Airship transportation assistance system and airship transportation assistance method

Abstract

To provide an airship transportation assistance system and an airship transportation assistance method capable of reducing the risk of the airship being blown far off a planned route by wind. [Solution] The airship transportation assistance system comprises an airship 2 intended for work at high altitudes, and a fixed-wing aircraft 40 that tows the airship, and the fixed-wing aircraft 40 is configured to ascend while towing the airship from the ground to a predetermined altitude, and then detach the airship at the predetermined altitude and return to the ground. The airship 2 is formed as a convertible airship that can be changed between a towed form in which the air envelope is suppressed from expanding to reduce air resistance as the object to be towed while being towed, and an airship functional form in which the air envelope of the airship is additionally deployed after the detachment and the airship flies at high altitudes using the buoyancy of the air envelope.

Description

[Technical Field]

[0001] The present invention relates to an airship transportation assistance system and an airship transportation assistance method. [Background technology]

[0002] BACKGROUND ART Conventionally, as shown in Patent Document 1, a technique has been known in which an airship is flown into the stratosphere and the stratospheric airship is used to regulate the temperature of the earth's surface. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Special Publication No. 2014-523358 Summary of the Invention [Problem to be solved by the invention]

[0004] However, as shown in Patent Document 1, it is not easy to fly an airship up to the stratosphere, and there are problems such as the airship being blown away by bad weather or strong winds in the troposphere. Furthermore, in order to maintain the buoyancy of an airship in the stratosphere, the air density is low at high altitudes, so the volume of the airship's air envelope needs to be increased. However, increasing the volume of the airship's air envelope poses the problem of making it more susceptible to the effects of wind, etc., even during the ascent process up to the troposphere. When a low pressure system or cold front is present, wind speeds in the troposphere can reach 20 m / s to 100 m / s. If the airship is directly affected by the wind, it may be blown far off its intended route, resulting in problems such as having to fly an additional distance of hundreds of kilometers to return to its intended position.

[0005] The present invention has been made to solve such problems, and aims to provide an airship transportation assistance system and an airship transportation assistance method that can reduce the risk of the airship being blown far off its planned route by wind. [Means for solving the problem]

[0006] In order to achieve the above-mentioned object, according to one embodiment of the present invention, there is provided an airship transportation assistance system that assists in the transportation of an airship from the ground to the stratosphere, comprising an airship intended for high-altitude work and a fixed-wing aircraft that tows the airship, wherein the fixed-wing aircraft is configured to ascend while towing the airship from the ground to a predetermined altitude, and then separate the airship at the predetermined altitude and return to the ground, and the airship is configured as a convertible airship that can be changed between a towed form in which the air envelope is suppressed from expanding to reduce air resistance as the object being towed, and a functional airship form in which the air envelope of the airship is additionally deployed after separation and the airship flies at high altitude using the buoyancy of the air envelope. According to one embodiment of the present invention configured as described above, the flying vehicle ascends to a predetermined altitude while towing the airship, allowing the airship to pass through the troposphere, where risk of flight is likely to occur, relatively quickly and stably, reducing the risk of being blown off course by winds. Furthermore, the airship can be towed by the flying vehicle in a towed configuration that suppresses the deployment of its air envelope. This further reduces the risk of being blown off course by winds when the flying vehicle tows the airship.

[0007] According to one embodiment of the present invention, the method for assisting in the transportation of an airship from the ground to the stratosphere preferably comprises a preparation step of preparing the airship intended for high-altitude work and a fixed-wing aircraft to tow the airship, a towing step in which the aircraft ascends from the ground to a predetermined altitude while towing the airship, a towed configuration step in which, during at least a portion of the towing step, the airship is put into a towed configuration in which the deployment of the air envelope is suppressed so as to reduce air resistance as the object to be towed, and a deployment step in which the air envelope of the airship is additionally deployed after separation. According to one embodiment of the present invention configured as described above, the towing step allows the flying body to ascend to a predetermined altitude while towing the airship, allowing the airship to pass through altitudes up to the troposphere, where risks to flight are more likely, relatively quickly and stably, reducing the risk of being blown far off course by winds. Furthermore, the towed configuration step allows the airship to enter a towed configuration in which the air envelope is prevented from deploying, allowing it to be towed by the flying body. This further reduces the risk of being blown far off course by winds when the flying body tows the airship. [Effects of the Invention]

[0008] The airship transportation assistance system and airship transportation assistance method of the present invention can reduce the risk of the airship being blown far off its planned route by wind. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 10 is a diagram illustrating an example of an air vehicle taking off while towing an airship in accordance with one embodiment of the present invention, and then ascending after takeoff while towing the airship, and reaching a predetermined altitude. [Figure 2] FIG. 10 is a diagram illustrating an example of an airship detaching from an aircraft at a predetermined altitude and flying on its own using its own buoyancy, and the aircraft returning to the ground by its own flight, in an airship transportation assistance system according to one embodiment of the present invention. [Figure 3] 1 is a schematic diagram illustrating the structure of an airship transportation assistance system according to an embodiment of the present invention; [Figure 4] 1A to 1C are diagrams illustrating the change in form from the first form to the fourth form of the airship of the airship transportation assistance system according to one embodiment of the present invention. [Figure 5] 1 is a schematic diagram illustrating the structure of an airship of an airship transportation assistance system according to an embodiment of the present invention; [Figure 6]1 is a schematic diagram illustrating how an airship-side control unit and an aircraft control unit are connected to a system control unit via the Internet in an airship transportation assistance system according to one embodiment of the present invention. FIG. [Figure 7] 1 is a schematic diagram illustrating the structure of an airship of an airship transportation assistance system according to an embodiment of the present invention; [Figure 8] 1 is a schematic diagram illustrating the structure of an airship transportation assistance system according to an embodiment of the present invention; [Figure 9] FIG. 2 is a schematic diagram illustrating an example of a mode executed by a program stored in a system control unit of the airship transportation assistance system according to one embodiment of the present invention. [Figure 10] FIG. 2 is a flowchart illustrating an airship transportation assistance method for an airship transportation assistance system according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0010] An airship transportation assistance system 1 according to one embodiment of the present invention will be described below with reference to the accompanying drawings. The disclosed embodiments are described as examples, and it will be apparent to those skilled in the art that many modifications, changes, and substitutions are possible within the spirit and scope of the present invention. Therefore, the present invention is not limited to the disclosed embodiments, and various modifications, changes, etc. are possible in form and details without departing from the scope of the claims. Furthermore, the components disclosed in the specification can be freely combined.

[0011] The airship transport assistance system 1 functions as an airship transport assistance system that assists in the transport of an airship from the ground to the stratosphere. The airship transport assistance system 1 also has the function of towing the airship to a predetermined altitude at a speed faster than the natural ascent. The airship transport assistance system 1 includes an airship 2 and an air vehicle 40, which is a fixed-wing unmanned air vehicle that tows the airship 2.

[0012] (Deformable Airship) As shown in FIG. 1 , the airship 2 forms a transformable airship whose external shape can be transformed to a predetermined transformation configuration. The airship 2 also functions as a deployable airship because it has the ability to additionally deploy an air envelope, as described below. The airship 2 is a high-altitude airship that can reach altitudes from the ground to the stratosphere, for example, up to an altitude of approximately 20 km above the ground (height within the stratosphere), and in some cases even higher. The airship 2 also functions as a stratospheric airship because it can reach the stratosphere. The airship 2 has the ability to change its form as the altitude increases, and to expand its air envelope to become larger. While the airship 2 has the ability to reach high altitudes, in this embodiment, the airship 2 is a towable airship that can function as a towed object to be towed by the flying vehicle 40 up to a predetermined altitude, with its air envelope serving as a secondary function for its own flight performance. The airship 2 of this embodiment has a function that differs from airships that are not intended to be towed in that it can change its flight configuration as a towed object, for example, between a towed configuration and a deployed state.

[0013] The airship 2 is configured to change the shape of its gas envelope as it reaches the stratosphere. The airship 2 may be, for example, an unmanned high-altitude airship. As a flying object, the airship 2 functions to take off from the ground, ascend while being towed by the air vehicle 40, detach from the air vehicle 40 at a predetermined altitude, reach the stratosphere, and return to the ground after performing a predetermined operation, all under the control of the airship control unit 30 and the system control unit 60. The stratosphere often has relatively stable weather and relatively mild winds, providing an environment in which airships can fly with relative stability. Meanwhile, in the troposphere beyond the tropopause, winds are often relatively strong and weather is relatively unstable. Therefore, while there is a demand for expanding the scope of activities by deploying the gas envelope to increase buoyancy in the stratosphere, there is also a demand for preventing the airship from being blown away or damaged by winds before reaching the troposphere below the stratosphere.

[0014] FIG. 1 shows the airship 2 taking off while being towed by the air vehicle 40, ascending while being towed by the air vehicle 40 after takeoff, and reaching a predetermined altitude H. The airship 2 is configured as a convertible airship that can change between a towed configuration in which the air envelope is suppressed from deploying to reduce air resistance while being towed, and a functional airship configuration in which the air envelope of the airship 2 is additionally deployed after separation, allowing the airship 2 to fly at high altitudes using the buoyancy of the air envelope. The predetermined altitude H is, for example, an altitude value within a range of 10 to 15 kilometers above the ground. For the majority of the time that the airship 2 is towed by the air vehicle 40, the airship 2 remains in the towed configuration, for example, the first configuration. FIG. 2 shows the airship 2 separating from the air vehicle 40 at the predetermined altitude H and flying on its own using its own buoyancy. FIG. 2 also shows the airship 2 changing from the first configuration to the fourth configuration after separation. For example, after the airship 2 is released from the air vehicle 40, the airship 2 is changed from the towed configuration to the deployed configuration. Note that FIG. 4 shows a more detailed explanation of the configuration changes of the airship from the first configuration to the fourth configuration. Also, FIG. 5 shows the detailed structure of the airship. Note that FIG. 2 also shows that after the airship 2 is released, the air vehicle 40 returns to the ground by its own flight.

[0015] The airship 2 has the ability to deploy in stages from the first form to the fourth form. Figure 4 illustrates the airship 2 gradually deploying from the first form to the fourth form depending on the altitude. It is also possible to freely transition between forms, such as from the third form back to the second form, and the timing of this transition can be freely changed. Arrows are shown between each form, illustrating the ability to freely change between forms. For example, in areas with relatively strong winds or rough weather, the airship 2 can fly while maintaining a relatively small volume, making it less susceptible to the effects of wind. Furthermore, if it is determined that the weather is relatively favorable, the second air bladder 6 or the third air bladder 8 can be added to increase buoyancy and speed the ascent. Furthermore, even if the second air bladder 6 or the third air bladder 8 has been deployed, if it is desired to return to a form less susceptible to wind, the second air bladder 6 or the third air bladder 8 can be changed from the deployed state to the retracted state. For example, the second air envelope 6 and the third air envelope 8 can be freely changed between the deployed state and the retracted state without depending on the altitude alone, improving the degree of freedom in the shape and movement of the airship 2 when it reaches high altitudes.

[0016] As shown in FIGS. 4 and 5 , the airship 2 includes a first air envelope 4 that is deployed and contains the gas on the ground, a second air envelope 6 that is stored on the ground, a third air envelope 8, a first valve 10, a second valve 12, a release valve 50 serving as a first release valve, a gas supply unit 52, a pressure sensor 14, an airframe 11, an altitude measurement device 15 (see FIG. 7 ), a GPS device 16, a camera 29, an operation unit 34, a monitor unit 35, and an airship-side control unit 30. The airframe 11 also includes a communication unit (not shown) that wirelessly communicates with the operation unit 34, the system control unit 60, and the like. To clearly explain the structures of the second air envelope 6 and the third air envelope 8, FIG. 5 illustrates the respective structures of the airship 2 in the third configuration. In FIG. 5 , the front side of the airship 2 is on the right side of the page.

[0017] As shown in Figures 4 and 5, the first air bag 4 is provided at the center of the upper part of the airship 2. The first air bag 4 is configured to form a rugby ball shape when deployed alone. For example, Figure 4 illustrates that the airship 2 can freely change its configuration from the first configuration to the fourth configuration. For example, the first air bag 4 is already deployed in the first configuration. The first air bag 4 may be configured in other shapes such as an oblong or circular shape. The vertical length of the first air bag 4 may be a value within a range of 10 meters to 30 meters, for example, 12 meters. The horizontal width of the first air bag 4 may be a value within a range of 5 meters to 12 meters, for example, 8 meters. The first air bag 4 may be configured to have a width of, for example, 300 meters at a predetermined pressure. 3 ~1000m 3 Volume of a value in the range of, for example, 600m 3 The airship is configured so that the volume (volume of the air envelope) of the towed configuration, for example, the first configuration, is less than half the volume (volume of the air envelope) of the deployed configuration in the stratosphere. The first air envelope 4 is already deployed before departure from the ground G. The first space 4a inside the first air envelope 4 is normally a space independent of the outside atmosphere and other air envelopes such as the second air envelope. The deployed state of the first air envelope 4 refers to a state in which the first space 4a inside the first air envelope 4 is filled with a relatively light gas such as helium gas. Because the weight of the first air envelope 4, the airframe body 11, etc., and the helium gas is lighter than the weight of the air displaced by the first air envelope 4, the airship 2 floats due to the buoyancy of the outside air. In the deployed state in which the first air envelope 4 is filled with helium gas, the first air envelope 4 generates an upward lifting force. The first envelope 4 is filled with helium gas at a predetermined pressure on the ground, but as the altitude increases, the helium gas expands and the pressure inside the first envelope 4 increases.

[0018] The first air bladder 4 is strong enough to withstand external forces such as air pressure fluctuations and wind resistance during flight. The outer skin material of the first air bladder 4 is formed, for example, with a three-layer structure, with a polyurethane film layer formed as the inner first layer, a high-strength nylon ripstop fiber layer formed as the middle layer of the second layer, and a silicone coating layer formed as the third layer. The first air bladder 4 may be entirely or partially made of a thermoplastic fabric having shape memory properties. By making the first air bladder 4 made of a thermoplastic fabric having shape memory properties, the shape of the first air bladder 4 can be easily changed to the intended shape, for example, in the third or fourth configuration.

[0019] As shown in Figure 5 and other figures, an upper vertical tail 22 is provided above and behind the first air envelope 4. The airship's yaw direction of travel can be changed by moving the upper vertical tail 22 left and right. The upper vertical tail 22 is electrically connected to the airship controller 30 and the system controller 60, and is controlled by the airship controller 30. For ease of explanation, the upper vertical tail 22, lower vertical tail 23, right horizontal tail 24 (see Figure 7), and left horizontal tail 25 are illustrated only in Figure 5 and other figures, and are omitted in Figures 1, 2, 4, and other figures. The upper vertical tail 22, lower vertical tail 23, right horizontal tail 24 (see Figure 7), and left horizontal tail 25 are included in, for example, the airframe main body 11. A lower vertical tail 23 is provided at the lower rear of the first air envelope 4. The airship's yaw direction can be changed by moving the lower vertical tail 23 left and right. The lower vertical tail 23 is electrically connected to the airship control unit 30 and the system control unit 60, and is controlled by the airship control unit 30, etc. A right horizontal stabilizer 24 is provided on the right side behind the first air envelope 4. The pitch of the aircraft can be adjusted by moving the right horizontal stabilizer 24 up and down. The right horizontal stabilizer 24 is electrically connected to the airship control unit 30 and the system control unit 60, and is controlled by the airship control unit 30, etc. A left horizontal stabilizer 25 is provided on the left side behind the first air envelope 4. The pitch of the aircraft can be adjusted by moving the left horizontal stabilizer 25 up and down. The left horizontal stabilizer 25 is electrically connected to the airship control unit 30 and the system control unit 60, and is controlled by the airship control unit 30, etc.

[0020] The second air bladder 6 is provided at the upper rear of the airship 2. The second air bladder 6 forms an inflatable compartment smaller than the first air bladder 4. When deployed, for example in the fourth configuration, the second air bladder 6, together with the first air bladder 4, forms a rugby ball shape. The second air bladder 6, together with the first air bladder 4, may be formed into other shapes, such as an oblong or circular shape. The second air bladder 6 may be formed, for example, into a spherical shape and connected to the first air bladder 4 by a connecting portion. The vertical length of the second air bladder 6 may be, for example, a length in the range of 5 meters to 20 meters, for example, 10 meters. The horizontal width of the second air bladder 6 may be, for example, a width in the range of 3 meters to 10 meters, for example, 6 meters. The second air bladder 6 may be, for example, 150 meters at a predetermined pressure. 3 ~500m 3 Volume of a value in the range of, for example, 350m 3The second air bag 6 has a volume of 1000 psi. Before taking off from the ground G, the second air bag 6 is in a stowed state, as shown in the first mode in FIG. 4 . In the stowed state, the fabric of the second air bag 6 is, for example, folded and attached to the first air bag 4. When the first valve 10 is opened and helium gas in the first space 4a of the first air bag 4 begins to flow into the second space 6a within the second air bag 6, the second air bag 6 expands and disengages from its attachment, changing from the stowed state to the deployed state. The second space 6a inside the second air bag 6 is normally independent of the outside atmosphere and other air bags, such as the first air bag 4. The deployed state of the second air bag 6 refers to a state in which the second space 6a inside the second air bag 6 is filled with a relatively light gas, such as helium gas. Helium gas also flows into the second air bag 6, and because the weight of the helium gas is lighter than the air displaced by the second air bag 6, the buoyancy of the outside air generates buoyancy for the airship 2. When the second air envelope 6 is filled with helium gas and in the deployed state, the second air envelope 6 generates an upward lifting force. By deploying the second air envelope 6 at a certain altitude, as in the second and third configurations, the volume of the entire airship can be gradually increased, thereby increasing the buoyancy of the airship 2. For example, when the airship 2 attempts to reach an altitude of 15 to 20 km in the stratosphere, the air there is thin and has a low density, so the volume of the airship 2 must be increased to ensure sufficient buoyancy. By gradually deploying the second air envelope 6 and the third air envelope 8, the overall size of the air envelopes can be increased. For example, with the configuration of this embodiment, the timing at which the second air envelope 6 is deployed from the stowed state to the deployed state can be freely changed, allowing the second air envelope 6 to be additionally deployed at a timing when buoyancy is desired. In this way, after the airship 2 is separated from the fixed-wing flying vehicle 40, for example, additional air envelopes of the airship 2 can be deployed as the airship 2 ascends in altitude.

[0021] The second air bladder 6 is also basically formed of a relatively strong material similar to the first air bladder 4, and is strong enough to withstand external forces such as air pressure fluctuations and wind resistance during flight. The outer skin material of the second air bladder 6 is formed, for example, with a three-layer structure, with a polyurethane film layer formed as the inner first layer, a high-strength nylon ripstop fiber layer formed as the middle layer of the second layer, and a silicone coating layer formed as the third layer. The second air bladder 6 may be entirely or partially formed with a thermoplastic fabric having shape memory properties. By forming the second air bladder 6 with a thermoplastic fabric having shape memory properties, the shape of the second air bladder 6 can be easily changed to the intended shape, for example, in the third or fourth configuration.

[0022] As shown in FIG. 5, the second air bag 6 includes a second release valve 6b. The second release valve 6b is located near the first valve 10 on the fabric that defines the outer shape of the second air bag 6. The second release valve 6b is located between the second space 6a and the external space outside the second air bag 6. When the second release valve 6b is in an open state, the second space 6a communicates with the atmosphere in the external space, and when the second release valve 6b is in a closed state, the second space 6a and the atmosphere in the external space are separated from each other. By changing the second release valve 6b from a closed state to an open state while keeping the first valve 10 closed, the second air bag 6 can release a portion of the helium gas into the atmosphere, changing the second air bag 6 from an expanded state to a contracted state. The contracted state is a state in which the second air bag is not yet fully expanded, as shown in the second embodiment of FIG. 4, for example.

[0023] As shown in the fourth embodiment in FIG. 4 and other figures, the size of the second air bag 6 when deployed at a constant pressure, a hypothetical constant pressure, is smaller than the size of the first air bag 4 when deployed at a constant pressure, for example, the same pressure. For example, the size of the second air bag 6 at a constant pressure is about half the size of the first air bag 4 at a constant pressure. The second air bag 6 additionally increases the overall volume of the air bag, increasing buoyancy and increasing the ascent speed of the airship 2. The second air bag 6 is positioned further rearward than the first air bag 4. This is to minimize the impact on flight, such as the increase in turbulence of the air currents along the airship, when the second air bag 6 is additionally deployed.

[0024] The third air bladder 8 is provided at the upper front of the airship 2. The third air bladder 8 forms an inflatable compartment smaller than the first air bladder 4. When deployed, for example in the fourth configuration, the third air bladder 8, together with the first air bladder 4, forms a rugby ball shape. The third air bladder 8, together with the first air bladder 4, may be formed into other shapes, such as an oblong or circular shape. The third air bladder 8 may be formed, for example, into a spherical shape and connected to the first air bladder 4 by a connecting portion. The vertical length of the third air bladder 8 may be, for example, a length in the range of 5 to 20 meters, for example, 8 meters. The horizontal width of the third air bladder 8 may be, for example, a width in the range of 3 to 10 meters, for example, 5 meters. The third air bladder 8 may be, for example, 150 meters at a predetermined pressure. 3 ~500m 3 Volume of a value within the range of, for example, 250m 3 It has a volume of

[0025] Before taking off from the ground G, the third air bag 8 is in a stowed state, as shown in the first form, for example. In the stowed state, the fabric of the third air bag 8 is, for example, folded and attached to the first air bag 4. When the second valve 12 is opened and helium gas in the first space 4a of the first air bag 4 begins to flow into the third space 8a within the third air bag 8, the third air bag 8 expands and disengages from its attachment, changing from the stowed state to the deployed state. The third space 8a inside the third air bag 8 is normally independent of the outside atmosphere and other air bags, such as the first air bag 4. The deployed state of the third air bag 8 refers to a state in which the third space 8a inside the third air bag 8 is filled with a relatively light gas, such as helium gas. Helium gas also flows into the third air bag 8, and because the weight of the helium gas is lighter than the weight of the air displaced by the third air bag 8, the buoyancy of the outside air generates buoyancy for the airship 2. When the third air envelope 8 is filled with helium gas and in the deployed state, the third air envelope 8 generates an upward lifting force. By deploying the third air envelope 8 at a certain altitude, as in the third and fourth configurations, the volume of the entire airship is gradually increased, increasing the buoyancy of the airship 2, allowing it to ascend at a faster speed and to even higher altitudes. For example, if the airship 2 is to reach an altitude of 15 to 20 km in the stratosphere, the air is thin and low in density at altitudes of 15 to 20 km, so the overall volume of the air envelope of the airship 2 must be increased to ensure sufficient buoyancy of the airship 2. By deploying the second air envelope 6 and the third air envelope 8 in stages, the overall size of the air envelope can be increased.

[0026] The third air bladder 8 is also basically formed of a relatively strong material similar to the first air bladder 4, and is strong enough to withstand external forces such as air pressure fluctuations and wind resistance during flight. The outer skin material of the third air bladder 8 is formed, for example, with a three-layer structure, with a polyurethane film layer formed as the inner first layer, a high-strength nylon ripstop fiber layer formed as the middle layer of the second layer, and a silicone coating layer formed as the third layer. The third air bladder 8 may be entirely or partially formed with a thermoplastic fabric having shape memory properties. By forming the third air bladder 8 with a thermoplastic fabric having shape memory properties, the shape of the third air bladder 8 can be easily changed to the intended shape, for example, in the third or fourth configuration.

[0027] As shown in FIG. 5, the third air bag 8 includes a third release valve 8b. The third release valve 8b is located near the second valve 12 on the fabric of the third air bag 8. The third release valve 8b is provided between the third space 8a and the external space outside the third air bag 8. When the third release valve 8b is in an open state, the third space 8a communicates with the atmosphere in the external space, and when the third release valve 8b is in a closed state, the third space 8a is separated from the atmosphere in the external space. By changing the third release valve 8b from a closed state to an open state while keeping the second valve 12 closed, the third air bag 8 can release a portion of the helium gas into the atmosphere, changing the third air bag 8 from an expanded state to a contracted state. The contracted state is illustrated, for example, as the state in the third embodiment of FIG. 4 where the third air bag is not yet fully expanded. For example, even after the third air bladder 8 is deployed, it is possible to return to the first configuration with only the first air bladder 4 by returning the second air bladder 6 and the third air bladder 8 to their contracted states. Therefore, the configuration can be freely enlarged or contracted depending on the surrounding weather and environment.

[0028] As shown in the fourth embodiment, such as FIG. 4 , the size of the third air bag 8 when deployed at a constant pressure, e.g., a certain constant pressure, is smaller than the size of the first air bag 4 when deployed at a constant pressure, e.g., the same constant pressure. For example, the size of the third air bag 8 at a constant pressure is approximately half the size of the first air bag 4 at a constant pressure. The third air bag 8 additionally increases the total volume of the air bag, increasing buoyancy and the ascent speed of the airship 2. The third air bag 8 is positioned forward of the first air bag 4. At altitudes where the third air bag 8 is additionally deployed, the altitude is close to the stratosphere, and ambient winds are often relatively calm, so forward deployment is less likely to affect flight. The size of the second air bag 6 when deployed at a constant pressure is the same as the size of the third air bag 8 when deployed at a constant pressure. The height of the third air bag 8 is the same as the height of the second air bag 6. This makes it easier to achieve a relatively equal balance between the front and rear of the airship, making it easier to fly. Furthermore, it becomes easier to achieve an equal balance between the front and rear sides, making it easier to calculate the pressure in the deployed state. The height of the third air bladder 8 may be higher than the height of the second air bladder 6. By making the height of the third air bladder 8 higher, the front side tends to be higher, making it easier to rise.

[0029] The first valve 10 is provided between the first space 4a in the first air bag 4 and the second space 6a in the second air bag 6. When the first valve 10 is in an open state, the first space 4a and the second space 6a can communicate with each other, and when the first valve 10 is in a closed state, the first space 4a and the second space 6a can be separated from each other. The first valve 10 is provided at the connection between the first air bag 4 and the second air bag 6. The first valve 10 is connected to the fabric of the first air bag 4 and the fabric of the second air bag 6. The first valve 10 is electrically connected to the airship-side control unit 30 and the system control unit 60, and the opening and closing of the first valve 10 can be controlled by commands from the airship-side control unit 30 or the system control unit 60.

[0030] The second valve 12 is provided between the first space 4a in the first air bag 4 and the third space 8a in the third air bag 8. When the second valve 12 is in an open state, it communicates with the third space 8a, and when it is in a closed state, it separates the first space 4a and the third space 8a. The second valve 12 is provided at the connection between the first air bag 4 and the third air bag 8. The second valve 12 is connected to the fabric of the first air bag 4 and the fabric of the third air bag 8. The second valve 12 is electrically connected to the airship-side control unit 30 and the system control unit 60, and the opening and closing of the second valve 12 can be controlled by commands from the airship-side control unit 30.

[0031] A release valve 50 as shown in Figure 5 releases a portion of the helium gas in the first gas bag 4 to the outside air. The release valve 50 is provided on the side of the first gas bag 4. The release valve 50 is electrically connected to the airship control unit 30 and the system control unit 60, and is controlled by the airship control unit 30 or the system control unit 60. For example, with the configuration of this embodiment, even if the pressure of the gas in the first space 4a reaches a predetermined pressure, it is possible to select whether to open the first valve 10 to place the second gas bag 6 in the deployed state, or to release a portion of the helium gas into the outside air using the release valve 50 and maintain the second gas bag 6 in the stored state.

[0032] The first air bag 4 may be configured to a contracted deployed state that is even more contracted than the deployed state of the first form, using the release valve 50. The first air bag 4 needs to be in, for example, the deployed form to a certain extent in order to fly by itself, but when being towed by the flying vehicle 40, it may be contracted to a volume that generates less buoyancy than when in flight, making it easier for the flying vehicle 40 to tow the airship 2. Reducing the size of the air bag of the airship 2 has the advantage of reducing air resistance and suppressing the effects of wind.

[0033] As shown in FIG. 5 , the gas supply unit 52 can additionally supply helium gas to the first gas envelope 4. The gas supply unit 52 is disposed, for example, inside the airframe main body 11. The gas supply unit 52 is, for example, a gas cylinder capable of supplying gas. The gas supply unit 52 includes an electromagnetic valve, a control structure, and the like that can supply gas, for example, helium gas, from the gas cylinder in a timely manner. The gas supply unit 52 can supply helium gas to the first gas envelope 4 upon receiving a command from the airship control unit 30, etc. Therefore, the gas supply unit 52 can add helium ion gas to the first gas envelope 4 at any time.

[0034] The pressure sensor 14 is provided in the first space 4a of the first air sac 4. The pressure sensor 14 measures the pressure of the gas in the first space 4a of the first air sac 4. For example, it is desirable that the gas pressure in the first space 4a does not exceed a predetermined pressure that increases the possibility of damaging the air sac. The pressure sensor 14 is electrically connected to the airship control unit 30 and the system control unit 60, and the airship control unit 30 and the like can grasp the pressure in the first space 4a using the pressure sensor 14. The pressure sensor 14 can control the deployment of the second air sac 6 and the third air sac 8 while checking the gas pressure in the first space 4a, which is effective in improving controllability and the safety of the airship 2.

[0035] The airframe main body 11 is provided, for example, in the first air envelope 4 of the airship 2. The airframe main body 11 below the first air envelope 4 forms a box-shaped room, and measuring equipment and the like are arranged inside. The airframe main body 11 is equipped with, for example, an altitude measuring device 15, a GPS device 16, a camera 29, an airship-side control unit 30, and the like.

[0036] As shown in Figures 1 and 7, the altitude measurement device 15 can measure the altitude (distance) of the airship 2 relative to the ground G (the ground that serves as the reference for altitude measurement). The altitude measurement device 15 is, for example, a barometric altimeter. The altitude measurement device 15 may be a GPS altimeter or a combination of a GPS altimeter and a barometric altimeter. The altitude measurement device 15 can measure the altitude (distance) of the airship 2. While the altitude measurement device 15 recognizes the altitude (distance) to the ground, for example, the airship control unit 30 or the system control unit 60 can control the deployment of the second air envelope 6 and the third air envelope 8.

[0037] The GPS device 16 is capable of determining the current position of the airship 2 using satellites.

[0038] The camera 29 can photograph and visually confirm the surrounding conditions from the airship 2. The camera 29 can be used to check the conditions around the airship 2 from a remote location. The camera 29 can also be used to check the weather and other conditions around the airship 2 and to determine whether or not to control the deployment of the second air bag 6 and the third air bag 8.

[0039] The operation unit 34 (see FIGS. 1 and 7 ) can issue operation commands such as flight operations of the airship 2, opening and closing of the first valve 10 and the second valve 12 of the airship 2, and opening and closing of the release valve 50, the second release valve 6b, and the third release valve 8b. The operation unit 34 is provided at a location separate from the airship body 11 and is electrically connected via wireless communication to the airship control unit 30 and the system control unit 60 (described later). The operation unit 34 can be remotely operated by, for example, a user. The flight of the airship 2 can also be controlled by the user's operation of the operation unit 34. The second deployment step of the airship 2 and the like may be controlled by the system control unit 60 (described later), but the second deployment step and the like may also be instructed and controlled by the user's operation of the operation unit 34. The operation unit 34 can also operate only any part of the flight and operation commands of the airship 2. For example, flight control may be performed by the operation unit 34, while other operations may be automatically controlled by the airship control unit 30. The operation unit 34 may be displayed within the monitor unit 35 that displays the image from the camera. In this way, the operation unit 34 may be, for example, an information terminal device such as a smartphone or a tablet terminal. As another example, the operation unit 34 may be an operation device such as a dedicated controller, such as a radio-controlled car controller.

[0040] The monitor unit 35 has a screen on which images from the camera and the contents of the control unit can be confirmed.

[0041] The airship-side control unit 30 shown in FIG. 7 is provided on the airship 2's main body 11. The airship-side control unit 30 may also be provided in a system control unit 60 or other unit separate from the airship 2. The airship-side control unit 30 controls the flight of the airship 2 and transmits operational commands to various devices. More specifically, the airship-side control unit 30 can control the opening of the first valve 10 and the second valve 12, and can control the opening of the release valve 50. The airship-side control unit 30 can also control the upper vertical stabilizer 22, etc. The airship-side control unit 30 can also control the flight altitude and flight route of the airship 2 after separation, for example. The airship-side control unit 30 incorporates a CPU 17 and a storage device 19 such as memory, and controls connected devices to execute predetermined controls based on predetermined control programs stored in the memory, etc. The airship-side control unit 30 is electrically connected to the first valve 10, the second valve 12, the pressure sensor 14, the airframe body 11, the altitude measuring device 15, the GPS device 16, the camera 29, the operation unit 34, the monitor unit 35, the system control unit 60, etc. These electrical connections may be made via wireless communication or the like.

[0042] (Aircraft) As shown in FIGS. 1 and 3 , the aircraft 40 is a fixed-wing unmanned aerial vehicle. The aircraft 40 is configured as a flying object capable of reaching high altitudes, such as the stratosphere. The aircraft 40 is configured to ascend from the ground to a predetermined altitude H toward the stratosphere while towing an airship 2, and then separate from the airship at the predetermined altitude and return to the ground. The aircraft 40 can take off from the ground and reach an altitude of, for example, 10 to 15 km above the ground under the control of the system control unit 60 or the operation of the operation unit 7. After separating from the airship 2, the aircraft 40 can fly and return to the ground. The aircraft 40 has the capability to fly to an altitude of, for example, approximately 20 km above the ground (height within the stratosphere). The aircraft 40 can fly without a passenger on board under the control of the system control unit 60 or the operation of the operation unit 34. The aircraft 40 may also be an unmanned aerial vehicle capable of flight, such as a multicopter drone or a rocket device.

[0043] 1 and 3, the flying object 40 includes an airframe body 41 of the flying object 40, a drive unit 42 (see FIG. 8) that generates a driving force, a thrust generating unit 43 that is rotated by the drive unit 42, a towing device 44 that tows the airship 2, an altitude measuring device 45 (see FIG. 8), a GPS device 46, a camera 47, an operation unit 48, a monitor unit 49, and an flying object control unit 55. The flying object 40 also includes a communication unit (not shown) that performs wireless communication with the operation unit 48, the system control unit 60, etc.

[0044] The airframe body 41 has the airframe structure of an unmanned aerial vehicle. The airframe body 41 can be a radio-controlled, fixed-wing unmanned aerial vehicle. The structural material of the airframe body 41 is made of a structural material that is relatively strong and relatively lightweight, such as glass fiber or carbon fiber. The exterior material, etc., is made of EPP (expanded polypropylene), plastic, etc.

[0045] The size of the airframe main body 41 can be changed arbitrarily as long as it is large enough to tow the airship 2. For example, the airship 2 is formed so that its length in the longitudinal direction is within a range of about 50 m to about 200 m, while the airframe main body 41 is formed so that its length in the longitudinal direction is within a range of about 5 m to about 10 m. The airframe main body 41 may be, for example, a larger airframe whose length in the longitudinal direction is within a range of about 10 m to about 20 m.

[0046] As shown in Figure 8, the drive unit 42 forms an electric motor that rotates and drives the propeller. The drive unit 42 is connected to a power source. The drive unit 42 is electrically connected to the aircraft control unit 55 and can be controlled by the aircraft control unit 55 (system control unit 60). The drive unit 42 may be an engine-type drive unit, and the aircraft 40 may be, for example, a small airplane.

[0047] The thrust generating unit 43 is formed by a propeller to which the driving force of the driving unit 42 is transmitted. The rotation of the propeller generates thrust.

[0048] 3, the towing device 44 includes a towing cable 44a extending from a swivel 44c attached to the airframe 41 of the aircraft 40, and a cam lock mechanism 44b provided midway along the towing cable 44a. The towing cable 44a is a cable made of aramid fiber. The towing cable 44a may also be made of ultra-high molecular weight polyethylene or the like.

[0049] The cam lock mechanism 44b forms an electromagnetic cam lock mechanism. The cam lock mechanism 44b is configured to electromagnetically separate the first cam lock mechanism 44d on the aircraft 40 side and the second cam lock mechanism 44e on the airship 2 side in response to a command from the aircraft control unit 55 (system control unit 60). The cam lock mechanism 44b is in an engaged state during towing, with the first cam lock mechanism 44d and the second cam lock mechanism 44e engaged. When the cam lock mechanism 44b is in a released state, the first cam lock mechanism 44d and the second cam lock mechanism 44e are disengaged and separated. Therefore, under electrical control of the aircraft control unit 55, the cam lock mechanism 44b can change the connection state between the aircraft 40 and the airship 2 from a connected state to a released state.

[0050] The swivel 44c is formed of a stainless steel swivel with a built-in bearing, but may be formed of a carbon swivel with a built-in bearing. The swivel 44c can, for example, prevent twisting of the towing cable 44a.

[0051] As shown in FIG. 3, the altitude measurement device 45 can measure the altitude (distance) of the aircraft 40 relative to the ground (the ground that serves as the reference for altitude measurement). The altitude measurement device 45 is configured by combining a GPS altimeter and a barometric altimeter. The altitude measurement by the barometric altimeter can be combined with the altitude measurement data reception interval of the GPS altimeter. The altitude measurement device 45 may be formed by either a GPS altimeter or a barometric altimeter. The altitude measurement device 45 may also be configured by any one of a barometric pressure measurement sensor that can measure flight altitude by measuring barometric pressure, an ultrasonic sonar that can measure the distance from the aircraft 40 to the ground, a laser measurement sensor that can measure the distance from the aircraft 40 to the ground, or any combination of these. In this way, the altitude measurement device 45 can measure the altitude (distance) from the aircraft 40 to the ground.

[0052] The GPS device 46 is capable of determining the current position of the flying object 40 using satellites.

[0053] The camera 47 can photograph and visually confirm the surrounding conditions from the flying object 40. The camera 47 can be used to check the surrounding conditions of the flying object 40 from a remote location. The camera 47 can be used to check the conditions around the flying object 40, such as the weather.

[0054] The operation unit 48 (see FIGS. 3 and 8 ) can issue operation commands for operating the flying object 40 and for releasing the airship 2. The operation unit 48 is provided at a location separate from the main body 41 of the flying object 40 and is electrically connected via wireless communication to the system control unit 60 (described later). The operation unit 48 can be remotely operated, for example, by a user. The flight of the flying object 40 can also be controlled by the user's operation of the operation unit 48. The release position and timing of the airship 2 may be controlled by the system control unit 60 (described later), or the release position and timing of the airship 2 may be instructed and controlled by the user's operation of the operation unit 48. The operation unit 48 can also control only any part of the flight and operation of the airship 2. For example, only the release start position may be controlled by the operation unit 48, while other operations, such as flight operations in a towed state, may be automatically controlled by the system control unit 60. The operation unit 48 may be displayed within a monitor 49 that displays images from a camera. In this manner, the operation unit 48 may be an information terminal device such as a smartphone or tablet terminal. As another example, the operation device may be a dedicated controller such as a radio-controlled controller.

[0055] The monitor unit 49 has a screen on which images from the camera and the contents of the control unit can be confirmed.

[0056] As shown in FIG. 8 , the aircraft control unit 55 is provided in the aircraft body 41 of the aircraft 40. The aircraft control unit 55 may also be provided in an information terminal device or the like on the operation unit 48 side. The aircraft control unit 55 controls the aircraft 40 and part of the system. More specifically, the aircraft control unit 55 controls the drive unit 42, towing device 44, altitude measurement device 45, GPS device 46, camera 47, etc. of the aircraft 40, and can control the flight of the aircraft 40 (flight altitude, flight route, etc.) and the timing of the separation of the airship 2. The aircraft control unit 55 can realize control to make the aircraft 40 reach a target altitude and separate the airship 2. The aircraft control unit 55 can also execute control to fly and return independently after the separation of the airship 2. The aircraft control unit 55 incorporates a CPU 81 and a storage device 83 such as a memory, etc., and controls connected devices to execute predetermined control based on a predetermined control program recorded in the memory or the like. The aircraft control unit 55 is electrically connected to the airframe main body 41, the drive unit 42, the thrust generating unit 43, the traction device 44, the altitude measuring device 45, the GPS device 46, the camera 47, the operation unit 48, the monitor unit 49, etc. These electrical connections may be made via wireless communication or the like.

[0057] As shown in FIG. 5, the airship transportation assistance system 1 further includes a system control unit 60. For example, the system control unit 60 is provided in a ground server separate from the airship 2 and the air vehicle 40. As shown in FIG. 6, the system control unit 60 is electrically connected to the airship control unit 30 and the air vehicle control unit 55 via the Internet 3. The system control unit 60 may be provided in the airship control unit 30 on the airship 2 side, or in the air vehicle control unit 55 on the air vehicle 40 side. Alternatively, the system control unit 60 may be provided in an information terminal device on the operation unit 48 side. Conversely, the system control unit 60 may be provided to integrate the airship control unit 30 and the air vehicle control unit 55, or may be provided to control parts of the airship control unit 30 and the air vehicle control unit 55 on the system control unit 60 side. The system control unit 60 can, for example, control the airship transportation assistance system 1, the flight of the air vehicle 40, and the airship 2. More specifically, the system control unit 60 controls the airship 40 and the airship 2, and controls the overall operation of the airship transportation assistance system 1, the airship 40, and the airship 2. If necessary, the system control unit 60 performs control via or in cooperation with the airship-side control unit 30 and / or the airship control unit 55. The system control unit 60 can control the airship 2 to be towed by the airship 40 to a predetermined target altitude H of the airship 40 and then release the airship 2. The system control unit 60 can control the release of the airship 2 based on any timing or command, not limited to the predetermined target altitude. In other words, the release timing of the airship 2 is not necessarily limited to a predetermined altitude. The system control unit 60 incorporates a CPU 86 and a storage device 87 such as memory, and controls connected devices to execute predetermined controls based on a predetermined control program recorded in the memory. The system control unit 60 is electrically connected to the airship-side control unit 30, the airship control unit 55, the overall operation unit 84, the overall monitor unit 85, and the like. These electrical connections may be made by wireless communication or the like.

[0058] The system control unit 60 has a preparation mode 91 in which a preparation step for preparing the flying body 40 of the airship transportation assistance system 1 and the airship 2 on the ground can be executed using a personal computer; a first deployment mode 92 in which a first deployment step for putting the first air envelope 4 into an expanded state containing helium gas on the ground can be executed; a towing mode 93 in which the system control unit 60 executes a towing step in which the fixed-wing flying body 40 rises while towing the airship 2 from the ground to a predetermined altitude H; a towed configuration mode 94 in which the system control unit 60 executes a towed configuration step in at least a part of the towing step S3 for putting the airship 2 into a towed configuration in which the deployment of the air envelope is suppressed so as to reduce air resistance as an object to be towed; and when the flying body 40 and the airship reach the predetermined altitude H (see FIG. 1), for example, an altitude within a range of 10 to 15 kilometers above the ground, the system control unit 60 executes a tow step in which the flying body 40 reaches a towed configuration as shown in FIG. 2. The memory or the like is provided with programs for executing the following: a separation mode 95 in which a separation step is executed to separate the ship 2; a vehicle return mode 96 in which the vehicle 40 executes a vehicle return step in which, after separating from the airship, the airship 40 flies at a lower altitude and returns to the departure point; a second deployment mode 97 in which the system control unit 60 can freely change the timing at which the second air sac 6 is changed from the stored state to the deployed state, and executes a second deployment step as a deployment step to additionally change the second air sac 6 to the deployed state at a timing at which it is desired to increase buoyancy; a third deployment mode 98 in which the timing at which the third air sac 8 is changed from the stored state to the deployed state, and executes a third deployment step as a deployment step to additionally change the third air sac 8 to the deployed state at a timing at which it is desired to increase buoyancy; and a return mode 99 in which the system control unit 60 can execute a return step to return the airship 2 to the ground.

[0059] As shown in FIG. 1, the system control unit 60 may include the overall operation unit 84 and the overall monitor unit 85 as described above.

[0060] Next, as shown in FIG. 10, a series of operations for assisting the transportation of an airship by an air vehicle in the airship transportation assistance system 1 will be described. 10, in S1, a preparation step is executed on the ground to prepare the flying body 40 of the airship transportation assistance system 1 and the airship 2. In addition, the flying body 40 and the airship 2 are connected via the towing cable 44a and the cam lock mechanism 44b of the towing device 44. When the system control unit 60 determines that step S1 has ended, the process proceeds to S2.

[0061] In step S2, a first deployment step is executed on the ground, in which the first bladder 4 is placed in an expanded state containing helium gas. Helium gas is injected from a ground facility up to a predetermined pressure at which the first bladder 4 is placed in the expanded state and assumes the first configuration. When the first bladder 4 assumes the first configuration, the first bladder 4 generates a certain degree of buoyancy, making it easier to tow by the flying object 40. When the first bladder 4 is fixed to the ground G, the airship 2's main body 11 is placed on a dolly 90 with wheels 90a. Note that if the airship 2 floats when released from its anchorage to the ground, the dolly 90 may be omitted. When the system control unit 60 determines that the first bladder 4 has been placed in the expanded state and step S2 has ended, the system control unit 60 proceeds to S3.

[0062] In step S3, the system control unit 60 executes a towing step in which the fixed-wing aircraft 40 ascends from the ground to a predetermined altitude H while towing the airship 2. The system control unit 60 causes the airship 40 to take off while towing the airship 2. The drive unit 42 of the airship 40 is activated, thrust is generated by the rotation of the propeller, and the airship 40 takes off. The airship 40 tows the airship 2. The airship 2 is placed on a dolly 90 with wheels 90a, and the airship 2 moves together with the airship 40 and takes off.

[0063] In step S4, the system control unit 60 executes a towed configuration step, at least as part of the towing step S3, in which the airship 2 is placed in a towed configuration in which the deployment of the air envelope is suppressed to reduce air resistance as the towed object. The airship 2 is towed by the flying body 40 as the towed object. As an airship, the airship 2 generates a certain degree of buoyancy. However, unlike the normal ascent of an airship, which rises under its own buoyancy, the airship 2 performs a semi-forced ascent as an object, being towed by the flying body 40. That is, in the towed configuration step, unlike the airship 2's gradual ascent due to buoyancy, the airship 2 performs an ascent that rapidly increases in altitude along the course of the flying body 40. Therefore, the airship 2 can rise from the ground at a very high speed and in a short period of time, for example, to an altitude of 5 km or 10 km. Therefore, in the towed configuration step, a smaller volume of the first air envelope 4 can prevent the airship 2 from deviating from its intended flight path or being blown away by the wind. Therefore, the first air pouch 4 is intentionally maintained in the initial first configuration. The towed configuration is, for example, the first configuration in which the first air pouch 4 is deployed, but the second air pouch 6 and the third air pouch 8 are stored. As a variant, the release valve 50 of the airship 2 may be opened to adjust the size of the first air pouch 4 to be smaller than the first air pouch 4 in the first configuration (to a reduced configuration). Even if the buoyancy of the airship 2 is significantly reduced, the airship 2 may rise to a predetermined altitude H with the airship 2 suspended as an object from the air vehicle 40. In other words, the towed configuration in which the airship 2 is towed by the air vehicle 40 differs from a flight posture in which the airship 2 flies by itself and includes a configuration similar to a state in which the airship 2 is suspended as a towed object with insufficient buoyancy for lift.

[0064] Furthermore, since the flying vehicle 40 can ascend at a relatively high speed while towing the airship 2, in good weather, for example with weak winds, the flying vehicle 40 can tow the airship 2 and take it in one go to a high altitude where the weather is stable. In this way, the impact of weather can be suppressed and the safety of the airship can be improved by reducing the time spent in the relatively windy space up to an altitude of 10 km.

[0065] In S4, the airship 2 maintains the first form. The airship 2 maintains the first form until it is separated from the flying body 40. Maintaining the first form for the airship has the advantage of reducing air resistance during flight and reducing the impact of external wind forces. As a variant, the airship may change to the second form (performing the second deployment step) or the third form (performing the third deployment step) while towing the flying body 40. There are also certain advantages when the flying body 40 changes to the second or third form. For example, even if the airship changes to the second or third form, since it is being towed by the flying body 40, it can rise relatively quickly together with the flying body 40. Furthermore, if the airship changes to the second or third form, the buoyancy of the airship increases, reducing the towing load on the flying body 40, making it easier and faster to reach the target altitude.

[0066] In S5, when the flying body 40 and the airship reach a predetermined altitude H (see FIG. 1), for example, an altitude within a range of 10 to 15 kilometers above the ground, the system control unit 60 executes a separation step in which the flying body 40 separates from the airship 2, as shown in FIG. 2. Specifically, the system control unit 60 activates the cam lock mechanism 44b of the towing device 44, releases the cam lock mechanism 44b, and separates the towing cable 44a. Thus, the airship 2 is separated from the flying body 40. Thereafter, the airship 2 ascends as an airship by its own buoyancy.

[0067] In S6, the flying vehicle 40 can execute an air vehicle return step in which, after separating from the airship, it descends in altitude and flies back to the departure point. Using its own airplane functions, the flying vehicle 40 can fly toward the destination point while descending in altitude under the control of the flying vehicle control unit 55. The flying vehicle 40 can land on a runway or the like in a conventional manner. The control unit executes step S7 in addition to step S6.

[0068] In step S7, the system control unit 60 can freely change the timing at which the second gas bag 6 is changed from the stored state to the deployed state, and executes a second deployment step as a deployment step that additionally changes the second gas bag 6 to the deployed state at a timing when buoyancy is desired to be increased. For example, even if the gas pressure in the first space 4a reaches a predetermined pressure, the release valve 50 can release some of the helium gas to the outside air to maintain the stored state of the second gas bag 6. Also, for example, if it is desired to change the second gas bag 6 to the deployed state relatively quickly, the first valve 10 can be changed from the closed state to the open state while additional gas is supplied by the gas supply unit 52, thereby changing the second gas bag 6 to the deployed state. Also, for example, when the airship 2 rises from an altitude of 10 km to 15 km, the helium in the first gas bag 4 gradually expands, and the pressure in the first space 4a increases. For example, when the pressure of the gas in the first space 4a of the first gas bag 4 reaches a predetermined pressure, the first valve 10, located between the first space 4a of the first gas bag 4 and the second space 6a of the second gas bag 6, may be opened from a closed state to allow the gas in the first space 4a to flow into the second space 6a of the second gas bag 6, thereby executing a second deployment step in which the second gas bag 6 is gradually deployed. The system control unit 60 keeps the first valve 10 open for a while, and as the helium gas expands, the pressure in the first space 4a and the second space 6a gradually increases, and the second gas bag 6 also expands to a fully deployed state. The valve is opened and closed as appropriate to prevent the pressure in the first space 4a from dropping too much. During this time, the airship 2 continues to increase in altitude due to its own buoyancy. After step S7 is completed, the process proceeds to S8.

[0069] Although the second deployment step of the second embodiment has been described as an example, the timing of deploying the second bladder 6 can be freely changed in this embodiment. For example, even if the gas pressure in the first space 4a reaches a predetermined pressure, it is possible to select whether to open the first valve 10 to deploy the second bladder 6 or to release a portion of the helium gas into the outside air using the release valve 50 to maintain the second bladder 6 in its retracted state. Alternatively, for example, by opening the second release valve 6b from its closed state while keeping the first valve 10 closed, the second bladder 6 can release a portion of the helium gas into the outside air and change from the deployed state to its contracted state. For example, when the weather is worsening or when descending, the volume of the second bladder 6 can be reduced to make it less susceptible to wind.

[0070] In step S8, as shown in FIG. 2, the timing for changing the third gas bag 8 from the stored state to the deployed state can be freely changed, and a third deployment step is executed as a deployment step for additionally changing the third gas bag 8 to the deployed state at a timing when it is desired to increase buoyancy. For example, even if the pressure of the gas in the first space 4a reaches a predetermined pressure, the release valve 50 can be used to release some of the helium gas to the outside air, thereby maintaining the stored state of the third gas bag 8. Also, for example, if it is desired to change the third gas bag 8 to the deployed state relatively quickly, the second valve 12 can be changed from a closed state to an open state while additional gas is supplied to the first gas bag 4 by the gas supply unit 52. Also, for example, when the airship 2 ascends to an altitude of 10 to 15 km, the helium gas in the first gas bag 4 gradually expands, increasing the pressure in the first space 4a. For example, when the pressure of the gas in the first space 4a of the first gas bag 4 reaches a predetermined pressure, the second valve 12 provided between the first space 4a in the first gas bag 4 and the third space 8a in the third gas bag 8 may be changed from a closed state to an open state, allowing the gas in the third space 8a to flow out into the second space 6a of the third gas bag 8, thereby executing a third deployment step in which the third gas bag 8 is gradually deployed.

[0071] The system control unit 60 executes a third deployment step in which the second valve 12, which is provided between the first space 4a and the third space 8a in the third gas bag 8, is opened from a closed state at a timing different from that of the second deployment step, thereby gradually deploying the third gas bag 8. For example, after the first valve 10 is opened in S4, the pressure in the first space 4a and the second space 6a temporarily drops. As the altitude of the airship 2 further increases, the helium gas in the first gas bag 4 expands, causing the pressure in the first space 4a to rise again to a predetermined pressure. For example, when the pressure of the helium gas in the first space 4a exceeds the predetermined pressure, the system control unit 60 opens the second valve 12 from a closed state. Therefore, the system control unit 60 opens the second valve 12 at a timing different from that of the second deployment step S7. Of course, the timing at which the third air bag 8 is changed from the stored state to the deployed state can be freely changed, and a third deployment step can be executed to additionally change the third air bag 8 to the deployed state at a timing when it is desired to increase buoyancy.

[0072] As shown in FIG. 4, helium gas begins to flow into the third space 8a of the third gas bag 8, causing the third gas bag 8 to deploy and generate buoyancy. The system control unit 60 keeps the second valve 12 open for a while. As the helium gas expands, the pressure in the first space 4a and the third space 8a gradually increases, and the third gas bag 8 also expands to its fully deployed state. The valve is opened and closed as needed to prevent the pressure in the first space 4a from dropping too much. During this time, the airship 2 continues to ascend in altitude due to its own buoyancy. After the third deployment step S8 is executed, the airship 2 continues to ascend in altitude due to its own buoyancy. At altitudes of 15 to 20 km in the stratosphere, for example, the airship 2 reaches a deployed state as shown in the fourth configuration. Compared to the airship 2 in the first configuration, the airship 2 in the fourth configuration has the second gas bag 6 and the third gas bag 8 added, generating greater buoyancy and making it easier to operate at high altitudes. After step S8 is completed, the process proceeds to step S9.

[0073] Although the second deployment step is described in the order of the third deployment step after the second deployment step as an example, the timing of deploying the second and third sacs 6 and 8 can be freely changed in this embodiment. For example, even if the gas pressure in the first space 4a reaches a predetermined pressure, it is possible to select whether to open the second valve 12 to deploy the third sac 8 or to release a portion of the helium gas into the outside air using the release valve 50 to maintain the third sac 8 in its retracted state. Alternatively, for example, by opening the third release valve 8b from its closed state while keeping the second valve 12 closed, a portion of the helium gas can be released into the outside air, thereby changing the third sac 8 from its deployed state to its contracted state. In other words, for example, when the weather is worsening or when descending, the volume of the third sac 8 may be reduced to make it less susceptible to wind. In this way, the second and third sacs 6 and 8 can be deployed or contracted.

[0074] When the airship 2 reaches a high altitude, such as the stratosphere, both the second air envelope 6 and the third air envelope 8 are deployed. Because the air is thin and dense at high altitudes, such as the stratosphere, the volume of the airship 2 is increased to ensure sufficient buoyancy for the airship 2. After reaching a high altitude, such as the stratosphere, the airship 2 can fly in, for example, the fourth configuration. The airship 2 can perform predetermined observations, experiments, etc. at high altitudes, such as the stratosphere. Since the airship 2 can remain at high altitudes for a relatively long period of time, stable observations, etc., can be performed, and experiments, etc. can also be performed at high altitudes. After step S8 is completed, the system control unit 60 proceeds to S9.

[0075] In S9, the system control unit 60 can execute a return step to return to the ground. After completing predetermined activities at high altitudes such as the stratosphere, the airship 2 can safely return. The system control unit 60 gradually opens the release valve 50 to release helium gas from the first gas bag 4 into the atmosphere. Similarly, the system control unit 60 gradually opens the second release valve 6b as needed to release helium gas from the second gas bag 6 into the atmosphere. Similarly, the system control unit 60 gradually opens the third release valve 8b as needed to release helium gas from the third gas bag 8 into the atmosphere. This reduces the buoyancy of the airship 2 to a certain level, allowing it to lower its altitude. Once it has lowered its altitude to near the landing point, it lands while making fine adjustments to its direction, etc. When the system control unit 60 completes the return step S9, it proceeds to the end.

[0076] The embodiments for carrying out the present invention are not limited to the above, and other modifications may be applied. Various alternative embodiments and examples will be apparent to those skilled in the art based on the disclosed technology.

[0077] Examples of an embodiment of the present invention may be provided in each aspect as described below.

[0078] (1) An airship transport assistance system that assists in the transportation of an airship from the ground to the stratosphere, comprising an airship intended for high-altitude work and a fixed-wing aircraft that tows the airship, wherein the fixed-wing aircraft is configured to ascend while towing the airship from the ground to a predetermined altitude, and then separate the airship at the predetermined altitude and return to the ground, and the airship is configured as a convertible airship that can be changed between a towed form in which the air envelope is suppressed from expanding to reduce air resistance as the object being towed, and a functional airship form in which the air envelope of the airship is additionally deployed after separation and flies at high altitudes using the buoyancy of the air envelope.

[0079] (2) The airship transportation assistance system described in (1), wherein the airship is configured so that the volume of the towed form is less than half the volume of the deployed form in the stratosphere.

[0080] (3) The airship transportation assistance system described in (1), wherein the airship is maintained in the towed configuration for most of the time the aircraft is towing the airship.

[0081] (4) The airship transportation assistance system described in (1), in which the airship is changed from the towed form to the deployed form when the airship is separated from the aircraft.

[0082] (5) The airship transportation assistance system described in (1), wherein the aircraft tows the airship to an altitude within a range of 10 to 15 kilometers above the ground.

[0083] (6) The airship transportation assistance system described in (1), wherein the towed form includes a form that is closer to a state in which the airship is suspended as a towed object, as opposed to a flying attitude in which the airship is flying.

[0084] (7) The airship transportation assistance system described in (1), wherein the airship is equipped with a release valve and has the function of opening the release valve during flight to reduce the volume of the air envelope and change the air envelope from an expanded form to a contracted form.

[0085] (8) The airship transportation assistance system described in (1), wherein after the airship is separated from the aircraft, additional air envelopes of the airship are deployed in accordance with the increase in altitude.

[0086] (9) An airship transportation assistance method for assisting in the transportation of an airship from the ground to the stratosphere, comprising: a preparation step for preparing the airship intended for high-altitude work and a fixed-wing aircraft to tow the airship; a towing step in which the aircraft ascends from the ground to a predetermined altitude while towing the airship; a towed configuration step for, during at least a portion of the towing step, putting the airship into a towed configuration in which the deployment of the air envelope is suppressed so as to reduce air resistance as the object to be towed; and a deployment step for additionally deploying the air envelope of the airship after separation. [Explanation of symbols]

[0087] 1: Airship transport auxiliary system 2: Airship 40: Flying object

Claims

1. An airship transportation assistance system that assists in the transportation of an airship from the ground to the stratosphere, The airship is intended for high-altitude operations; a fixed-wing aircraft that tows the airship, the fixed-wing type aircraft is configured to have a function of ascending from the ground to a predetermined altitude while towing the airship, separating the airship at the predetermined altitude, and then returning to the ground; The airship is formed as a convertible airship that can be changed between a towed form in which the air envelope is suppressed from expanding to reduce air resistance as the object being towed, and a functional airship form in which the air envelope of the airship is additionally expanded after separation and the airship flies at high altitudes using the buoyancy of the air envelope.

2. 2. The airship transportation assistance system according to claim 1, wherein the airship is configured so that the volume of the towed configuration is less than half the volume of the deployed configuration in the stratosphere.

3. 2. The airship transportation assistance system of claim 1, wherein the airship is maintained in the towed configuration during the majority of the time the air vehicle is towing the airship.

4. The airship transportation assistance system according to claim 1 , wherein the airship is changed from the towed configuration to the deployed configuration with the airship separated from the flying body.

5. 2. The airship transportation assistance system of claim 1, wherein the air vehicle tows the airship to an altitude within a range of 10 to 15 kilometers above the ground.

6. 2. The airship transportation assistance system according to claim 1, wherein the towed configuration includes a configuration similar to a state in which the airship is suspended as a towed object, as opposed to a flying attitude in which the airship is flying.

7. 2. The airship transportation assistance system according to claim 1, wherein the airship is provided with a release valve and has the function of opening the release valve during flight to reduce the volume of the air envelope and change the air envelope from the deployed configuration to the contracted configuration.

8. The airship transportation assistance system according to claim 1 , wherein the airship additionally deploys an additional air envelope of the airship as the airship increases in altitude after being separated from the air vehicle.

9. An airship transportation assistance method for assisting transportation of an airship from the ground toward the stratosphere, comprising: The airship is intended for high-altitude operations; a preparation step of preparing a fixed-wing type aircraft towing the airship; a towing step in which the flying body ascends from the ground to a predetermined altitude while towing the airship; a towed configuration step of causing the airship to assume a towed configuration in which the airship acts as a towed object and suppresses the deployment of an air envelope so as to reduce air resistance during at least a portion of the towing step; and a deployment step of additionally deploying the air envelope of the airship after separation.

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