JP7796866B2 - Air Vehicle Systems - Google Patents

Description

The present invention relates to an air vehicle system.

In recent years, efforts have been made to improve the efficiency of agricultural work using drones and other flying objects. Patent Document 1 discloses, as an example of agricultural work, a support device for an flying object equipped with a spraying device for spraying pesticides and the like.

The aircraft support device described in Patent Document 1 includes a position information acquisition unit that acquires the aircraft's position, a spraying information acquisition unit that acquires information related to spraying, and a display unit that displays the area of the field and its surroundings. This display unit displays the aircraft's movement trajectory and the spraying range sprayed by the spraying device, thereby facilitating work management.

International Publication No. 2020/137242

The aircraft support device described in Patent Document 1 facilitates work management, but in the case of large farm fields, there are concerns about the battery capacity of the aircraft being insufficient. While it would be possible to use a large aircraft equipped with a high-capacity battery, there are areas that cannot be worked on with a large aircraft, reducing work efficiency.

Therefore, there is a demand for an aircraft system that can improve work efficiency.

One aspect of the aircraft system of the present invention is that it comprises a linking mechanism formed by a frame body, a plurality of aircraft connected to the frame body , a connection mechanism connected to the frame body, a working unit connected to the connection mechanism, and an energy source provided on the frame body for supplying energy to the aircraft .

The aircraft system of this configuration comprises an aircraft that performs a specific task, such as spraying pesticides, and an energy supplier that supplies energy to the aircraft. In other words, the aircraft is dedicated to the task, and the energy supplier functions as an energy supplier to the aircraft.

This prevents the flying object from running out of energy, which can cause interruptions to work or lead to uneven work, thereby providing a flying object system that can improve work efficiency.
Furthermore, if an energy source is installed in the linking mechanism that connects multiple flying vehicles, energy can be efficiently supplied to the multiple flying vehicles.

The energy supplier may also be an energy source aircraft equipped with an energy source capable of supplying energy to the aircraft.

By providing an energy source flying vehicle like this, maneuverability is increased, improving work efficiency.

Furthermore, the energy source flying vehicle may be any one of the multiple flying vehicles.

In this way, by sharing energy among multiple aircraft, there is no need to detach aircraft that are running low on energy.

The energy source aircraft may also be a support aircraft capable of assisting the aircraft in flight.

In this way, by using the aircraft exclusively for work and the energy source aircraft (support aircraft) to function as support for the aircraft, the aircraft can be made smaller and the energy source aircraft (support aircraft) can be made larger. This allows the aircraft to work in narrow spaces where it would be difficult to work with a normal aircraft. It also makes it possible to change the number of aircraft depending on the work location.

The system may also include an energy control unit that controls the operation of the energy source flying vehicle, and the energy control unit may switch the energy source flying vehicle when the stored amount of the energy source falls below a predetermined value.

In this way, if the energy source craft is switched to a new energy source craft when its remaining energy level becomes low, there is no need to stop work to supply energy.

Furthermore, the energy source aircraft may be capable of performing the specified task or a task different from the specified task.

In this way, work efficiency can be improved by separating tasks suitable for small aircraft from tasks suitable for large energy source aircraft.

The energy supplier may also be a mobile energy supply vehicle.

By supplying energy to the aircraft from the energy supply vehicle in this way, there is no risk of energy shortages.

The energy supplier may also be a movable working device.

In this way, it is efficient to configure the energy supplier as a work device such as a material handling vehicle.

A connecting flying object may also be provided to connect the energy supplier and the flying object via a wire.

By providing a connecting aircraft in this way, it is possible to prevent the cable from getting caught on an interfering object.

Furthermore, the connecting aircraft may be supplied with energy from the energy supplier.

In this way, it would be rational to supply energy to the connecting aircraft from the energy supplier.

The system may also include a connection control unit that controls the flight position of the connecting aircraft based on the relative positions of the flying body and the energy supplier and the position of the artificial object.

By installing a linkage control unit like this, it is possible to set a flight route that bypasses obstructing objects.

The flying object may also have a flying body that obtains energy to fly, a working unit that performs the specified task, and a connection mechanism that connects the flying body and the working unit, and the energy supplier may be the working unit or the connection mechanism that is equipped with an energy source that supplies energy to the flying body.

In this way, by installing the energy source in the working unit or connection mechanism, the center of gravity is lowered, improving work efficiency.

The connection mechanism may also have a buoyancy section that can lift the working section.

In this way, by providing a buoyancy section to the connection mechanism, the buoyancy of the flying body can be assisted, making it possible to lift heavy working parts while saving on the amount of energy supplied to the flying body.

The connection mechanism may also have a work energy source capable of supplying energy to the working unit.

In this way, providing a work energy source in the connection mechanism ensures a stable energy supply to the working unit.

Furthermore, the energy supplier may be the working unit of at least one of the aircraft and supply energy to the working units of other aircraft.

In this way, energy can be shared between work units, preventing work interruptions and uneven work.

The energy supplier may also supply energy to the flying object via contactless power supply.

In this way, supplying energy to the flying body via contactless power supply allows for wireless connection with the flying body, preventing the inconvenience of wires getting tangled around the flying body.

One aspect of the flying vehicle system of the present invention is that it comprises an energy supplier that supplies energy, and a buoyant flying vehicle that flies using buoyancy caused by thermal energy generated by the energy supplier.

As in this configuration, by utilizing the thermal energy generated by the energy supplier as buoyancy for the buoyant flying vehicle, energy can be used effectively.

Furthermore, the energy supplier may be an energy source mounted on the buoyant flying vehicle.

In this way, if an energy source is installed on a buoyant vehicle, it is efficient because the buoyant vehicle can cover all of its needs on its own.

The device may also include a work device capable of performing a specified task, and the energy supplier may supply energy to the work device.

In this way, by supplying energy to the working device from the energy supplier, there is no need to provide an energy source to the working device, which is highly convenient.

The system may also include a work device capable of performing a specified task and a connection mechanism that connects the work device to the buoyant aircraft, and the energy supplier may be an energy source mounted on the connection mechanism.

In this way, by installing the energy source in the working unit or connection mechanism, the center of gravity is lowered, improving work efficiency.

The energy may also be fuel supplied to an internal combustion engine or electricity generated by an internal combustion engine.

In this way, if the energy source is fuel supplied to an internal combustion engine or electricity generated by an internal combustion engine, a stable supply of energy can be achieved.

FIG. 1 is a block diagram of an aircraft system according to a first embodiment. 1 is a perspective view showing an overview of an aircraft system according to a first embodiment. FIG. FIG. 1 is a conceptual diagram of an aircraft system according to a first embodiment. FIG. 10 is a conceptual diagram showing a modified example of the flying object. FIG. 10 is a block diagram of an aircraft system according to a second embodiment. FIG. 10 is a perspective view of the aircraft according to the second embodiment during operation. FIG. 10 is a perspective view of the aircraft according to the second embodiment in standby mode. FIG. 10 is a conceptual diagram of an aircraft system according to a second embodiment. FIG. 1 is a conceptual diagram showing a first variant of the aircraft system according to the first and second embodiments. FIG. 10 is a conceptual diagram showing a second variant of the aircraft system according to the second embodiment. FIG. 10 is a block diagram of an aircraft system according to a third embodiment. FIG. 10 is a conceptual diagram of an aircraft system according to a third embodiment.

Below, an embodiment of the aircraft system according to the present invention will be described with reference to the drawings. However, the present invention is not limited to the following embodiment, and various modifications are possible without departing from the spirit of the invention.

As shown in Figures 1 and 5, the aircraft system 100 includes an aircraft 1 capable of performing predetermined tasks such as agricultural work, and an energy supplier 2 capable of supplying energy to the aircraft 1. In this embodiment, the aircraft 1 is a small drone. A drone is an unmanned aerial vehicle with rotors, and can be an electric-powered type that rotates the rotors using power supplied from a battery or the like, an engine-driven type that rotates the rotors using fuel to operate an internal combustion engine, an electric-powered type that rotates the rotors using power supplied from a generator operated by the internal combustion engine, or a hybrid type that combines these. The energy supplier 2 includes an energy source composed of a power source supplied from a battery or a generator operated by an internal combustion engine, a fuel source that operates the internal combustion engine, or the like.

Air vehicle 1 is capable of performing predetermined tasks such as spraying pesticides, fertilizer, water, etc., photography, monitoring, harvesting, gathering, pollination, supplying materials and energy, transporting, mowing, plowing, planting, sowing, snow removal, scaring, and measuring. In this embodiment, spraying, which is one type of agricultural work, is described as an example of a predetermined task. Energy supplier 2 is capable of performing the same predetermined task as aircraft 1 or a different task. In this embodiment, energy supply to aircraft 1 is described as an example of a task that complements aircraft 1.

[First embodiment]
The flying vehicle system 100 according to this embodiment includes a battery-powered flying vehicle 1 (corresponding to the flying body) and an energy source flying vehicle 2A (corresponding to the energy supplier 2, corresponding to the flying body) equipped with a cassette battery that supplies power to the flying vehicle 1. The energy source flying vehicle 2A is configured as the same model as the flying vehicle 1 and is capable of supplying energy to multiple flying vehicles 1. The flying vehicle 1 and the energy source flying vehicle 2A each have multiple (three in this embodiment) rotors B, which are rotated by a driving force such as a motor (not shown) to generate lift and thrust (see also Figures 2 and 3). The flying vehicle 1 and the energy source flying vehicle 2A are connected by a connecting mechanism 3 (corresponding to the energy supplier 2). In other words, since the energy source flying vehicle 2A is the same model as the flying vehicle 1 in this embodiment, the connecting mechanism 3 connects the multiple flying vehicles 1 to each other.

The flying object system 100 also includes a suspension work device 5 (corresponding to the work unit) that performs a specified task, and a connection mechanism 4 (corresponding to the energy supplier 2) that connects the flying object 1 and the energy source flying object 2A (connection mechanism 3) to the suspension work device 5 (corresponding to the energy supplier 2).

The aircraft 1 includes a first power receiving unit 11, a first communication unit 12, a first working unit 13, a first satellite positioning device 14, a first control unit 15, and a first memory unit 16. The first control unit 15 includes a first energy control unit 15a, a first status acquisition unit 15b, a first collective flight control unit 15c, a first solo flight control unit 15d, and a first work control unit 15e.

The energy source aircraft 2A includes an energy source 21, a second communication unit 22, a second working unit 23, a second satellite positioning device 24, a second control unit 25, and a second memory unit 26. The second control unit 25 includes a second energy control unit 25a (corresponding to the energy control unit), a second status acquisition unit 25b, a second collective flight control unit 25c, a second solo flight control unit 25d, and a second work control unit 25e.

The linking mechanism 3 is formed by a frame body 30 that links multiple flying bodies 1 (see also Figures 2 and 3). This linking mechanism 3 has an energy source 31 (corresponding to the energy supplier 2), a communication device 32, and a control device 33. Note that at least one of the energy source 31, communication device 32, and control device 33 may be omitted.

The connection mechanism 4 connects the linking mechanism 3 and multiple (four in this embodiment) wires 44 to the lower part of the frame body 40 (see also Figures 2 and 3). This connection mechanism 4 has an energy source 41 (corresponding to the work energy source), a communication device 42, and a control device 43. Note that at least one of the energy source 41, communication device 42, and control device 43 may be omitted.

The suspension work device 5 has a spray device 50 that includes a camera, a tank for storing the material to be sprayed, and a pump and nozzle for spraying the material (see also Figures 2 and 3). The suspension work device 5 has an energy source 51, a communication device 52, and a control device 53. Note that at least one of the energy source 51, communication device 52, and control device 53 may be omitted. The suspension work device 5 may also be composed of a heavy material storage tank for supplying the material to the first working unit 13 and the second working unit 23.

The functional units of the first control unit 15, second control unit 25, and control devices 33, 43, and 53 described above are configured using hardware or software with a CPU at its core, or a combination of hardware and software. The following control functions have similar configurations.

The first power receiving unit 11 of the aircraft 1 is composed of a battery storing a predetermined amount of electricity. The amount of stored electricity is acquired by the first status acquisition unit 15b, and its own power amount is controlled by the first energy control unit 15a. The amount of stored electricity (remaining capacity) in the first power receiving unit 11 is stored in the first memory unit 16 and is configured to be able to transmit it to the second communication unit 22 of the energy source aircraft 2A via the first communication unit 12. In this embodiment, the first power receiving unit 11 can exchange power with the first power receiving unit 11 of another aircraft 1 or the energy source 21 of the energy source aircraft 2A via a wire (for example, a cable built into the connecting mechanism 3), but contactless power supply such as electromagnetic induction or magnetic field resonance may also be used.

The first communication unit 12 of the aircraft 1 is composed of a communication interface capable of wired or wireless communication with the first communication unit 12 of other aircraft 1 and the second communication unit 22 of the energy source aircraft 2A. The first working unit 13 of the aircraft 1 is composed of a camera, etc. The operation of this first working unit 13 is controlled by the first work control unit 15e. The first working unit 13 may also be equipped with an energy source, communication device, and control device.

The first satellite positioning device 14 of the 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 this to the first status acquisition unit 15b. In other words, the first satellite positioning device 14 can detect its own position information using GNSS, which includes GPS, QZSS, Gallileo, etc. The position information of the aircraft 1 detected by this first satellite positioning device 14 is associated with the time of detection and stored in the first memory unit 16, and is configured to be transmittable via the first communication unit 12 to the communication device 32 of the linkage mechanism 3 and the second communication unit 22 of the energy source aircraft 2A.

The first energy control unit 15a of the aircraft 1 controls the amount of energy stored in its own first power receiving unit 11. For example, when the amount of power stored in the first power receiving unit 11 acquired by the first status acquisition unit 15b falls below a set value (the power value at which the aircraft can fly multiplied by a safety factor), the first energy control unit 15a requests the energy source aircraft 2A to supply energy or requests the other aircraft 1 to lend energy. Furthermore, for example, when the amount of power stored in the first power receiving unit 11 acquired by the first status acquisition unit 15b falls below a set value, the first energy control unit 15a instructs the first solo flight control unit 15d to detach its own aircraft 1 from the group of multiple aircraft 1 and fly to a specified charging location or landing location.

The first status acquisition unit 15b of the aircraft 1 acquires the energy status (charge level, remaining capacity, etc.) of the first power receiving unit 11, its own flight status, and information about the surrounding environment. The first status acquisition unit 15b also acquires various statuses that affect the flight of the aircraft 1, such as altitude information of the aircraft 1 if the aircraft 1 is equipped with a barometric pressure sensor, flight attitude of the aircraft 1 if a gyro sensor is equipped, flight speed of the aircraft 1 if a speed sensor is equipped, and surrounding wind conditions if a wind speed sensor or wind direction sensor is equipped.

The first collective flight control unit 15c of the flying vehicle 1 causes the multiple flying vehicles 1 and energy source flying vehicles 2A to fly cooperatively based on the flight plan stored in the first memory unit 16. The cooperative flight instructions generated by the first collective flight control unit 15c are flight instructions for cooperative flight of the flying vehicles 1 and energy source flying vehicles 2A belonging to the flying vehicle system 100. This flight instruction set is generated based on the relative positions of the multiple flying vehicles 1 and energy source flying vehicles 2A belonging to the flying vehicle system 100.

The first collective flight control unit 15c may generate coordinated flight instructions based on at least one of the collective reference position and collective reference direction. This collective reference position and collective reference direction are the position and direction that serve as references when the aircraft 1 and energy source aircraft 2A belonging to the aircraft system 100 fly cooperatively. The flight plan stored in the first memory unit 16 may include a work plan for the first working unit 13. This work plan may include the location where the first working unit 13 will perform work (e.g., the location of the field to be worked on, the location where the work will be performed in the field, etc.) and/or the work content (e.g., the operating intensity, operating time, operating interval of the work machine, etc.).

The first solo flight control unit 15d of the aircraft 1 controls its own solo flight when the aircraft 1 separates from the group of multiple aircraft 1 and energy source aircraft 2A. For example, the first solo flight control unit 15d calculates a solo flight path and flies the aircraft 1 solo based on its current position information detected by the first satellite positioning device 14 and standby position information such as a predetermined charging location or landing location stored in the first memory unit 16.

The first work control unit 15e of the aircraft 1 controls the operation of the suspension work device 5 and first work unit 13, which perform the specified work. In this embodiment, the first work control unit 15e controls the operation of the pump and nozzle that spray the spray material, as well as the operation of the camera. In carrying out this control, the first work control unit 15e operates the suspension work device 5 to achieve the optimal spraying position, taking into account, for example, information about the surrounding environment, information about the shape of the field, and the relative positional relationship with other aircraft 1.

The first memory unit 16 of the aircraft 1 is composed of a non-transient storage medium installed in the aircraft 1, and stores the program of the first control unit 15, its own status information, flight plans, work plans, etc.

The energy source 21 of the energy source aircraft 2A is composed of a battery, such as a cassette-interchangeable battery. This energy source 21 can be used as a flight energy source supplied for the flight of multiple aircraft 1, a work energy source to operate the first working unit 13 and the suspension work device 5 of the aircraft 1, a drive energy source to fly the aircraft itself, and a work energy source to operate the second working unit 23 and the suspension work device 5. If the energy source 21 is a cassette-interchangeable battery, it can be replaced at a designated replacement location if the energy source aircraft 2A runs out of power.

The second communication unit 22 of the energy source aircraft 2A is capable of wired or wireless communication with the communication device 32 of the first communication unit 12 of the aircraft 1, and is composed of a communication interface capable of wireless communication with a management device (not shown) comprised of a ground-based computer, tablet, mobile terminal, etc. The second working unit 23 of the energy source aircraft 2A is composed of a camera, a tank for storing the substance to be sprayed, a pump and nozzle for spraying the substance, etc. The operation of this second working unit 23 is controlled by the second work control unit 25e.

The second satellite positioning device 24 of the energy source aircraft 2A has the same configuration as the first satellite positioning device 14 of the aircraft 1, so its description will be omitted.

The second memory unit 26 of the energy source aircraft 2A is composed of a non-transient storage medium installed on the aircraft, and stores the program of the second control unit 25, its own status information, energy plans, flight plans, and work plans. The energy plan includes information such as the amount of electricity stored in the first power receiving unit 11 and the set value for starting charging, the amount of electricity stored in the energy source 21, and a predetermined value that serves as the threshold for charging other aircraft 1.

The second energy control unit 25a of the energy source aircraft 2A controls its own energy source 21 according to the energy state (charge level, remaining capacity, etc.) of the first power receiving unit 11 of each aircraft 1 received via the second communication unit 22. The second energy control unit 25a supplies energy to aircraft 1 when the amount of power stored in the first power receiving unit 11 acquired by the second status acquisition unit 25b falls below a set value. This energy supply may be via wired power supply via a cable or wireless power supply. Furthermore, the second energy control unit 25a may replace the energy source aircraft 2A with another aircraft 1 with the most stored power or a new energy source aircraft 2A when the amount of power stored in the energy source 21 falls below a predetermined value (the power value at which the energy source 2A can fly multiplied by a safety factor), for example. In other words, the energy source aircraft 2A is any one of multiple aircraft 1. Furthermore, for example, when the stored amount of energy source 21 falls below a predetermined value (a value obtained by multiplying the power value at which the second energy control unit 25a can fly by itself by a safety factor), the second energy control unit 25a may detach all of the flying units 1 and have each fly independently to the charging point.

The second status acquisition unit 25b of the energy source aircraft 2A acquires the energy status (charge level, remaining capacity, etc.) of the first power receiving unit 11 in each aircraft 1 via the second communication unit 22, as well as its own energy status (charge level, remaining capacity, etc.), its own flight status, and information about the surrounding environment. The second status acquisition unit 25b also acquires various statuses that affect the flight of the energy source aircraft 2A, such as altitude information of the energy source aircraft 2A if the energy source aircraft 2A is equipped with a barometric pressure sensor, flight attitude of the energy source aircraft 2A if a gyro sensor is equipped, flight speed of the energy source aircraft 2A if a speed sensor is equipped, and surrounding wind conditions if a wind speed sensor or wind direction sensor is equipped.

The second collective flight control unit 25c, second solo flight control unit 25d, and second work control unit 25e of the energy source aircraft 2A are configured similarly to the first collective flight control unit 15c, first solo flight control unit 15d, and first work control unit 15e of the aircraft 1, respectively, and therefore will not be described here. Furthermore, when the aircraft 1 and the energy source aircraft 2A fly cooperatively, a master-slave relationship may exist between the first collective flight control unit 15c and the second collective flight control unit 25c, or a master-slave relationship may exist between the first collective flight control units 15c of multiple aircraft 1.

As shown in Figures 1 to 3, the connection mechanism 3 has a frame body 30, an energy source 31, a communication device 32, and a control device 33. The aircraft system 100 also includes a connection guide member F that guides the connection between the connection mechanism 3 and the aircraft 1 and energy source aircraft 2A. The frame body 40 of the connection mechanism 4 is connected to the upper part of the frame body 30, and the aircraft 1 and energy source aircraft 2A are connected to the lower part of the frame body 30. In this embodiment, four aircraft 1 and one energy source aircraft 2A are connected near the five vertices of the frame body 30, which is pentagonal in plan view.

The connection mechanism 4 has a frame body 40, an energy source 41, a communication device 42, a control device 43, and a wire 44. The wire 44 and the connecting mechanism 3 are connected to the lower part of the frame body 40. The suspension work device 5 is connected to the lower end of the wire 44. In other words, the suspension work device 5 is suspended by the wire 44 of the connection mechanism 4. The connection mechanism 4 may also include a mechanism for changing the length of the wire 44 (e.g., a winch), a mechanism for releasing the connection between the wire 44 and the suspension work device 5, and a mechanism for releasing the connection between the frame body 40 and the wire 44. The connecting mechanism 3 and the connection mechanism 4 may be configured as an integrated structure.

The coupling guide member F is provided across the coupling mechanism 3 and the aircraft 1 and energy source aircraft 2A. The coupling guide member F may be a member that guides the coupling mechanism 3 and the aircraft 1 and energy source aircraft 2A so that they are coupled in a predetermined positional relationship or orientation. For example, a groove may be formed in one coupling guide member F, and a rib that can engage with the groove may be formed in the other coupling guide member F. The coupling guide member F may include a connector for a communication line, power line, fuel pipe, or the like. One coupling guide member F may comprise a hollow cone that flares at the tip, and the other coupling guide member F may comprise a rod-shaped portion that can enter the interior of the hollow cone. In this case, when the rod-shaped portion enters the interior of the hollow cone, the inner wall of the hollow cone guides the rod-shaped portion to the center of the hollow cone, making it easier to couple the coupling guide members F together.

As shown in Figures 1 and 4, the connection mechanism 4 may be formed from a hot air balloon or a balloon filled with a gas such as helium that has a lower specific gravity than air, and may have a buoyancy section 45 that can lift the suspension work device 5. This buoyancy section 45 may generate buoyancy by expanding due to thermal energy generated by the energy source 41. The thermal energy generated by the energy source 41 refers to exhaust heat if the energy source 41 is a battery or generator, or thermal energy generated by exhaust gas if the energy source 41 is an internal combustion engine.

The buoyancy force that the buoyancy unit 45 experiences in the air is greater than the gravity that the buoyancy unit 45 experiences on Earth. In other words, the buoyancy of the buoyancy unit 45 alone is greater than gravity, and generates an upward force in the air. This applies an upward force to the entire flying body 1 or energy source flying body 2A, reducing the load on the entire flying body 1 or energy source flying body 2A that needs to be supported by lift. Furthermore, in this embodiment, when the flying body 1 or energy source flying body 2A is operated to generate a pushing force that can cause the flying body 1 or energy source flying body 2A to descend downward, the downward pushing force and the upward lift force generated by the buoyancy unit 45 can be made to counterbalance each other in the flying body 1 or energy source flying body 2A. This makes it easier to precisely control the ascent or descent speed of the flying body 1 or energy source flying body 2A at low speeds when it takes off or lands.

As shown in Figures 1 and 9, the aircraft system 100 may include a connecting aircraft 6 that connects the energy supplier 2 and the aircraft 1 with a cable Ca (an example of a wired connection) made of wire or the like. The connecting aircraft 6 includes a third power receiving unit 61, a third communication unit 62, a third satellite positioning device 63, and a connection control unit 64.

The third power receiving unit 61 of the connecting aircraft 6 is composed of a battery that stores a predetermined amount of electricity, and can receive power from the energy supplier 2 via cable Ca; however, contactless power supply such as electromagnetic induction or magnetic resonance may also be used. The third communication unit 62 of the connecting aircraft 6 is composed of a communication interface that enables wired or wireless communication with the first communication unit 12 of the aircraft 1 and the energy supplier 2. The third satellite positioning device 63 of the connecting aircraft 6 has a similar configuration to the first satellite positioning device 14 of the aircraft 1, and therefore will not be described here.

The connection control unit 64 of the connecting aircraft 6 controls its own flight position based on the relative positions of the aircraft 1 and energy supplier 2 and the position of artificial objects. This connection control unit 64 guides the cable Ca to avoid fixed objects such as utility poles and trees, and moving objects such as work vehicles, assisting the aircraft 1 in its work position. This allows the aircraft 1 to set a flight route that bypasses obstructing objects, improving work efficiency.

The first communication unit 12 of each aircraft 1, the second communication unit 22 of the energy source aircraft 2A, the communication device 42 of the connection mechanism 4, the communication device 32 of the linking mechanism 3, the communication device 52 of the suspension work device 5, and the third communication unit 62 of the connecting aircraft 6 are configured to be able to communicate with each other via wired or wireless communication.

The energy source 21 of the energy source aircraft 2A is configured to be able to supply energy to the aircraft 1 and the connecting aircraft 6, as well as the linking mechanism 3, the connection mechanism 4, and the suspension work device 5. The energy amount of the energy source 31 of the connection mechanism 3 is managed by the control device 33, and is configured to be able to supply energy to the aircraft 1, the connecting aircraft 6, the connection mechanism 4, and the suspension work device 5. The energy amount of the energy source 41 of the connection mechanism 4 is managed by the control device 43, and is configured to be able to supply energy to the aircraft 1, the connecting aircraft 6, the linking mechanism 3, and the suspension work device 5. The energy amount of the energy source 51 of the suspension work device 5 is managed by the control device 53, and is configured to be able to supply energy to the aircraft 1, the connecting aircraft 6, the linking mechanism 3, the connection mechanism 4, and the other suspension work devices 5.

[Second embodiment]
5, the aircraft system 100 according to this embodiment includes an aircraft 1 (corresponding to the aircraft main body) that is powered by a battery, and a support aircraft 2C (corresponding to the energy supplier 2, corresponding to the aircraft main body) that can fly and assist the aircraft 1. In this embodiment, the aircraft 1 is a small drone, and the support aircraft 2C is a large drone or a balloon (a buoyant aircraft), etc.

The aircraft 1 includes a first power receiving unit 11, a first communication unit 12, a first working unit 13, a first satellite positioning device 14, a first control unit 15, and a first memory unit 16. The first control unit 15 includes a first energy control unit 15a, a first status acquisition unit 15b, a first solo flight control unit 15d, and a first work control unit 15e. These components are similar to those of the aircraft 1 according to the first embodiment described above, and therefore will not be described further.

The support aircraft 2C is equipped with a coupling mechanism 27 that couples itself to the aircraft 1, and a work device 29. The coupling mechanism 27 has a second control unit 28, an energy source 27a consisting of a large-capacity battery, a communication device 27b, a coupling guide member 27c, a second satellite positioning device 27d, and a second memory unit 27e. The second control unit 28 has a second energy control unit 28a (corresponding to an energy control unit), a second status acquisition unit 28b, a flight coupling control unit 28c, a cooperative flight control unit 28d, a second solo flight control unit 28e, and a second work control unit 28f.

As shown in Figures 5 and 8, the aircraft 1 has a first main body 1A, a first leg 1B that can engage with the coupling guide member 27c and protrudes downward from the first main body 1A, and multiple (three in Figure 8) first arms 1C that can open and close and protrude laterally from the first main body 1A. A first rotor 1Ca is connected to each of the first arms 1C, and lift and thrust are generated by rotating the first rotor 1Ca using a driving force such as a motor (not shown). A first working unit 13 is connected across the first main body 1A and the first arms 1C. The first main body 1A houses a first power receiving unit 11, a first communication unit 12, a first satellite positioning device 14, a first control unit 15, and a first memory unit 16.

As shown in Figures 5 to 8, the connecting mechanism 27 of the support aircraft 2C connects itself to multiple aircraft 1, and includes a second main body 27A that supports the multiple aircraft 1, and multiple (two in Figure 6) U-shaped second legs 27B that protrude from the second main body 27A as support legs for landing on the ground. A working device 29 is connected to the inside of the second legs 27B and the underside of the second main body 27A of the connecting mechanism 27. Multiple (six in Figure 6) second rotors 27Aa are connected to the second main body 27A, and lift and propulsion are generated by rotating these second rotors 27Aa using a driving force such as a motor (not shown).

The second main body portion 27A houses the second control unit 28, energy source 27a, communication device 27b, second satellite positioning device 27d, and second memory unit 27e. The second main body portion 27A also has a coupling guide member 27c that guides the coupling of multiple aircraft 1 and support aircraft 2C. In this embodiment, the coupling guide member 27c includes a mechanism for gripping the first leg 1B of the aircraft 1, and is formed in a hollow conical shape with a tapered groove or receiving groove that is larger than the first leg 1B. This coupling guide member 27c may include connectors for communication lines, power lines, fuel pipes, etc., or may be a groove that couples to a rib formed on the aircraft 1.

The energy source 27a of the support aircraft 2C is composed of a battery, such as a cassette-interchangeable battery. This energy source 27a can be used as a flight energy source supplied for the flight of the aircraft 1, a working energy source to operate the first working unit 13 of the aircraft 1, a driving energy source to fly the aircraft itself, and a working energy source to operate the working device 29. If the energy source 27a is a cassette-interchangeable battery, it can be replaced at a designated replacement location if the amount of power is insufficient.

The communication device 27b of the support aircraft 2C is capable of wired or wireless communication with the first communication unit 12 of the aircraft 1, and is configured with a communication interface capable of wireless communication with a management device (not shown) installed on the ground and configured as a computer, tablet, mobile terminal, etc. The work device 29 of the support aircraft 2C is configured with agricultural work equipment such as a camera capable of photographing the condition of the field and a heavy spray material storage tank. This work device 29 may be directly fixed to the second main body unit 27A, or may be suspended by a wire or the like, like the suspended work device 5 shown in Figure 3. In this embodiment, the operation of the work device 29 is controlled by the second work control unit 28f, but the work device 29 may also have a built-in communication device, control device, energy source, etc.

The second satellite positioning device 27d of the support aircraft 2C 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 this to the second status acquisition unit 28b. In other words, the second satellite positioning device 27d can detect its own position information (positioning information including latitude and longitude) using GNSS, which is composed of GPS, QZSS, Gallileo, etc. The position information of the support aircraft 2C detected by this second satellite positioning device 27d is associated with the time of detection and stored in the second memory unit 27e, and is configured to be transmittable to the management device via the communication device 27b.

The second memory unit 27e of the support aircraft 2C is composed of a non-transient storage medium installed on the support aircraft 2C, and stores the program of the second control unit 28, its own status information and flight plan, the aircraft 1's coordinated flight plan, the energy plan, the work plan, etc. The energy plan includes information such as the amount of power stored in the first power receiving unit 11 and the set value for starting charging, the amount stored in the energy source 27a, and a predetermined value that serves as the threshold for charging the aircraft 1.

The second energy control unit 28a of the support aircraft 2C controls its own energy source 27a according to the energy status (charge level, remaining capacity, etc.) of the first power receiving unit 11 of each aircraft 1 received via the communication device 27b. The second energy control unit 28a supplies energy to aircraft 1 when the amount of power stored in the first power receiving unit 11 acquired by the second status acquisition unit 28b falls below a set value. This energy supply may be via a wired power supply via cable Cb or via a contactless power supply. Furthermore, for example, when the amount of power stored in the energy source 27a falls below a predetermined value (the power value at which the aircraft itself can fly multiplied by a safety factor), the second energy control unit 28a may switch the support aircraft 2C, or may detach all aircraft 1 and allow each to fly independently.

The second status acquisition unit 28b of the support aircraft 2C acquires, via the communication device 27b, the energy status (charge level, remaining capacity, etc.) of the first power receiving unit 11 in each aircraft 1 and the position information of each aircraft 1 detected by the first satellite positioning device 14. The second status acquisition unit 28b also acquires the energy status (charge level, remaining capacity, etc.) of the energy source 27a and its own position information detected by the second satellite positioning device 27d. Furthermore, the second status acquisition unit 28b acquires various statuses that affect the flight of the support aircraft 2C, such as altitude information of the support aircraft 2C if the support aircraft 2C is equipped with a barometric pressure sensor, the flight attitude of the support aircraft 2C if the support aircraft 2C is equipped with a gyro sensor, the flight speed of the support aircraft 2C if the support aircraft 2C is equipped with a speed sensor, and surrounding wind conditions if the support aircraft 2C is equipped with a wind speed sensor or wind direction sensor.

The flight coupling control unit 28c of the support aircraft 2C controls the flight of the aircraft 1 so that the multiple aircraft 1 and the coupling mechanism 27 can be coupled with the same position and orientation. This flight coupling control unit 28c calculates the relative position of the aircraft 1 and the support aircraft 2C, for example, from the current position information of the aircraft 1 detected by the first satellite positioning device 14 and the current position information of the support aircraft 2C detected by the second satellite positioning device 21d, and controls the coupling of the multiple aircraft 1 and the support aircraft 2C based on the flight plan of the aircraft 1 stored in the second memory unit 27e. At this time, a mark may be provided on the coupling guide member 27c, and the flight coupling control unit 28c may control the coupling while recognizing this mark with a camera mounted on the aircraft 1. The flight coupling control unit 28c may also change the allocation of the coupling positions of the multiple aircraft 1, or may change the coupling attitude of the multiple aircraft 1, for example, from horizontal to vertical.

The cooperative flight control unit 28d of the support aircraft 2C controls the multiple aircraft 1 to fly cooperatively. This cooperative flight control unit 28d controls the flight formation of the multiple aircraft 1, for example, based on the current position information of each aircraft 1 detected by the first satellite positioning device 14 and the cooperative flight plan for the aircraft 1 stored in the second memory unit 27e. This flight formation can involve multiple aircraft 1 flying in formation in a horizontal row (such as a single file or a V-shaped row) to spray simultaneously, or the flow of sprayed spray can be confirmed with a camera on the work device 29 and the formation of the aircraft 1 can be changed.

The cooperative flight control unit 28d may generate cooperative flight instructions based on at least one of the cooperative reference position and the cooperative reference direction. This cooperative reference position and coordinated reference direction are the position and direction that serve as references when multiple air vehicles 1 fly cooperatively. The flight plan stored in the second memory unit 26 may include a work plan for the first working unit 13 and the work device 29. This work plan may include the location where the first working unit 13 will perform work (e.g., the location of the field to be worked on, the location where the work will be performed in the field, etc.) and/or the work content (e.g., the operating intensity, operating time, operating interval of the work device, etc.).

The second solo flight control unit 28e of the support aircraft 2C executes control to separate some of the aircraft 1 from the group of multiple aircraft 1. For example, the second solo flight control unit 28e calculates a solo flight path based on the current position information of the aircraft 1 detected by the first satellite positioning device 14 and the flight plan of the aircraft 1 stored in the second memory unit 27e, and causes the aircraft 1 to fly solo. The second solo flight control unit 28e may generate solo flight instructions 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 position and direction that serve as references when multiple aircraft 1 fly solo.

The second work control unit 28f of the support aircraft 2C controls the operation of the work device 29, which is composed of a camera capable of photographing the state of the field, a tank for storing the spray material, and a spray device including a pump and nozzle for spraying the spray material. This second work control unit 28f controls the work device 29 to, for example, photograph the state of the field and the spraying status. The second work control unit 28f may also control the operation of the work device 29, which is composed of a heavy object. For example, if the work device 29 is equipped with a large-capacity tank for storing the spray material, it controls the operation of a pump or the like that supplies the spray material to the first work unit 13 of the aircraft 1.

As an example of the air vehicle system 100 in this embodiment, Figure 6 shows a perspective view of an air vehicle 1 of the air vehicle system 100 in operation, and Figure 7 shows a perspective view of an air vehicle 1 of the air vehicle system 100 in standby. As shown in Figure 6, multiple air vehicles 1 are wired to the support air vehicle 2C via cables Cb. This cable Cb can accommodate a communication line connecting the communication device 27b of the support air vehicle 2C to the first communication unit 12 of the air vehicle 1, a power line connecting the energy source 27a of the support air vehicle 2C to the first power receiving unit 11 of the air vehicle 1, or a pipeline for circulating fuel or spray materials.

As shown in Figure 7, the flight coupling control unit 28c of the support aircraft 2C controls the flight of the aircraft 1 so that multiple aircraft 1 are coupled to the coupling mechanism 27, and changes the first arm 1C of the coupled aircraft 1 to a closed position. This allows the energy source 27a of the support aircraft 2C to be used to move multiple aircraft 1 to a designated work location at once.

The connection mode between the flying vehicle 1 and the energy source flying vehicle 2A according to the first embodiment or the support flying vehicle 2C according to the second embodiment can be modified in various ways. For example, the connection mechanism 3 or the connection mechanism 27 can connect multiple flying vehicles 1 in a state where they are spaced apart vertically. The connection modes shown in Figures 2 and 7 are suitable when there is a large amount of space left and right and a small amount of space up and down. On the other hand, a connection mode in which multiple flying vehicles 1 are connected in a state where they are spaced apart vertically is suitable when there is a small amount of space left and right and a large amount of space up and down. The horizontal connection shown in Figures 2 and 7 and the three-dimensional connection in which multiple flying vehicles 1 are spaced apart vertically can be configured to be interchangeable.

The aircraft system 100 in this embodiment may also include the connection mechanism 4, suspension device 5, and connecting aircraft 6 in the first embodiment. The support aircraft 2C in this embodiment may also be provided with a buoyancy unit 45 as shown in Figure 4.

For example, as shown in FIG. 9, the flying vehicle system 100 may include a connecting flying vehicle 6 that connects a mobile energy supply vehicle 2B (corresponding to the energy supply vehicle 2) and the flying vehicle 1 (which may also be a support flying vehicle 2C) with a cable Ca (an example of a wired system) made up of wire or the like. The energy supply vehicle 2B is a ground-based vehicle made up of a power supply vehicle, a fuel vehicle, or the like, but may also be a flying vehicle capable of flight.

For example, as shown in FIG. 10, the aircraft system 100 may connect a mobile work vehicle 2D (corresponding to the energy supplier 2, corresponding to the work device) and the aircraft 1 (which may also be a support aircraft 2C) with a cable Cc (an example of a wired system) made of wire or the like. The work vehicle 2D may be a material transport vehicle that transports materials (seedlings, fuel, fertilizer, chemicals, etc.) to agricultural machinery 7, a tractor, rice transplanter, agricultural machinery 7 such as a combine harvester or rice threshing machine, a GPS base station, etc. The work vehicle 2D is a ground vehicle, but may also be a flying vehicle capable of flight.

In the embodiment shown in Figure 10, the air vehicle 1 receives power from the work vehicle 2D via cable Cc and travels back and forth between the work vehicle 2D and the agricultural work machine 7. For example, if the agricultural work machine 7 is a rice transplanter, a set of seedlings for one seedling supply for the agricultural work machine 7 can be stored in the loading platform of the work vehicle 2D and the seedlings can be transported all at once from the work vehicle 2D to the agricultural work machine 7, thereby simultaneously achieving labor savings and time efficiency. Note that the attachment and detachment of materials is performed by a human, and the air vehicle may fly autonomously from the work vehicle 2D to the agricultural work machine 7, or may be operated by a human using a remote controller, etc. Furthermore, in addition to a system in which seedlings are replenished when the agricultural work machine 7 returns to the ridge, the air vehicle 1 can fly and replenish seedlings even while the agricultural work machine 7 is traveling, allowing rice planting to continue uninterrupted.

[Third embodiment]
11 and 12, the flying vehicle system 100 according to this embodiment includes an energy supplier 2 that supplies energy, and a buoyant flying vehicle 8 that flies using thermal energy generated by the energy supplier 2. In this embodiment, the energy supplier 2 is configured as an engine-driven generator, and the buoyant flying vehicle 8 is configured as a large balloon or the like.

The flying vehicle system 100 according to this embodiment includes a work device 9 capable of performing a specified task, and an energy management device 10 that manages the thermal energy generated by the energy supplier 2.

As an example, the energy supplier 2 is configured as a generator that generates electricity by operating an internal combustion engine using fuel. That is, the energy supplier 2 has an energy source 20a, which may be a power source supplied by a battery or a generator operated by the internal combustion engine, or a fuel source for operating the internal combustion engine. The energy supplier 2 also has a heat supply unit 20b that directly supplies thermal energy generated by the energy source 20a to the buoyant aircraft 8. The thermal energy generated by the energy source 20a refers to the exhaust heat generated by the power generation of the energy source 20a and the thermal energy generated by the exhaust gases of the internal combustion engine. The heat supply unit 20b may be a heat exchange mechanism that heats helium gas or the like via a medium such as cooling water, or a heat-generating mechanism that uses the generated electricity. The energy supplier 2 also has a communication unit 20c that is capable of wired or wireless communication with the buoyant aircraft 8 and the working device 9.

The buoyant flying vehicle 8 has a buoyancy unit 81, an energy control unit 82, and a connection mechanism 83. The connection mechanism 83 houses an energy source 83a, a communication device 83b, and a satellite positioning device 83c. In this embodiment, the connection mechanism 83 also houses an energy supplier 2.

The working device 9 has an energy source 91, a satellite positioning device 92, a control device 93, and a communication device 94.

The buoyancy unit 81 generates buoyancy by expanding in response to thermal energy generated by the energy source 20a of the energy supplier 2. The buoyancy unit 81 can also generate buoyancy using the thermal energy generated by the energy source 83a of the buoyant aircraft 8 or the lift of a propeller, etc. This allows the buoyant aircraft 8 to function as a hovering aircraft, enabling it to perform tasks suited to hovering and slow flight (such as harvesting and pollination).

The energy control unit 82 controls the energy source 83a of the buoyant aircraft 8 or the energy source 20a of the energy supplier 2 according to the energy status (remaining capacity, etc.) of the energy source 91 of the working device 9 received via the communication device 83b. For example, when the remaining energy of the energy source 91 of the working device 9 falls below a set value, the energy control unit 82 supplies energy from the energy source 83a of the buoyant aircraft 8 or the energy source 20a of the energy supplier 2 to the energy source 91. This energy supply may be wired via a cable Cd or may be contactless (e.g., contactless power supply). Furthermore, for example, when the stored amount of energy in the energy source 20a of the energy supplier 2 received via the energy source 83a of the buoyant flying vehicle 8 or the communication device 83b falls below a predetermined value (the power level required for flight multiplied by a safety factor), the energy control unit 82 may switch the buoyant flying vehicle 8 or the energy supplier 2, replenish energy at a predetermined energy replenishment location, or detach all of the work devices 9 and allow each to work independently. Furthermore, the energy management device 10 may collectively manage the energy of the energy supplier 2, buoyant flying vehicle 8, and work devices 9.

In this embodiment, the connection mechanism 83 is configured as a housing integrated with the buoyant flying vehicle 8 so as to connect the working device 9 and the buoyant flying vehicle 8. This housing contains the energy supplier 2. The housing also contains an energy source 83a, a communication device 83b, and a satellite positioning device 83c. The connection mechanism 83 may be configured as a housing suspended by a wire or the like, or may be connected to the energy supplier 2 installed on the ground by a cable or the like. Furthermore, if the working device 9 is a flying vehicle, the connection mechanism 83 may be a mechanism that can take off and land inside the housing.

The energy source 83a of the buoyant flying vehicle 8 is composed of a combustion device such as a burner, a heat exchanger that heats helium gas or the like via a medium such as cooling water, a heat generating device that uses generated electricity, a power generating device that drives a propeller or the like, an internal combustion engine, or a power generating device that generates electricity using the driving force of an internal combustion engine. In this embodiment, this energy source 83a can be used as the energy supplier 2.

The communication device 83b of the buoyant flying vehicle 8 is capable of wired or wireless communication with the communication unit 20c of the energy supplier 2 and the communication device 94 of the working device 9, and is configured with a communication interface capable of wireless communication with the energy management device 10, which is composed of a computer, tablet, mobile terminal, etc. installed on the ground. The buoyant flying vehicle 8 itself may also be provided with a working unit that performs specified tasks.

The satellite positioning device 83c of the buoyant flying vehicle 8 receives GNSS (Global Navigation Satellite System) signals from artificial satellites and generates positioning data indicating its own position information (positioning information including latitude and longitude) based on the received signals. In other words, the satellite positioning device 83c can detect its own position information (positioning information including latitude and longitude) using GNSS, which includes GPS, QZSS, Gallileo, etc. The position information of the buoyant flying vehicle 8 detected by this satellite positioning device 83c is associated with the time of detection and is configured to be transmitted to the energy management device 10 via the communication device 83b.

The work device 9 is composed of an aerial vehicle such as a drone that can perform specified tasks while detecting its own position information using a satellite positioning device 92, agricultural machinery such as a tractor, rice transplanter, combine harvester, or rice huller, ground vehicles such as material transport vehicles, power supply vehicles, and fuel vehicles, and a GPS base station. The energy amount of the energy source 91 of the work device 9 is managed by a control device 93, and it is configured to be able to supply energy to the buoyant air vehicle 8, energy supplier 2, and other work devices 9. The work device 9, which is connected to the buoyant air vehicle 8 by a cable Cd, may also perform anchor work to support the buoyant air vehicle 8.

In this embodiment, the aircraft system 100 is a parent-child system in which the buoyant aircraft 8 is a large balloon-type mother ship, and the small drones that make up the work device 9 are wired to it via cable Cd. As a result, the slow-flying buoyant aircraft 8 is suitable for towing heavy objects such as batteries and medicines in an energy-efficient manner, while the work device 9 can take advantage of its light weight to move nimbly around the buoyant aircraft 8 and perform work. Furthermore, even if the buoyant aircraft 8 is blown away by external disturbances such as wind, the cable Cd acts as a buffer against the disturbance, minimizing the impact on the work device 9 performing work. Note that the buoyant aircraft 8 as a stationary aircraft is not limited to a balloon, and multiple work devices 9 may be connected to a roof-like object or other such structure via a connection mechanism 83.

[Other embodiments]
(1) The air vehicle system 100 may be configured so that it can be used for purposes such as repelling birds and animals, security, crime prevention, etc. For example, the first working unit 13, the second working unit 23, the hanging work device 5, or the work device 29 may include a monitoring device that can recognize birds, animals, or suspicious persons from captured images, a warning device that emits sound or light to intimidate birds, animals, or suspicious persons, an alarm device that alerts the presence of birds, animals, or suspicious persons, etc.

(2) The aircraft system 100 may be configured to be able to deal with weather conditions that adversely affect flight, such as strong winds, lightning strikes, and rainfall. For example, the aircraft system 100 may be equipped with a sensor that observes the weather, an acquisition unit that acquires information indicating the weather and weather forecasts via communications, and the like. The aircraft system 100 may be configured to change the flight plan, perform an evacuation flight to a safe area, make an emergency landing, etc., depending on the weather or weather forecast.

(3) The aircraft 1, energy source aircraft 2A, or support aircraft 2C may be configured so that the relative positions of the two can be changed while they are connected. For example, the coupling guide members F, 27c provided on the coupling mechanisms 3, 27 may be configured to be movable. This makes it possible to change the relative positions of multiple aircraft 1 and the energy source aircraft 2A or support aircraft 2C while the aircraft system 100 is flying.

(4) The aircraft system 100 may be configured to cancel out the operating noise of the rotors B, 1Ca, and 27Aa of the aircraft 1, energy source aircraft 2A, or support aircraft 2C. For example, the operation of multiple rotors B, 1Ca, and 27Aa may be controlled to cancel out each other's operating noise. For example, the aircraft system 100 may be provided with a noise suppression device that generates a sound (noise-canceling sound) that cancels out the operating noise of the rotors B, 1Ca, and 27Aa. The noise suppression device may be configured to generate the noise-canceling sound based on a control amount sent to the rotors B, 1Ca, and 27Aa.

(5) The devices that make up the aircraft system 100 may be designed to be interchangeable between various types of aircraft systems 100. For example, the connecting mechanisms 3, 27 may have common specifications so that they can be connected to various types of aircraft systems 100.

(6) The air vehicle 1, the energy source air vehicle 2A, or the support air vehicle 2C may be equipped with a buoyant body (such as a balloon) that provides buoyancy to the air vehicle. This makes it easier to hover the air vehicle system 100 at a designated working position.

(7) Flight control of the aircraft 1, energy source aircraft 2A, support aircraft 2C, or buoyant aircraft 8 may be performed using sensor information located at the work site. This sensor information is obtained from mobile sensors mounted on smart agricultural machinery, etc., or fixed sensors such as GPS base stations.

(8) Flight control of the aircraft 1, energy source aircraft 2A, support aircraft 2C, or buoyant aircraft 8 may be coordinated with smart agricultural machinery in the supply chain. For example, flight control may be performed to obtain operation information from a grain dryer and ensure appropriate harvest timing.

(9) In addition to the weight of the aircraft 1, energy source aircraft 2A, or support aircraft 2C, a pushing force may be actively generated, allowing the aircraft 1, energy source aircraft 2A, or support aircraft 2C to be used for agricultural work involving heavy loads, such as plowing.

(10) In the above-described embodiment, when an energy shortage occurs, the energy source aircraft 2A or the support aircraft 2C is detached or replaced, but this is not limited to an energy shortage and may also be due to a malfunction of the aircraft, etc.

(11) In the above-described embodiment, the support aircraft 2C controlled the flight of the aircraft 1, but various modifications are possible as long as the support aircraft 2C assists the aircraft 1. For example, the flight of the aircraft 1 and the support aircraft 2C may be automatically controlled by a management device installed on the ground, or may be manually controlled using a remote controller.

(12) In the above-described embodiment, the first power receiving unit 11 and the energy source 21, 27a are described as batteries, but they may also be configured as an internal combustion engine. In this case, the energy supplied from the energy source 21, 27a becomes fuel to operate the internal combustion engine. When the energy source 21, 27a is an internal combustion engine, the flight driving force of the aircraft 1, energy source aircraft 2A, and support aircraft 2C can be increased.

The present invention can be used in an aircraft system equipped with an energy supplier capable of supplying energy.

1: Aircraft 2: Energy supplier 2A: Energy source aircraft 2B: Energy supply vehicle 2C: Support aircraft 2D: Work vehicle (working device)
3: Linking mechanism 4: Connection mechanism 5: Lifting work device (working part)
6: Connecting aircraft 8: Buoyant aircraft 9: Working device 20a: Energy source 21: Energy source 25a: Second energy control unit (energy control unit)
27: Linking mechanism 27a: Energy source 28a: Second energy control unit (energy control unit)
29: Working device 31: Energy source 41: Energy source (working energy source)
45: buoyancy unit 51: energy source 64: connection control unit 83: connection mechanism 83a: energy source 91: energy source 100: flying object system

Claims (4)

a connecting mechanism formed by a frame body;
a plurality of flying bodies coupled to the frame body ;
a connection mechanism coupled to the frame body;
a working unit connected to the connection mechanism;
an energy source provided on the frame body to supply energy to the flying vehicle . The flying vehicle system according to claim 1 , wherein the connection mechanism has a buoyancy section capable of lifting the working section. The air vehicle system according to claim 1 , wherein the connection mechanism includes a work energy source capable of supplying energy to the working unit. 4. The flying vehicle system according to claim 1, wherein the energy is fuel supplied to an internal combustion engine or electricity generated by the internal combustion engine.