls the tension difference If TD is greater than or equal to the first threshold TD1, the altitude of the aircraft 12 is controlled based on the target altitude corrected by the first altitude correction value and the altitude of the aircraft 12 detected by the altitude detection device 46d.

[0126] As described above, the multiple rotors 15 increase the altitude of the aircraft 12 as the difference between the first tension T1 acting on the first string member 51L and the second tension T2 acting on the second string member 51R increases.

[0127] Note that the first map M1 shown in Figure 15 is just an example, and the first altitude correction value may increase in an upward-convex curve as the tension difference TD becomes greater than the first threshold TD1. Alternatively, the first altitude correction value may increase in a downward-convex curve as the tension difference TD becomes greater than the first threshold TD1.

[0128] Furthermore, in the above-described embodiment, the example was given in which, when the tension difference TD is greater than or equal to a predetermined first threshold TD1, the multiple rotors 15 increase the altitude of the aircraft 12 as the tension difference TD increases. However, when the tension difference TD is greater than or equal to a predetermined first threshold TD1, the target altitude may be increased by a predetermined constant value. That is, the first altitude correction value may be zero when it is less than the first threshold TD1, and a constant value greater than or equal to zero when it is greater than or equal to the first threshold TD1.

[0129] Furthermore, in the embodiments described above, the first control device 41 was described as correcting the target altitude by adding a first altitude correction value to the target altitude, but the correction method is not limited to adding a first altitude correction value. For example, the first control device 41 may correct the target altitude by integrating the first altitude correction value with the target altitude.

[0130] Furthermore, the first control device 41 may increase the altitude of the aircraft 12 based on the flight state of the aircraft 11, in addition to or instead of the tension difference TD. The first control device 41 increases the altitude of the aircraft 12 based on a change in the flight attitude of the aircraft 11 as the flight state of the aircraft 11. Specifically, the first control device 41 acquires the acceleration of the roll angle (first roll angle θ1) of the aircraft 11 (aircraft 12) over a predetermined time based on the detection result of the first inertial measuring device 46c as the change in flight attitude. In this embodiment, the first control device 41 will be described as having zero first roll angle θ1 when the aircraft 12 is in a horizontal attitude. Furthermore, it will be described as the first roll angle θ1 becoming larger than zero as the aircraft 12 tilts to one side in the width direction (left side), and the first roll angle θ1 becoming smaller than zero as the aircraft 12 tilts to the other side in the width direction (right side). In other words, if the aircraft 12 tilts from a horizontal attitude, the absolute value of the first roll angle θ1 becomes greater than zero.

[0131] The first control device 41 acquires a second altitude correction value that corrects the target altitude based on the absolute value of the first roll angle θ1. For example, if the acceleration of the first roll angle θ1 over a predetermined period of time exceeds a predetermined second threshold a predetermined number of times, the first control device 41 corrects the target altitude based on the second altitude correction value. The second altitude correction value is a predetermined constant value that is defined in advance.

[0132] As a result, when the first control device 41 determines that the acceleration of the first roll angle θ1 in a predetermined time has exceeded a predetermined second threshold a predetermined number of times or more, it obtains a second altitude correction value from the first storage device 42 and corrects the target altitude based on the second altitude correction value. For example, the first control device 41 corrects the target altitude by adding the second altitude correction value to the target altitude.

[0133] Therefore, if the first control device 41 determines that the acceleration at the first roll angle θ1 is below the second threshold, it controls the altitude of the aircraft 12 based on the target altitude that has not been corrected by the second altitude correction value and the altitude of the aircraft 12 detected by the altitude detection device 46d. On the other hand, if the first control device 41 determines that the acceleration at the first roll angle θ1 has exceeded the second threshold a predetermined number of times or more, it controls the altitude of the aircraft 12 based on the target altitude that has been corrected by the second altitude correction value and the altitude of the aircraft 12 detected by the altitude detection device 46d.

[0134] As a result, the multiple rotors 15 increase the altitude of the aircraft 12 in response to changes in flight attitude.

[0135] The second altitude correction value is a value predefined in the first storage device 42 and may be modified as appropriate using terminal equipment directly or indirectly connected to the first communication device 43 for communication.

[0136] Furthermore, in the above-described embodiment, the first control device 41 sets a second altitude correction value to the target altitude. Although the example given was one in which the target altitude is corrected by addition, the correction method is not limited to adding the second altitude correction value. For example, the first control device 41 may correct the target altitude by integrating the second altitude correction value with the target altitude.

[0137] Furthermore, in the example described above, the first control device 41 increased the altitude of the aircraft 12 based on the flight attitude as the flight state of the aircraft 11. However, the first control device 41 may also increase the altitude of the aircraft 12 based on a change in the position P1 (aircraft position) of the aircraft 12, instead of or in addition to the flight attitude, as the flight state of the aircraft 11. In such a case, for example, the first control device 41 may increase the altitude of the aircraft 12 based on a change in the horizontal position of the aircraft 12 as the flight state of the aircraft 11. Specifically, the first control device 41 acquires the amount of change in the position of the aircraft 12 in the horizontal direction perpendicular to the direction of travel over a predetermined time, based on the detection result of the first position detection device 46f, as the change in the horizontal position of the aircraft 12.

[0138] Furthermore, the first control device 41 may increase the altitude of the aircraft 12 as the inclination (inclination angle θs) of the contact surface G on which the working device 61 makes contact increases, instead of, or in addition to, the tension difference TD and / or the flight state of the flight device 11. The multiple rotors 15 increase the altitude of the aircraft 12 as the inclination of the contact surface G on which the working device 61 makes contact increases.

[0139] Specifically, the first control device 41 obtains the roll angle (second roll angle θ2) of the work device 61 (traveling vehicle body 62) from the detection result of the second inertial measuring device 76a as the inclination (inclination angle θs) of the contact surface G. The first control device 41 obtains the second roll angle θ2 from the second inertial measuring device 76a via the first communication device 43 and the second communication device 73. In this embodiment, the second roll angle θ2 is described as zero when the contact surface G is horizontal and the posture of the traveling vehicle body 62 is horizontal. Furthermore, it is described that as the traveling vehicle body 62 inclins to one side in the width direction (left side), the second roll angle θ2 becomes larger than zero, and as the traveling vehicle body 62 inclins to the other side in the width direction (right side), the second roll angle θ2 becomes smaller than zero. In other words, if the posture of the traveling vehicle body 62 is inclined from horizontal, the absolute value of the second roll angle θ2 becomes larger than zero.

[0140] The first control device 41 acquires a third altitude correction value to correct the target altitude based on the absolute value of the second roll angle θ2. For example, the first control device 41 corrects the target altitude by adding the third altitude correction value to the target altitude. Figure 16 is a second map M2 (graph) showing the relationship between the absolute value of the second roll angle θ2 of the work device 61 and the third altitude correction value. In the second map M2 shown in Figure 16, the horizontal axis shows the absolute value of the second roll angle θ2, and the vertical axis shows the third altitude correction value relative to the absolute value of the second roll angle θ2.

[0141] In the second map M2 shown in Figure 16, the third altitude correction value is defined as zero when the absolute value of the second roll angle θ2 is less than a predetermined third threshold θ21, and as a value greater than zero when the absolute value of the second roll angle θ2 is equal to or greater than the third threshold θ21. Therefore, the first control device 41 does not correct the target altitude using the third altitude correction value when the absolute value of the second roll angle θ2 is less than the third threshold θ21, and corrects the target altitude to a higher value using the third altitude correction value when the absolute value of the second roll angle θ2 is equal to or greater than the third threshold θ21. Furthermore, in the example of the second map M2 shown in Figure 16, the third altitude correction value increases in a roughly straight line proportional to the absolute value of the second roll angle θ2 as the absolute value of the second roll angle θ2 becomes greater than the third threshold θ21.

[0142] The second map M2 is pre-stored in the first memory device 42. The first control device 41 refers to the second map M2 stored in the first memory device 42 and obtains a third altitude correction value corresponding to the absolute value of the calculated second roll angle θ2. As a result, if the absolute value of the second roll angle θ2 is greater than or equal to the third threshold θ21, the first control device 41 corrects the target altitude based on the obtained third altitude correction value. Therefore, if the absolute value of the second roll angle θ2 is less than the third threshold θ21, the first control device 41 controls the altitude of the aircraft 12 based on the target altitude that has not been corrected by the third altitude correction value and the altitude of the aircraft 12 detected by the altitude detection device 46d. On the other hand, if the absolute value of the second roll angle θ2 is greater than or equal to the third threshold θ21, the first control device 41 controls the altitude of the aircraft 12 based on the target altitude corrected by the third altitude correction value and the altitude of the aircraft 12 detected by the altitude detection device 46d. As a result, the multiple rotors 15 increase the altitude of the aircraft 12 as the inclination of the contact surface G increases.

[0143] Note that the second map M2 shown in Figure 16 is just an example, and the third altitude correction value may increase in an upward-convex curve as the absolute value of the second roll angle θ2 becomes greater than the third threshold θ21. The third altitude correction value may also increase in a downward-convex curve as the absolute value of the second roll angle θ2 becomes greater than the third threshold θ21.

[0144] Furthermore, in the embodiment described above, when the absolute value of the second roll angle θ2 is greater than or equal to a predetermined third threshold θ21, the altitude of the aircraft 12 is increased as the absolute value of the second roll angle θ2 increases. However, when the absolute value of the second roll angle θ2 is greater than or equal to a predetermined third threshold θ21, the target altitude may be increased by a predetermined constant value. That is, the third altitude correction value may be zero when it is less than the third threshold θ21, and a constant value greater than or equal to zero when it is greater than or equal to the third threshold θ21.

[0145] Furthermore, in the embodiments described above, the first control device 41 was described as correcting the target altitude by adding a third altitude correction value to the target altitude, but the correction method is not limited to adding a third altitude correction value. For example, the first control device 41 may correct the target altitude by integrating the third altitude correction value with the target altitude.

[0146] Furthermore, the first control device 41 may control the multiple rotors 15 and change the altitude based on the road surface condition of the ground surface G to which the working device 61 makes contact, instead of, or in addition to, the tension difference TD, the flight state of the flight device 11, and the inclination of the ground surface G. Specifically, if the first control device 41 determines that the ground surface G to which the traveling device 64 makes contact is uneven, it raises the altitude of the aircraft 12 more than it would be if it determined that the ground surface G was level. For this reason, the multiple rotors 15 raise the altitude of the aircraft 12 when the ground surface G to which the working device 61 makes contact is uneven compared to when it is level.

[0147] The first control device 41 determines, based on the detection result of the second inertial measuring device 76a, whether or not the contact surface G to which the traveling device 64 makes contact is uneven ground. Based on the detection result of the second inertial measuring device 76a, the first control device 41 obtains the acceleration of the attitude of the traveling vehicle body 62 (at least one of the second roll angle θ2 and pitch angle) during a predetermined time while the working device 61 is being towed by the flying device 11.

[0148] Specifically, for example, the first control device 41 determines that the ground surface G 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 fourth threshold. The first control device 41 may also determine that the ground surface G 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 fifth threshold a predetermined number of times or more. The first control device 41 may also determine that the ground surface G 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 sixth threshold.

[0149] Furthermore, the first control device 41 may determine the road surface conditions of the contact surface G to which the work device 61 makes contact, 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 first control device 41 determines the road surface conditions of the contact surface G to which the work device 61 makes contact, 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 first control device 41 determines whether the contact surface G to which the work device 61 makes contact is uneven ground based on the sensing results of the second sensing device 76c. When the first control device 41 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 vehicle body 62 is relatively large, it determines that the contact surface G is uneven ground.

[0150] When the first control device 41 determines that the ground surface G on which the work device 61 makes contact is uneven ground, it corrects the target altitude based on the fourth altitude correction value. The fourth altitude correction value is a predetermined constant value that is defined in advance. Accordingly, when the first control device 41 determines that the ground surface G is uneven ground, it obtains the fourth altitude correction value from the first storage device 42 and corrects the target altitude based on the said fourth altitude correction value.

[0151] For example, the first control device 41 corrects the target altitude by adding a fourth altitude correction value to the target altitude. Therefore, if the first control device 41 determines that the ground surface G is not uneven, that is, that the ground surface G is level, the target altitude that has not been corrected by the fourth altitude correction value The first control device 41 controls the altitude of the aircraft 12 based on the target altitude corrected by the fourth altitude correction value and the altitude of the aircraft 12 detected by the altitude detection device 46d. On the other hand, if the first control device 41 determines that the ground contact surface G is uneven, it controls the altitude of the aircraft 12 based on the target altitude corrected by the fourth altitude correction value and the altitude of the aircraft 12 detected by the altitude detection device 46d.

[0152] As a result, the multiple rotors 15 raise the altitude of the aircraft 12 when the ground surface G to which the working device 61 makes contact is uneven rather than level.

[0153] The fourth altitude correction value is a value predefined in the first storage device 42 and may be changed as appropriate using terminal equipment directly or indirectly connected to the first communication device 43. Also, if the first control device 41 can determine the degree of unevenness of the ground surface G, the fourth altitude correction value may be defined to increase as the unevenness of the ground surface G increases.

[0154] Furthermore, in the embodiments described above, the first control device 41 was described as correcting the target altitude by adding a fourth altitude correction value to the target altitude, but the correction method is not limited to adding a fourth altitude correction value. For example, the first control device 41 may correct the target altitude by integrating the fourth altitude correction value with the target altitude.

[0155] The following describes the sequence of altitude correction control in the work support system 1. Figure 17 is a diagram illustrating the sequence of altitude correction control. Each step in Figure 17 is executed by the first control device 41 according to a software program stored in the first memory or first storage device 42. Figure 17 shows altitude correction control when the first control device 41 controls multiple rotors 15 to change altitude based on the tension difference TD, the flight state of the flight device 11, the inclination of the ground contact surface G, and the road surface condition of the ground contact surface G.

[0156] First, the first control device 41 acquires the target altitude (S1). In this embodiment, the first control device 41 acquires the aircraft position P1 detected by the first position detection device 46f. When the first control device 41 acquires the aircraft position P1 detected by the first position detection device 46f, it acquires the target altitude at the aircraft position P1, which is associated with the flight path 102, based on the aircraft position P1 and the flight path 102.

[0157] The first control device 41 determines whether the tension difference TD between the first tension T1 acting on the first string member 51L and the second tension T2 acting on the second string member 51R is greater than or equal to the first threshold TD1 (S2). If the first control device 41 determines that the tension difference TD is greater than or equal to the first threshold TD1 (S2:Yes), it obtains a first altitude correction value corresponding to the tension difference TD (S3). In this embodiment, the first control device 41 obtains a first altitude correction value corresponding to the tension difference TD by referring to the first map M1 of the first storage device 42. On the other hand, if the first control device 41 determines that the tension difference TD is less than the first threshold TD1 (S2:No), it continues the altitude correction control process without obtaining a first altitude correction value. The first control device 41 may also obtain zero as the first altitude correction value if it determines that the tension difference TD is less than the first threshold TD1 (S2:No).

[0158] The first control device 41 determines, as the flight state of the flight device 11, whether the acceleration of the first roll angle θ1 in a predetermined time has exceeded the second threshold a predetermined number of times (S4). If the first control device 41 determines that the acceleration of the first roll angle θ1 has exceeded the second threshold a predetermined number of times in a predetermined time (S4:Yes), it refers to the first storage device 42 and obtains the second altitude correction value (S5). On the other hand, if the first control device 41 determines that the acceleration of the first roll angle θ1 has not exceeded the second threshold a predetermined number of times in a predetermined time (S4:No), it continues the altitude correction control process without obtaining the second altitude correction value. The second control device 71 may obtain zero as the second altitude correction value if it determines that the acceleration of the first roll angle θ1 has not exceeded the second threshold a predetermined number of times in a predetermined time (S4:No).

[0159] The first control device 41 determines whether the absolute value of the second roll angle θ2 of the work device 61 is greater than or equal to the third threshold θ21 (S6). If the first control device 41 determines that the absolute value of the second roll angle θ2 is greater than or equal to the third threshold θ21 (S6: Yes), it refers to the second map M2 in the first storage device 42 and obtains the third altitude correction value corresponding to the second roll angle θ2 (S7). On the other hand, if the first control device 41 determines that the absolute value of the second roll angle θ2 is less than the third threshold θ21, (S6:No) The altitude correction control process continues without acquiring the third altitude correction value. The first control device 41 may acquire zero as the third altitude correction value if it determines that the absolute value of the second roll angle θ2 is less than the third threshold θ21 (S6:No).

[0160] The first control device 41 determines whether the ground surface G to which the work device 61 makes contact is uneven ground (S8). The first control device 41 determines whether the ground surface G is uneven ground based on the detection results of the second inertial measuring device 76a and the sensing results of the sensing devices 46e and 76c. If the first control device 41 determines that the ground surface G is uneven ground (S8: Yes), it obtains the fourth altitude correction value from the first storage device 42 (S9). On the other hand, if the first control device 41 determines that the ground surface G is level ground (S8: No), it continues the altitude correction control process without obtaining the fourth altitude correction value. The first control device 41 may also obtain zero as the fourth altitude correction value if it determines that the ground surface G is level ground (S8: No).

[0161] If the first control device 41 has acquired any altitude correction value in steps S2 to S8 (S10: Yes), it corrects the target altitude acquired in step S1 by the altitude correction value (S11). The first control device 41 controls the altitude of the aircraft 12 based on the corrected target altitude and the altitude of the aircraft 12 detected by the altitude detection device 46d (S12). As a result, the multiple rotors 15 can raise the altitude of the aircraft 12 as the attitude of the aircraft 12 and / or the attitude of the work device 61 towed by the multiple rope members 51 becomes unstable.

[0162] Furthermore, if the altitude correction value has not been acquired in steps S2 to S8 (S10: No), the first control device 41 controls the altitude of the aircraft 12 based on the target altitude acquired in step S1 and the altitude of the aircraft 12 detected by the altitude detection device 46d (S13).

[0163] Furthermore, the sequence of altitude correction control explained using Figure 17 is merely an example, and can be appropriately modified depending on the conditions for correcting the target altitude in the altitude correction control and the respective altitude correction values. For example, if the first control device 41 controls multiple rotors 15 based on the tension difference TD and the inclination of the ground contact surface G to increase the altitude of the aircraft 12, steps S4-S5 and S8-S9 in Figure 17 can be omitted.

[0164] Furthermore, the first control device 41 may further correct the target altitude corrected by altitude correction control. For example, the first control device 41 corrects the target altitude according to the drive state of the work unit 63. Specifically, the first control device 41 acquires the drive state of the work unit 63 (e.g., the harvesting unit 63A) via the first communication device 43 and the second communication device 73, and when the harvesting unit 63A is driven, it lowers the target altitude compared to when the harvesting unit 63A is not driven. In other words, for example, when the harvesting unit 63A is driven, the first control device 41 corrects the target altitude by a predetermined value (fifth altitude correction value). Also, for example, when the harvesting unit 63A is not driven, the first control device 41 may correct the target altitude by a predetermined value. In such a case, the first control device 41 may lower the target altitude as the rotation speed of the harvesting unit 63A increases.

[0165] A preferred embodiment of the present invention provides the flying device 11 described in the following items. (Item 1) A flight device 11 comprising an aircraft body 12 and a plurality of rotors 15 attached to the aircraft body 12 and capable of changing the altitude of the aircraft body 12, wherein the aircraft body 12 is connected to a mobile work device 61 via a plurality of rope members 51 and capable of towing the work device 61, and the plurality of rotors 15 raise the altitude of the aircraft body 12 as the attitude of the aircraft body 12 and / or the attitude of the work device 61 towed by the plurality of rope members 51 becomes unstable.

[0166] According to the flight device 11 in item 1, as the attitude of the work device 61 becomes unstable, the altitude of the aircraft 12 can be changed, and the traction angle θt, which is the angle at which the work device 61 is towed via the rope member 51, can be increased. This ensures that the traction force is reliably transmitted to the work device 61, and the work device 61 can be towed appropriately. (Item 2) The flight device 11 described in item 1, wherein the multiple rotors 15 increase the altitude of the aircraft 12 as the difference in tension T acting on the multiple string members 51 increases.

[0167] According to the flight device 11 related to item 2, the difference in each tension T becomes large, and each string member 51 Therefore, if variations occur in the traction force transmitted to the work device 61, the altitude of the machine body 12 can be changed to increase the traction angle θt through the rope member 51 to pull the work device 61. This ensures that the traction force is reliably transmitted to the work device 61 and that the work device 61 is properly towed. (Item 3) The flight device 11 according to item 2, wherein the plurality of string members 51 include a first string member 51L connected to one side in the width direction of the working device 61 and a second string member 51R connected to the other side in the width direction of the working device 61, and the plurality of rotors 15 increase the altitude of the aircraft 12 as the difference TD between a first tension T1 acting on the first string member 51L and a second tension T2 acting on the second string member 51R increases.

[0168] According to the flight device 11 in item 3, if the difference TD between the tension T of the first string member 51L and the tension T of the second string member 51R becomes large, and variations occur in the traction force transmitted to the work device 61 by each string member 51, the altitude of the aircraft 12 can be changed to increase the traction angle θt through which the work device 61 is pulled via the string members 51. This reduces the difference TD between the tension T of the first string member 51L and the tension T of the second string member 51R, allowing the work device 61 to be properly towed. (Item 4) The flight device 11 according to any one of items 1 to 3, wherein the multiple rotors 15 increase the altitude of the aircraft 12 as the inclination of the ground contact surface G on which the working device 61 makes contact increases.

[0169] According to the flight device 11 in item 4, if the inclination of the ground contact surface G increases and the attitude of the work device 61 becomes unstable, the altitude of the aircraft 12 can be changed, and the traction angle θt for pulling the work device 61 via the rope member 51 can be increased. This ensures that the traction force is reliably transmitted to the work device 61, and the work device 61 can be properly towed. (Item 5) The flight device 11 according to any one of items 1 to 4, wherein the multiple rotors 15 raise the altitude of the aircraft 12 when the ground surface G to which the working device 61 touches is rougher than when it is level.

[0170] According to the flight device 11 related to item 5, if the ground surface G is relatively rough and the attitude of the work device 61 becomes unstable, the altitude of the aircraft 12 can be changed to increase the traction angle θt through the rope member 51 to pull the work device 61. This ensures that the traction force is reliably transmitted to the work device 61 and that the work device 61 is properly towed.

[0171] 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 by the foregoing description, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of Symbols]

[0172] 11: Flight equipment 12: Aircraft 15: Rotor 51: String component 51L: First string member 51R: Second string member 61: Work equipment G: Ground plane T: tension T1: 1st tension (tension) T2: 2nd tension (tension) θt: Traction angle

Claims

1. The aircraft and, Multiple rotors attached to the aircraft, capable of changing the altitude of the aircraft, Equipped with, The aforementioned machine is connected to a mobile work device via a plurality of rope members and is capable of towing the work device. A flight device comprising multiple rotors that increases the altitude of the aircraft as the attitude of the aircraft and / or the attitude of the work device towed by the multiple string members becomes unstable.

2. The flight device according to claim 1, wherein the multiple rotors increase the altitude of the aircraft as the difference in tensions acting on the multiple string members increases.

3. Multiple string members are, A first string member connected to one side in the width direction of the work device, A second string member connected to the other side in the width direction of the work device, Includes, The flight device according to claim 2, wherein the multiple rotors increase the altitude of the aircraft as the difference between the first tension acting on the first string member and the second tension acting on the second string member increases.

4. The flight device according to claim 1, wherein the plurality of rotors increase the altitude of the aircraft as the inclination of the ground surface to which the working device makes contact increases.

5. The aircraft device according to claim 1, wherein the plurality of rotors increase the altitude of the aircraft when the ground surface to which the working device makes contact is rougher than when it is level.

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