Flying Unit

Abstract

A flight vehicle unit (100) comprises a first flight vehicle (1) capable of performing predetermined work and a second flight vehicle (2) capable of flight and serving to assist the first flight vehicle (1).

Description

Technical Field

[0001] The present invention relates to an aircraft unit including an aircraft capable of performing a predetermined operation.

Background Art

[0002] In recent years, improvement in the efficiency of agricultural work using aircraft such as drones has been studied. Patent Document 1 discloses an assistance device for an aircraft equipped with a spraying device for spraying agricultural chemicals or the like as an example of agricultural work.

[0003] The aircraft assistance device described in Patent Document 1 includes a position information acquisition unit that acquires the position of the aircraft, a spraying information acquisition unit that acquires information related to spraying, and a display unit that displays the area and surroundings of the field. This display unit displays the movement trajectory of the aircraft and the spraying range sprayed by the spraying device. Thereby, work management is facilitated.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] In the aircraft assistance device described in Patent Document 1, although work management is facilitated, there is room for improvement in devising ways to improve the work efficiency of the aircraft itself.

[0006] Therefore, an aircraft unit capable of enhancing work efficiency is desired.

Means for Solving the Problems

[0007] One aspect of the aircraft unit according to the present invention includes a first aircraft capable of performing a predetermined operation and a second aircraft capable of flying while assisting the first aircraft. The second aircraft has a flight control unit that controls the flight of the first aircraft, and the flight control unit is switchable between a cooperative flight mode in which multiple first aircraft fly in coordination and a solo flight mode in which one of the first aircraft flies alone, and the flight control unit is capable of controlling one of the multiple first aircraft to deviate from the solo flight mode and transition to solo flight, and the remaining first aircraft to fly in coordination mode.It's at a single point.

[0008] The aircraft unit in this configuration comprises a first aircraft that performs a predetermined task, such as spraying pesticides, and a second aircraft that flies in support of the first aircraft. In other words, the first aircraft is dedicated to the task, and the second aircraft functions as a support for the first aircraft.

[0009] Therefore, by miniaturizing the first aircraft and enlarging the second aircraft, it becomes possible to perform work in confined spaces where it is difficult to work with conventional aircraft using only the first aircraft. Furthermore, the number of first aircraft can be changed depending on the work location.

[0010] Therefore, we can provide an aircraft unit that can improve work efficiency. Furthermore, if the second aircraft acts as a command center and controls the flight of the first aircraft, work efficiency can be further increased. Furthermore, by providing both a cooperative flight mode and a solo flight mode, operational efficiency can be increased by controlling multiple primary aircraft as a group in cooperative flight mode, and if a malfunction occurs in one of the primary aircraft, the system can be switched to solo flight mode, allowing only the malfunctioning aircraft to detach.

[0011] Furthermore, the second flying body may have an energy source capable of supplying energy to the first flying body, and an energy control unit that controls the operation of the energy source.

[0012] Thus, by providing an energy source to the second aircraft, it becomes possible to further miniaturize the first aircraft. Furthermore, the energy control unit can resolve any energy deficiency in the first aircraft.

[0013] Furthermore, the energy control unit may replace the second aircraft when the amount of energy stored in the energy source falls below a predetermined value.

[0014] In this way, if the energy reserves of the second aircraft are reduced, a new second aircraft can be installed, eliminating the inconvenience of having to stop operations to supply energy.

[0015]

[0016]

[0017]

[0018]

[0019] In addition, the second aircraft has a flight plan storage unit that stores a flight plan in the cooperative flight mode, and the flight control unit may cause a plurality of the first aircraft to fly cooperatively based on the flight plan stored in the flight plan storage unit.

[0020] Thus, if the second aircraft stores a flight plan in the cooperative flight mode, cooperative flight can be executed smoothly.

[0021] In addition, the second aircraft has a state acquisition unit that acquires the state of the first aircraft, and the flight control unit may change the flight plan stored in the flight plan storage unit according to the state of the first aircraft acquired by the state acquisition unit.

[0022] Thus, if the flight plan is changed according to the state of the first aircraft, it is possible to prevent inconveniences such as unevenness in work even if, for example, the number of normal first aircraft decreases from four to three.

[0023] In addition, the first aircraft has a working unit that performs the predetermined work, and the second aircraft may have a working energy source that supplies energy to the working unit.

[0024] Thus, if energy is supplied from the second aircraft to the working unit, the first aircraft can be utilized for various works.

[0025] In addition, the second aircraft may have a communication device that realizes wireless communication with the first aircraft.

[0026] Thus, if a wireless communication device is mounted on the second aircraft, it is possible to wirelessly connect to the first aircraft, thereby preventing inconveniences such as wires getting entangled in the first aircraft.

[0027] Furthermore, a connecting mechanism may be provided to connect the second aircraft and a plurality of the first aircraft.

[0028] By connecting multiple first-generation aircraft to a second-generation aircraft in this way, work efficiency can be increased.

[0029] Furthermore, the coupling mechanism has a main body capable of supporting multiple first aircraft, and the main body may house an inter-aircraft communication device for communicating with the first aircraft.

[0030] Thus, by housing the inter-flight communication device that enables communication with the first flight vehicle within the main body of the second flight vehicle, a good communication environment can be achieved.

[0031] Furthermore, the coupling mechanism may include a coupling guide member that guides the coupling between the main body and the first flying body.

[0032] By providing a coupling guide member in the coupling mechanism in this way, the first aircraft, having completed its task, can smoothly return to the second aircraft.

[0033] Furthermore, the connecting mechanism may connect the multiple first flying bodies in a state where they are separated from each other in the vertical direction.

[0034] In this way, if the first aircraft are arranged vertically, there is no need to provide a connecting mechanism to link the first aircraft together, which can reduce manufacturing costs.

[0035] Furthermore, the second aircraft may have a flight coupling control unit that controls the flight of the first aircraft so that it can be coupled with the coupling mechanism.

[0036] In this way, by equipping the second aircraft with a flight coupling control unit, the first aircraft, having completed its task, can smoothly return to the second aircraft.

[0037] Furthermore, the aforementioned specified work may be agricultural work.

[0038] In this way, using flying units for agricultural work allows for efficient farming by leveraging economies of scale. [Brief explanation of the drawing]

[0039] [Figure 1] This is a block diagram of the aircraft unit. [Figure 2] This is a perspective view of the first aircraft unit of the aircraft assembly under construction. [Figure 3] This is a perspective view of the first aircraft of the aircraft unit in standby position. [Figure 4] This is a conceptual diagram showing an aircraft unit. [Figure 5] This is a conceptual diagram illustrating another example of a coupling mechanism for aircraft units. [Figure 6] This is a conceptual diagram showing a flight unit in another embodiment. [Modes for carrying out the invention]

[0040] Embodiments of the aircraft unit according to the present invention will be described below with reference to the drawings. However, the invention is not limited to the embodiments described below, and various modifications are possible without departing from the spirit of the invention.

[0041] As shown in Figure 1, the aircraft unit 100 comprises a first aircraft 1 capable of performing predetermined tasks such as agricultural work, and a second aircraft 2 capable of assisting the first aircraft 1 in flight. In this embodiment, the first aircraft 1 is composed of a small drone, and the second aircraft 2 is composed of a large drone or a balloon (buoyant aircraft), etc. A drone is an unmanned aerial vehicle having rotor blades, and examples include power-driven types that rotate the rotor blades with electricity supplied from a battery, etc., engine-driven types that rotate the rotor blades by operating an internal combustion engine with fuel, or power-driven types that rotate the rotor blades with electricity supplied from a generator operated by an internal combustion engine, or hybrid types that combine these. In this embodiment, the first aircraft 1 and the second aircraft 2 will be described as being power-driven using a battery.

[0042] The first aircraft 1 is capable of performing predetermined tasks such as spraying pesticides, fertilizers, and water; taking photographs and monitoring; harvesting; collecting; pollinating; supplying materials and energy; transporting; mowing; tilling; planting; sowing; snow removal; intimidation; and measurement. In this embodiment, spraying, which is one of the agricultural tasks, will be described as an example of a predetermined task. The second aircraft 2 is also capable of performing predetermined tasks similar to those of the first aircraft 1, but in this embodiment, energy supply to the first aircraft 1 will be described as an example of a task that complements the first aircraft 1. Furthermore, in this embodiment, an example will be described in which the first aircraft 1 and the second aircraft 2 are connected by a cable C made of a highly rigid wire or the like (see also Figure 2).

[0043] The first aircraft 1 comprises a power receiving unit 11 consisting of a small-capacity battery, a communication unit 12, a work unit 13, a first satellite positioning device 14, a first control unit 15, and a first storage unit 16. The first control unit 15 includes a first energy control unit 15a, a first state acquisition unit 15b, a first independent flight control unit 15c, and a first work control unit 15d.

[0044] The second aircraft 2 is equipped with a coupling mechanism 21 that connects itself to the first aircraft 1, and a work device 24. The coupling mechanism 21 includes a second control unit 22, an energy source 21a consisting of a large-capacity battery, a communication device 21b (corresponding to an inter-aircraft communication device), a coupling guide member 21c, a second satellite positioning device 21d, and a second memory unit 23 (corresponding to a flight plan memory unit). The second control unit 22 includes a second energy control unit 22a (corresponding to an energy control unit), a second state acquisition unit 22b (corresponding to a state acquisition unit), a flight coupling control unit 22c, a cooperative flight control unit 22d (corresponding to a flight control unit), a second independent flight control unit 22e (corresponding to a flight control unit), and a second work control unit 22f. Each functional unit of the first control unit 15 of the first aircraft 1 and the second control unit 22 of the second aircraft 2 are configured with hardware or software centered on a CPU, or with the cooperation of hardware and software.

[0045] As shown in Figures 1 and 4, the first flying body 1 has a first main body 1A, a first leg 1B that can engage with a coupling guide member 21c and protrudes downward from the first main body 1A, and a plurality (three in Figure 4) of first arms 1C that can be opened and closed and protrude laterally from the first main body 1A. A first rotor 1Ca is connected to each of these first arms 1C, and lift and thrust are generated by rotating these first rotors 1Ca with a driving force such as a motor (not shown). A work unit 13 is also connected to the first main body 1A and the first arms 1C. The first main body 1A houses a power receiving unit 11, a communication unit 12, a first satellite positioning device 14, a first control unit 15, and a first storage unit 16.

[0046] The power receiving unit 11 of the first aircraft 1 is composed of a battery that stores a predetermined amount of power. The amount of power is acquired by the first state acquisition unit 15b, and the amount of power transferred from another first aircraft 1 or supplied from the energy source 21a of the second aircraft 2 is controlled by the first energy control unit 15a or the second energy control unit 22a. The amount of power stored (remaining capacity) in the power receiving unit 11 is stored in the first memory unit 16 and is configured to be transmitted to the communication device 21b of the second aircraft 2 via the communication unit 12. In this embodiment, the power receiving unit 11 can exchange power with the power receiving unit 11 of another first aircraft 1 or the energy source 21a of the second aircraft 2 via a wire (for example, cable C in Figure 2), but contactless power supply such as electromagnetic induction or magnetic field resonance may also be used.

[0047] The communication unit 12 of the first aircraft 1 is configured with a communication interface that enables wired or wireless communication with the communication device 21b of the second aircraft 2. The work unit 13 of the first aircraft 1 is configured with a tank for containing the spraying material, a pump and nozzle for spraying the material, a camera, etc. The operation of this work unit 13 is controlled by the first work control unit 15d, but its operation may also be controlled by the second control unit 22 of the second aircraft 2.

[0048] The first satellite positioning device 14 of the first aircraft 1 receives GNSS (Global Navigation Satellite System) signals from artificial satellites, generates positioning data indicating its own position information (positioning information including latitude and longitude) based on the received signals, and transmits it to the first state acquisition unit 15b. In other words, the first satellite positioning device 14 can detect its own position information using GNSS composed of GPS, QZSS, Gallileo, etc. The position information of the first aircraft 1 detected by this first satellite positioning device 14 is stored in the first storage unit 16 in association with the time of detection, and is configured to be transmitted to the communication device 21b of the second aircraft 2 via the communication unit 12.

[0049] The first energy control unit 15a of the first aircraft 1 controls the amount of energy in its own power receiving unit 11. For example, when the amount of charge stored in the power receiving unit 11, as acquired by the first state acquisition unit 15b, falls below a set value (a value obtained by multiplying the power value at which it can fly by a safety factor), the first energy control unit 15a requests energy supply from the second aircraft 2 or requests energy sharing from other first aircraft 1s. Furthermore, for example, when the amount of charge stored in the power receiving unit 11, as acquired by the first state acquisition unit 15b, falls below a set value, the first energy control unit 15a can instruct the first independent flight control unit 15c to detach itself from a group of multiple first aircraft 1s and fly to a predetermined charging location or landing location.

[0050] The first state acquisition unit 15b of the first aircraft 1 acquires the energy state of the power receiving unit 11 (charge amount, remaining capacity, etc.), its own flight state, and surrounding environmental information. In addition, the first state acquisition unit 15b acquires various states that affect the flight of the first aircraft 1, such as altitude information of the first aircraft 1 if it is equipped with a barometric pressure sensor, flight attitude of the first aircraft 1 if it is equipped with a gyro sensor, flight speed of the first aircraft 1 if it is equipped with a speed sensor, and surrounding wind conditions if it is equipped with a wind speed sensor or wind direction sensor.

[0051] The first solo flight control unit 15c of the first aircraft 1 controls its own solo flight when it separates itself from a group of multiple first aircraft 1s. For example, the first solo flight control unit 15c calculates a solo flight path based on its current position information detected by the first satellite positioning device 14 and standby position information such as predetermined charging locations and landing locations stored in the first memory unit 16, and then causes itself to fly solo.

[0052] The first work control unit 15d of the first aircraft 1 controls the operation of the work unit 13 that performs predetermined tasks. In this embodiment, the first work control unit 15d controls the operation of the pump and nozzle that spray the material, as well as the operation of the camera. In this control, the first work control unit 15d operates the work unit 13 to the optimal spraying position, taking into consideration, for example, surrounding environmental information, field shape information, and the relative positional relationship with other first aircraft 1s.

[0053] The first memory unit 16 of the first aircraft 1 is composed of a non-transitory memory medium installed on itself, and stores the program of the first control unit 15, its own status information, its own solo flight plan and work plan, etc.

[0054] As shown in Figures 1 to 4, the coupling mechanism 21 of the second aircraft 2 is a mechanism that connects itself to multiple first aircraft 1, and has a second main body 21A that supports multiple first aircraft 1, and multiple (two in Figure 2) second leg parts 21B that are formed in a U shape and protrude from the second main body 21A (corresponding to the main body) as landing legs for landing on the ground. In addition, a working device 24 is connected to the coupling mechanism 21 inside the second leg parts 21B and below the second main body 21A. Multiple (six in Figure 2) second rotor blades 21Aa are connected to the second main body 21A, and lift and thrust are generated by rotating these second rotor blades 21Aa with a driving force such as a motor (not shown).

[0055] The second main body 21A houses the second control unit 22, the energy source 21a, the communication device 21b, the second satellite positioning device 21d, and the second memory unit 23. The second main body 21A is also provided with coupling guide members 21c that guide the coupling of multiple first aircraft 1 and second aircraft 2. In this embodiment, the coupling guide member 21c includes a mechanism for gripping the first leg portion 1B of the first aircraft 1, and is formed in a flared hollow cone shape with a larger housing groove or tapered groove than the first leg portion 1B. This coupling guide member 21c may include connectors for communication lines, power lines, fuel pipes, etc., or the coupling guide member 21c may be a groove that connects to a rib formed on the first aircraft 1.

[0056] The energy source 21a of the second aircraft 2 is composed of a cassette-type battery. This energy source 21a can be used as a flight energy source supplied for the flight of the first aircraft 1, a work energy source to operate the work unit 13 of the first aircraft 1, a drive energy source to fly itself, and a work energy source to operate the work device 24. If the energy source 21a is a cassette-type battery, it can be replaced at a designated exchange location if the power level becomes insufficient.

[0057] The communication device 21b of the second aircraft 2 is capable of wired or wireless communication with the communication unit 12 of the first aircraft 1, and is configured as a communication interface capable of wireless communication with a management device (not shown) consisting of a computer, tablet, or mobile terminal installed on the ground. The work device 24 of the second aircraft 2 is composed of agricultural work equipment such as a camera capable of photographing the field conditions and a heavy material storage tank. This work device 24 may be directly fixed to the second main body 21A, or it may be suspended by wires or the like. In this embodiment, the operation of the work device 24 is controlled by the second work control unit 22f, but the work device 24 may also have a communication device, control device, energy source, etc. built into it.

[0058] The second satellite positioning device 21d of the second aircraft 2 receives GNSS (Global Navigation Satellite System) signals from artificial satellites, generates positioning data indicating its own location information (positioning information including latitude and longitude) based on the received signals, and transmits it to the second state acquisition unit 22b. In other words, the second satellite positioning device 21d can detect its own location information (positioning information including latitude and longitude) using GNSS composed of GPS, QZSS, Gallileo, etc. The location information of the second aircraft 2 detected by this second satellite positioning device 21d is stored in the second storage unit 23 in association with the time of detection, and is also configured to be transmittable to the management device via the communication device 21b.

[0059] The second memory unit 23 of the second aircraft 2 is composed of a non-transitory memory medium installed on itself and stores the program of the second control unit 22, its own status information and flight plan, the coordinated flight plan of the first aircraft 1, energy plan and work plan, etc. The energy plan includes information such as the amount of charge stored in the power receiving unit 11 and the set value for starting charging, the amount of energy stored in the energy source 21a and predetermined values ​​that are threshold values ​​for charging the first aircraft 1.

[0060] The second energy control unit 22a of the second aircraft 2 controls its own energy source 21a according to the energy state (charge amount, remaining capacity, etc.) of the power receiving unit 11 of each first aircraft 1 received via the communication device 21b. The second energy control unit 22a supplies energy to first aircraft 1 when the amount of stored power in the power receiving unit 11, as acquired by the second state acquisition unit 22b, falls below a set value. This energy supply may be wired power supply via cable C or contactless power supply. Furthermore, the second energy control unit 22a may, for example, replace the second aircraft 2 when the amount of stored energy in the energy source 21a falls below a predetermined value (a value obtained by multiplying the power value at which it can fly by a safety factor), or it may detach all first aircraft 1 and allow each to fly independently.

[0061] The second state acquisition unit 22b of the second aircraft 2 acquires, via the communication device 21b, the energy state (charge amount, remaining capacity, etc.) of the power receiving unit 11 in each of the first aircraft 1s and the position information of each of the first aircraft 1s detected by the first satellite positioning device 14. The second state acquisition unit 22b also acquires the energy state (charge amount, remaining capacity, etc.) of the energy source 21a and its own position information detected by the second satellite positioning device 21d. Furthermore, the second state acquisition unit 22b acquires various states that affect the flight of the second aircraft 2, such as altitude information of the second aircraft 2 if it is equipped with a barometric pressure sensor, flight attitude of the second aircraft 2 if it is equipped with a gyro sensor, flight speed of the second aircraft 2 if it is equipped with a speed sensor, and surrounding wind conditions if it is equipped with a wind speed sensor or wind direction sensor.

[0062] The flight coupling control unit 22c of the second aircraft 2 controls the flight of the first aircraft 1 so that multiple first aircraft 1 and the coupling mechanism 21 can be coupled with their positions and orientations aligned. For example, the flight coupling control unit 22c calculates the relative position of the first aircraft 1 and the second aircraft 2 from the current position information of the first aircraft 1 detected by the first satellite positioning device 14 and the current position information of the second aircraft 2 detected by the second satellite positioning device 21d, and controls the coupling of multiple first aircraft 1 and second aircraft 2 based on the flight plan of the first aircraft 1 stored in the second memory unit 23. At this time, a mark may be provided on the coupling guide member 21c, and the flight coupling control unit 22c may perform coupling control while recognizing this mark with a camera mounted on the first aircraft 1. In addition, the flight coupling control unit 22c may change the allocation of coupling positions of multiple first aircraft 1, or change the coupling attitude, such as changing the multiple first aircraft 1 from side to side to vertical.

[0063] The cooperative flight control unit 22d of the second aircraft 2 controls the multiple first aircraft 1 to fly in a coordinated manner. This cooperative flight control unit 22d controls the flight formation of the multiple first aircraft 1 based, for example, on the current position information of each first aircraft 1 detected by the first satellite positioning device 14 and the cooperative flight plan (equivalent to a flight plan) of the first aircraft 1 stored in the second memory unit 23. This flight formation can include the multiple first aircraft 1 flying in formation in a line (such as a single line or a V-shape) while simultaneously spraying, or the formation of the first aircraft 1 can be changed by checking the flow of the sprayed mist with the camera of the work device 24.

[0064] The cooperative flight control unit 22d may generate cooperative flight instructions based on at least one of a cooperative reference position and a cooperative reference direction. This cooperative reference position and cooperative reference direction are the reference position and direction when multiple first aircraft 1 perform cooperative flight. The flight plan stored in the second memory unit 23 may also include the work plans of the work unit 13 and the work devices 24. This work plan may include the location where the work unit 13 performs its work (e.g., the location of the field to be worked on, the location in the field where the work is performed, etc.) and / or the work details (e.g., the operating intensity of the work machine, the operating time, the operating interval, etc.).

[0065] The second solo flight control unit 22e of the second aircraft 2 performs control to separate some of the first aircraft 1 from a group of multiple first aircraft 1. For example, the second solo flight control unit 22e calculates a solo flight path based on the current position information of the first aircraft 1 detected by the first satellite positioning device 14 and the flight plan of the first aircraft 1 stored in the second memory unit 23, and causes the first aircraft 1 to fly solo. The second solo flight control unit 22e may also generate a solo flight instruction based on at least one of a solo reference position and a solo reference direction. This solo reference position and solo reference direction are the reference position and direction when multiple first aircraft 1 fly solo.

[0066] The flight control units 22d and 22e of the second aircraft 2 can switch between a cooperative flight mode in which multiple first aircraft 1 fly in coordination and a solo flight mode in which a first aircraft 1 flies alone. In other words, the flight control units 22d and 22e can change the reference position and reference direction when multiple first aircraft 1 are flying. The second aircraft 2 also changes the flight plan of each first aircraft 1 stored in the second memory unit 23 according to the state of each first aircraft 1 acquired by the second state acquisition unit 22b. For example, when the second solo flight control unit 22e executes control to separate one of the multiple first aircraft 1 and transition to solo flight, the cooperative flight control unit 22d changes the configuration of the remaining first aircraft 1.

[0067] The second work control unit 22f of the second aircraft 2 controls the operation of the work device 24, which is composed of a camera capable of photographing the field conditions. For example, the second work control unit 22f controls the work device 24 to photograph the field conditions or the spraying conditions. The second work control unit 22f may also control the operation of the work device 24, which is composed of heavy objects. For example, if the work device 24 is equipped with a large-capacity spray material storage tank, the second work control unit 22f controls the operation of a pump or the like that supplies this spray material to the work unit 13 of the first aircraft 1.

[0068] As an example of the aircraft unit 100 of this embodiment, Figure 2 shows a perspective view of the first aircraft 1 of the aircraft unit 100 in operation, and Figure 3 shows a perspective view of the first aircraft 1 of the aircraft unit 100 in standby mode. As shown in Figure 2, multiple first aircraft 1 are wired to the second aircraft 2 by cable C. This cable C can accommodate communication lines connecting the communication device 21b of the second aircraft 2 and the communication unit 12 of the first aircraft 1, power lines connecting the energy source 21a of the second aircraft 2 and the power receiving unit 11 of the first aircraft 1, or pipelines for circulating fuel or sprayed materials.

[0069] As shown in Figure 3, the flight coupling control unit 22c of the second aircraft 2 controls the flight of the first aircraft 1 so that multiple first aircraft 1 and the coupling mechanism 21 are coupled, and changes the first arm portion 1C of the coupled first aircraft 1 to a closed position. This makes it possible to move multiple first aircraft 1 to a predetermined work location at once using the energy source 21a of the second aircraft 2.

[0070] The connection configuration between the first aircraft 1 and the second aircraft 2 can be modified in various ways. For example, as shown in Figure 5, the connection mechanism 21 may connect multiple first aircraft 1 so that they are separated vertically. In other words, in both the connection configuration shown in Figure 3 and the connection configuration shown in Figure 5, the aircraft unit 100 is equipped with a connection mechanism 21 that connects the second aircraft 2 and multiple first aircraft 1. The connection configuration shown in Figure 5 is suitable when there is a large vertical space and a small horizontal space. On the other hand, the connection configuration shown in Figure 3 is suitable when there is a small vertical space and a large horizontal space. Note that the horizontal connection shown in Figure 3 and the three-dimensional connection shown in Figure 5 may be configured to be interchangeable.

[0071] [Other embodiments] (1) As shown in Figure 6, the aircraft unit 100 is composed of a stationary buoyant aircraft such as a balloon that floats using thermal energy as the second aircraft 2, and a connecting mechanism 21 may be provided to connect a plurality of first aircraft 1 to the second aircraft 2 with a cable C. In this case, one of the plurality of first aircraft 1 may perform anchoring work to support the second aircraft 2. When the second aircraft 2 is composed of a stationary aircraft, the first aircraft 1 can perform work suitable for staying airborne and slow-speed flight (for example, harvesting work or pollination work). Note that the second aircraft 2 as a stationary aircraft is not limited to a balloon, and a plurality of first aircraft 1 may be connected by the connecting mechanism 21 using a roof-like stationary object or the like.

[0072] (2) The work section 13 of the first aircraft 1 may be connected to the first main body 1A by a wire or the like and spaced apart from the first main body 1A. Similarly, the work device 24 of the second aircraft 2 may be connected to the second main body 21A by a wire or the like and spaced apart from the second main body 21A.

[0073] (3) Flight control of the first aircraft 1 and the second aircraft 2 may be carried out using sensor information located in the work area. This sensor information is acquired by mobile sensors mounted on smart agricultural machinery, fixed sensors such as GPS base stations, etc.

[0074] (4) The flight control of the first aircraft 1 and the second aircraft 2 may be coordinated with smart agricultural machinery in the supply chain. For example, the first aircraft 1 and the second aircraft 2 may be controlled to obtain operating information from a grain dryer and to ensure the appropriate harvest timing.

[0075] (5) In addition to the weight of the first flying body 1 and the second flying body 2, a pressing force may be actively generated so that the first flying body 1 and the second flying body 2 can be used for agricultural work involving heavy objects such as tilling.

[0076] (6) The flying unit 100 may be configured to be used for purposes such as driving away birds and animals, security, and crime prevention. For example, the work unit 13 and the work device 24 may include a monitoring device that can recognize birds, animals, or suspicious persons from captured images, a deterrent device that emits sound and light to intimidate birds, animals, or suspicious persons, and a notification device that alerts to the presence of birds, animals, or suspicious persons.

[0077] (7) The aircraft unit 100 may be configured to cope with weather conditions that adversely affect flight, such as strong winds, lightning, and rain. For example, the aircraft unit 100 may be equipped with a sensor for observing the weather, or an acquisition unit for acquiring information indicating the weather or weather forecast via communication. The aircraft unit 100 may be configured to change the flight plan, take refuge in a safe area, or make an emergency landing in response to the weather or weather forecast.

[0078] (8) The first aircraft 1 and the second aircraft 2 may be configured such that their relative positions can be changed while they are connected. For example, the connecting guide member 21c provided on the connecting mechanism 21 may be configured to be movable. This makes it possible to change the relative positions of multiple first aircraft 1 and second aircraft 2 while the aircraft unit 100 is in flight.

[0079] (9) The aircraft unit 100 may be configured to cancel out the operating noise of the rotor blades 1Ca, 21Aa of the first aircraft 1 and the second aircraft 2. For example, multiple rotor blades 1Ca, 21Aa may be controlled to cancel out each other's operating noise. For example, the aircraft unit 100 may be provided with a noise-canceling device that generates a sound (noise-canceling sound) that cancels out the operating noise of the rotor blades 1Ca, 21Aa. The noise-canceling device may be configured to generate the noise-canceling sound based on a control amount sent to the rotor blades 1Ca, 21Aa.

[0080] (10) The devices constituting the aircraft unit 100 may be designed to be interchangeable between various forms of aircraft units 100. For example, the coupling mechanism 21 may have a common specification so that it can be coupled to various forms of aircraft units 100.

[0081] (11) The first flying body 1 and the second flying body 2 may be equipped with a buoyancy device (such as a balloon or balloon) that provides them with lift. This makes it easier to hover (stay) the flying body unit 100 at a predetermined work position.

[0082] (12) In the embodiments described above, when an energy shortage occurred, the first aircraft 1 was detached or the second aircraft 2 was replaced, but this is not limited to an energy shortage, and may also occur due to aircraft malfunctions, etc.

[0083] (13) In the above-described embodiment, the second aircraft 2 controlled the flight of the first aircraft 1, but various modifications are possible as long as the second aircraft 2 assists the first aircraft 1. For example, the flight of the first aircraft 1 and the second aircraft 2 may be automatically controlled by a control device installed on the ground, or they may be manually controlled using a remote controller.

[0084] (14) In the embodiments described above, a battery was described as an example of an energy source 21a, but an internal combustion engine may also be used. In this case, the energy supplied from the energy source 21a becomes the fuel that operates the internal combustion engine. When the energy source 21a is an internal combustion engine, the flight driving force of the first aircraft 1 and the second aircraft 2 can be increased. [Industrial applicability]

[0085] This invention can be used in aircraft units equipped with an aircraft capable of performing predetermined tasks. [Explanation of Symbols]

[0086] 1:First flying vehicle 2:Second flying vehicle 13: Work Unit 21:Connection mechanism 21A: Second body part (main body part) 21a: Energy source (energy source for work) 21b: Communication device (inter-flight communication device) 21c: Connection guide member 22a: Second Energy Control Unit (Energy Control Unit) 22b: Second state acquisition unit (state acquisition unit) 22c: Flight coupling control unit 22d: Cooperative Flight Control Unit (Flight Control Unit) 22e: Second Independent Flight Control Unit (Flight Control Unit) 23: Second Memory Unit (Flight Plan Memory Unit) 100: Flying Unit

Claims

1. The first aircraft capable of performing the prescribed tasks, It comprises a second aircraft capable of flying in assistance to the first aircraft, The second aircraft has a flight control unit that controls the flight of the first aircraft, The flight control unit is switchable between a cooperative flight mode in which multiple first aircraft fly in coordination and a solo flight mode in which the first aircraft fly alone. The flight control unit is a flight unit capable of controlling one of the plurality of first flight units to depart in the solo flight mode and transition to solo flight, and the remaining first flight units to perform coordinated flight in the coordinated flight mode.

2. The aircraft unit according to claim 1, wherein the second aircraft has an energy source capable of supplying energy to the first aircraft, and an energy control unit that controls the operation of the energy source.

3. The aircraft unit according to claim 2, wherein the energy control unit replaces the second aircraft when the amount of energy stored in the energy source falls below a predetermined value.

4. The second aircraft has a flight plan storage unit that stores a flight plan based on the cooperative flight mode. The aircraft unit according to any one of claims 1 to 3, wherein the flight control unit causes a plurality of the first aircraft to perform coordinate flight based on the flight plan stored in the flight plan storage unit.

5. The second aircraft has a state acquisition unit that acquires the state of the first aircraft, The aircraft unit according to claim 4, wherein the flight control unit modifies the flight plan stored in the flight plan storage unit according to the state of the first aircraft acquired by the state acquisition unit.

6. The first flying vehicle has a work unit that performs the predetermined work, The aircraft unit according to any one of claims 1 to 3, wherein the second aircraft has a work energy source that supplies energy to the work section.

7. The aircraft unit according to any one of claims 1 to 3, wherein the second aircraft has a communication device for realizing wireless communication with the first aircraft.

8. The aircraft unit according to any one of claims 1 to 3, further comprising a connecting mechanism for connecting the second aircraft and a plurality of the first aircraft.

9. The coupling mechanism has a main body capable of supporting multiple first aircraft, The aircraft unit according to claim 8, wherein the main body houses an inter-aircraft communication device for communicating with the first aircraft.

10. The aircraft unit according to claim 9, wherein the coupling mechanism includes a coupling guide member that guides the coupling between the main body and the first aircraft.

11. The aircraft unit according to claim 8, wherein the connecting mechanism connects the multiple first aircraft in a state where the first aircraft are separated from each other in the vertical direction.

12. The aircraft unit according to claim 8, wherein the second aircraft has a flight coupling control unit that controls the flight of the first aircraft so that it can be coupled with the first aircraft and the coupling mechanism.

13. The aircraft unit according to any one of claims 1 to 3, wherein the aforementioned predetermined work is agricultural work.

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