Aircraft, Cargo Arrival Method, System, Program

Abstract

The present invention provides an aircraft, a cargo arrival method, a system, and a program. While maintaining the posture of the load, the load is lowered from the landed aircraft, and at the time of separation, it is released in such a manner that the impact generated on the load is within a specific impact range, thereby reducing the impact on the load during unloading and thus improving the delivery quality. The aircraft of the present invention includes a holding mechanism for holding the load, and after the landing gear of the aircraft touches the ground, the holding mechanism moves the load at least vertically downward while keeping it horizontal.

Description

Technical Field

[0001] The present invention relates to an aircraft, a method for goods arrival, a system, and a program. Background Art

[0002] In recent years, research or empirical experiments on the practical application of services using aircraft such as drones or unmanned aerial vehicles (UAVs) (hereinafter collectively referred to as "aircraft") have been continuously advanced. In the development of express delivery services using autonomous flight systems or remotely operated flight systems of aircraft, in addition to the expectation of early practical application, there is also a demand for improving transportation quality for improving the speed from ordering goods on an EC website to receiving the goods, or achieving immediate delivery to isolated islands, etc.

[0003] As delivery products that particularly require immediacy, items with high urgency such as medical devices and medical samples, or meals purchased by end-users can be cited. Currently, most are transported using four-wheeled vehicles or two-wheeled vehicles. The time required for land transportation varies greatly depending on the presence or absence of paved roads or traffic conditions. For mountainous areas or isolated islands, etc., it is difficult for vehicles to reach by traveling in a straight line distance, and thus there are cases where transportation takes a long time.

[0004] In Patent Document 1, an aircraft is disclosed that can automatically fly and separate the load by an aircraft capable of carrying goods, and can use the air route to a specific place for express delivery.

[0005] [Prior Art Documents]

[0006] (Patent Document)

[0007] Patent Document 1: US Patent No. 9,536,216 Specification

[0008] Patent Document 2: US Patent No. 10,618,655 Specification Summary of the Invention

[0009] [Problems to be Solved by the Invention]

[0010] Patent Document 1 discloses an aircraft and a delivery system that can use a GPS signal to fly an aircraft capable of carrying goods to a destination and then release the goods to provide an automatic delivery service using the aircraft.

[0011] Thereby, goods can reach the destination without being affected by the presence or absence of roads or road conditions, etc.

[0012] However, the separation methods of the goods disclosed in Patent Document 1 or Patent Document 2 both generate vibration or impact during the separation operation of the goods, resulting in a decline in delivery quality.

[0013] In Patent Document 1, when dropping from above, although the posture can be maintained by utilizing the center-of-gravity position of the cargo during the falling process, it is difficult to control the posture of the cargo due to rebounds after contact with the ground, etc. In addition, there are risks such as deformation, mixing, and breakage of the cargo due to impact when contacting the ground.

[0014] In addition, if the cargo is suspended using a rope-like member as in Patent Document 2 and the cargo is lowered without landing the aircraft, the impact upon reaching the ground may be reduced, but it is difficult to prevent the cargo from swinging during the descent. For example, when the aircraft is affected by a crosswind near the ground surface, the flying part tilts against the wind as the aircraft stops in place. The vibration of the aircraft is transmitted to the suspended cargo, causing the cargo to swing as well. If the cargo is light, this phenomenon becomes prominent.

[0015] Especially for cooked food, the quality such as taste or appearance may be damaged due to deformation or mixing of the product. For such payloads, medical devices, or precision equipment, it is best to avoid impact as much as possible. For payloads that are expected to be damaged depending on the degree of impact, the following unloading methods are not optimal: dropping the payload to hit the cargo arrival surface or swinging the payload from a flying aircraft using a wire or the like.

[0016] Therefore, one object of the present invention is to provide an aircraft or the like that lowers a payload from the landed aircraft while maintaining the posture of the payload and releases it at the time of separation in such a way that the impact generated on the payload is within a specific impact range, thereby reducing the impact on the payload during unloading and improving the delivery quality.

[0017] [Technical means for solving the problem]

[0018] According to the present invention, an aircraft or the like can be provided, including a holding mechanism for holding a payload, and after the landing gear of the aircraft touches the ground, the holding mechanism moves the payload at least vertically downward while maintaining a horizontal state and lands it.

[0019] (Effect of the invention)

[0020] According to the present invention, an aircraft or the like can be provided, which reduces the impact on the payload during unloading and thus improves the delivery quality. Description of the drawings

[0021] Figure 1 is a conceptual diagram of the aircraft of the present invention observed from the side.

[0022] Figure 2 is Figure 1 a side view of the aircraft during cruising.

[0023] Figure 3 isFigure 1 Top view of the aircraft.

[0024] Figure 4 Is Figure 1 Side view of the aircraft in the landing state.

[0025] Figure 5 Is Figure 4 Side view of the aircraft when lowering the payload.

[0026] Figure 6 Is Figure 4 Front view of the aircraft.

[0027] Figure 7 Is Figure 5 Front view of the aircraft.

[0028] Figure 8 Figure showing an example of the method for lowering the payload of the aircraft as viewed from the side.

[0029] Figure 9 Side view of an example of the method for lowering the payload of the aircraft of the present invention.

[0030] Figure 10 Side view of an example of the method for lowering the payload of the aircraft of the present invention.

[0031] Figure 11 Is Figure 10 Side view of the aircraft when lowering the payload.

[0032] Figure 12 Is Figure 1 Functional block diagram of the aircraft.

[0033] Figure 13 Side view of an example of the implementation of the holding mechanism of the aircraft of the present invention.

[0034] Figure 14 Is Figure 9 Partial front view of the holding mechanism.

[0035] Figure 15 Front view of the holding mechanism of the aircraft after landing of the present invention.

[0036] Figure 16 Is Figure 15 Front view of the aircraft when lowering the payload.

[0037] Figure 17 Front view of the holding mechanism of the aircraft of the present invention.

[0038] Figure 18 Is Figure 17 Front view of the holding mechanism when lowering the payload.

[0039] Figure 19 Is Figure 17 Front view when the load of the holding mechanism is released.

[0040] Figure 20 Is Figure 17 Front view after the load of the holding mechanism is released.

[0041] Figure 21 Is Figure 17 Front view after the load of the holding mechanism is released.

[0042] Figure 22 Front view at the time of landing of a configuration example of the holding mechanism of the aircraft of the present invention.

[0043] Figure 23 Is Figure 22 Front view when the load of the holding mechanism is released.

[0044] Figure 24 Is Figure 22 Front view after the load of the holding mechanism is released.

[0045] Figure 25 Front view at the time of landing of a configuration example of the holding mechanism of the aircraft of the present invention.

[0046] Figure 26 Is Figure 19 Front view when the load of the holding mechanism is released.

[0047] Figure 27 Is Figure 19 Front view after the load of the holding mechanism is released.

[0048] Figure 28 View showing an example of the insertion member of the holding portion when viewed from the side.

[0049] Figure 29 Is Figure 22 Front view of the insertion member of the holding portion.

[0050] Figure 30 Front view at the time of landing of a configuration example of the holding mechanism of the aircraft of the present invention.

[0051] Figure 31 Is Figure 24 Front view when the load of the holding mechanism is released. Detailed Description

[0052] The contents of the embodiments of the present invention will be described. The aircraft, cargo arrival method, system, and program of the embodiments of the present invention have the following configurations.

[0053] [Item 1]

[0054] An aircraft, characterized in that it includes a holding mechanism for holding a load,

[0055] after the landing gear of the aircraft touches the ground, the holding mechanism moves the load at least vertically downward while keeping it horizontal.

[0056] [Item 2]

[0057] The aircraft according to Item 1, characterized in that,

[0058] the holding mechanism moves until the load touches the ground.

[0059] [Item 3]

[0060] The aircraft according to any one of Items 1 or 2, characterized in that,

[0061] the holding mechanism has a holding portion for holding the bottom of the load.

[0062] [Item 4]

[0063] The aircraft according to any one of Items 1 to 3, characterized in that,

[0064] the load includes a support member with a specific height at the bottom.

[0065] [Item 5]

[0066] The aircraft according to any one of Items 1 or 2, characterized in that,

[0067] the holding mechanism has a holding portion for holding the side surface of the load.

[0068] [Item 6]

[0069] The aircraft according to any one of Items 1 or 2, characterized in that,

[0070] the holding mechanism has a holding portion for holding the upper part of the load.

[0071] [Item 7]

[0072] A method for cargo arrival, characterized in that it is realized by using an aircraft including a holding mechanism for holding a load, and includes the following steps:

[0073] Using the holding mechanism, after the landing gear of the aircraft touches the ground, the load is moved at least vertically downward while keeping it horizontal.

[0074] [Item 8]

[0075] A system, characterized in that a processor included in an aircraft executes a cargo arrival method, the aircraft including a holding mechanism for holding a load,

[0076] The cargo arrival method includes the following steps:

[0077] Using the holding mechanism, after the landing gear of the aircraft touches the ground, the load is moved at least vertically downward while maintaining horizontal.

[0078] [Item 9]

[0079] A program, characterized in that a processor included in an aircraft executes a cargo arrival method, the aircraft including a holding mechanism for holding a load,

[0080] The cargo arrival method includes the following steps:

[0081] Using the holding mechanism, after the landing gear of the aircraft touches the ground, the load is moved at least vertically downward while maintaining horizontal.

[0082] <Details of Embodiments of the Present Invention>

[0083] Next, the aircraft, cargo arrival method, system, and program according to the embodiments of the present invention will be described with reference to the drawings.

[0084] <Details of the First Embodiment>

[0085] As Figure 1 shown, it is preferable that the aircraft 100 according to the embodiment of the present invention includes a flight unit 140 for flight, the flight unit 140 including a plurality of rotor units composed of at least a propeller 110 and a motor 111, and a frame 120 connecting the rotor units and the like, and the aircraft 100 is equipped with energy (e.g., a secondary battery, a fuel cell, a fossil fuel, etc.) for operating these elements. The aircraft may also use a single-rotor aircraft or a fixed-wing aircraft. In particular, for express delivery to private residences, it is preferable to use a VTOL aircraft capable of vertical takeoff and landing, or a rotorcraft called a multi-rotor helicopter having a plurality of rotors. By using an airframe capable of vertical takeoff and landing, peripheral equipment represented by an air station for takeoff and landing can be miniaturized.

[0086] In addition, for the sake of simplicity in explaining the structure of the present invention, the illustrated aircraft 100 is simplified, for example, detailed components such as a control unit are not illustrated.

[0087] The aircraft 100 has the direction of the arrow D in the figure (-Y direction) as the forward direction (details will be described later).

[0088] In addition, in the following description, terms are sometimes used according to the following definitions. Front-rear direction: +Y direction and -Y direction, up-down direction (or vertical direction): +Z direction and -Z direction, left-right direction (or horizontal direction): +X direction and -X direction, traveling direction (front): -Y direction, backward direction (rear): +Y direction, ascending direction (upward): +Z direction, descending direction (downward): -Z direction.

[0089] The propeller 110 receives the output from the motor 111 and rotates. By the rotation of the propeller 110, a driving force is generated for the aircraft 100 to take off from the departure point, move, and land at the destination. In addition, the propeller 110 can rotate in the right direction, stop, and rotate in the left direction.

[0090] The propeller 110 of the aircraft of the present invention has one or more blades. It can be any number of blades (rotors) (for example, 1, 2, 3, 4 or more blades). And, the shape of the blade can be any shape such as a flat shape, a curved shape, a twisted shape, a conical shape, or a combination thereof. In addition, the shape of the blade can change (for example, expand and contract, fold, bend, etc.). The blade can be symmetric (having the same upper and lower surfaces) or asymmetric (having different-shaped upper and lower surfaces). The blade can be formed into a fin, a wing shape, or a geometric shape suitable for generating aerodynamic forces (such as lift, thrust) when the blade moves in the air. In order to optimize the aerodynamic characteristics of the blade such as increasing lift and thrust and reducing drag, the geometric shape of the blade can be appropriately selected.

[0091] And, the propeller of the aircraft of the present invention can have a fixed pitch, a variable pitch, or a combination of a fixed pitch and a variable pitch, etc., but is not limited thereto.

[0092] The motor 111 rotates the propeller 110. For example, the drive unit can include an electric motor or an engine, etc. The blade can be driven by the motor and rotate around the rotation axis of the motor (for example, the long axis of the motor).

[0093] The blades can all rotate in the same direction or can rotate independently. Some blades rotate in one direction and other blades rotate in the other direction. The blades can all rotate at the same rotational speed or can rotate at different rotational speeds respectively. The rotational speed can be determined automatically or manually based on the size (for example, size, weight) of the moving body or the control state (speed, moving direction, etc.).

[0094] The aircraft 100 determines the rotational speed or flight angle of each motor according to the wind speed and wind direction through a flight controller or a proportional controller, etc. Thereby, the aircraft can perform movements such as ascending and descending, accelerating and decelerating, or changing direction.

[0095] The aircraft 100 may fly autonomously according to a route or rules set in advance or during flight, or may fly while being maneuvered using a proportional controller.

[0096] The aircraft 100 has Figure 12 In addition, Figure 12 The functional block diagram is a minimum reference structure. The flight controller is a so-called processing unit. The processing unit may have one or more processors such as a programmable processor, such as a central processing unit (CPU). The processing unit has a memory not shown in the figure and is able to access the memory. The memory stores logic, code and / or program instructions executable by the processing unit to perform one or more steps. The memory may also include detachable media such as an SD card or random access memory (RAM) or an external storage device. Data obtained from cameras or sensors can also be directly transferred and stored in the memory. For example, static image data and dynamic image data captured by a camera, etc. are recorded in a built-in memory or an external memory.

[0097] The processing unit includes a control module configured to control the state of the rotorcraft. For example, the control module controls the propulsion mechanism (motor, etc.) of the rotorcraft to adjust the six degrees of freedom (translational motion x, y and z, and rotational motion θ) of the rotorcraft. x ,θ y and θ z The control module can control one or more of the states of the carried object 10 and sensors.

[0098] The processing unit can communicate with a transceiver configured to send and / or receive data from one or more external devices (e.g., a terminal, a display device, or other remote controller). The transceiver can use any appropriate communication means such as wired communication or wireless communication. For example, the transceiver can use one or more of a local area network (LAN), a wide area network (WAN), infrared, wireless, WiFi, a point-to-point network, a telecommunications network, cloud communication, etc. The transceiver can send or receive one or more of data acquired by sensors, processing results generated by the processing unit, specific control data, user commands from a terminal or remote controller, etc.

[0099] The sensor types of this embodiment may include inertial sensors (accelerometers, gyroscopes), GPS sensors, proximity sensors (such as radars), or visual / image sensors (such as cameras).

[0100] like Figure 1 and Figure 2As shown, the flight unit 140 of the aircraft 100 in the embodiments of the present invention leans forward in the traveling direction during travel. The forward-leaning rotor generates lift upward and thrust in the traveling direction, whereby the aircraft 100 moves forward.

[0101] The aircraft 100 includes a holding mechanism 20 that can hold the goods to be transported to the destination, the stored goods, etc. (hereinafter collectively referred to as the load 10). The holding mechanism 20 is fixedly connected to the flight unit 140, or as Figure 1 and Figure 2 shown, is connected via a connecting portion 22 such as a rotating shaft or a gimbal having one or more degrees of freedom so as to be independently displaceable, whereby, regardless of the posture of the aircraft 100, the load 10 can be held in a specific posture (for example, horizontal).

[0102] Moreover, as a method of holding the load 10 in a specific posture, in addition to providing the connecting portion 22 between the flight unit 140 and the holding mechanism 20, the same effect can also be obtained by providing the connecting portion 22 between the holding mechanism 20 and the load 10. That is, it is more desirable to provide the connecting portion 22 at any position between the flight unit 140 and the load 10.

[0103] The position or direction of the rotating shaft 50 used for the displacement of the holding mechanism 20 or the load 10 is determined according to the posture taken by the aircraft 100 during flight. For an aircraft that only moves forward or backward, since the flight unit is inclined in the front-rear direction, by including at least a single axis that can rotate in the pitch direction, the inclination of the flight unit during flight can be eliminated, thereby enabling the held posture to be maintained. In addition, if dealing with inclinations in other axis directions (roll, yaw), a rotating shaft with two or more axes is provided.

[0104] The displacement of the holding mechanism 20 or the load 10 can be performed by passive control that uses the self-weight of the object to be held in the posture, or by active control that controls the posture using a motor or the like. If the posture is more precisely controlled, it is more desirable to perform active control. However, since the addition of the mechanism will cause an increase in weight, etc., the control method should be appropriately determined according to the purpose.

[0105] The holding mechanism 20 is composed of a material having a strength capable of withstanding flight, takeoff, and landing while holding the load 10. For example, resin, FRP, etc. are suitable as the constituent materials of the holding mechanism because they have rigidity and are light. And if metal is used, by using a metal with a relatively light specific gravity such as aluminum or magnesium, weight increase can be prevented while improving strength. In addition, these materials can be the same as the materials included in the frame 120 of the flight unit 140, or different materials.

[0106] Further, a motor mount (not shown) and a frame 120 included in the flight unit 140 may be formed by connecting respective components, or may be integrally formed using a single-shell structure or integrally molded (e.g., integrally molding the motor mount and the frame 120). By integrally forming the components, the seams of the respective components can be made smooth, and thus, reduction of drag or improvement of fuel efficiency can be expected.

[0107] The landing gear 130 included in the aircraft 100 is preferably configured to be longer in the downward direction (-Z direction) than the load 10 at least in a side view of the landing state facing the plane, so that the load 10 does not directly contact the landing surface 200 when the aircraft lands and is not impacted. The landing gear 130 may further include a shock absorption device 131 such as a damper.

[0108] The aircraft 100 includes a holding mechanism 20 that can hold the load 10 so that it does not fall at unexpected times such as during flight or during takeoff and landing. The holding mechanism 20 includes a holding portion 21 that can release the load 10 from the aircraft at a specific timing.

[0109] The aircraft 100 carrying the load 10 lands after flying over the destination.

[0110] After the aircraft 100 lands, the holding mechanism 20 lowers the load 10 while holding it, and then releases the load 10. At this time, the impact applied to the load or the inclination of the load is released within a specific range. Further, the surface (hereinafter collectively referred to as the cargo arrival surface 200) contacted by the released load is preferably flat, such as a landing facility or a landing pad of an airport, and has a shape that does not cause the released load to change its posture or inclination.

[0111] As Figures 1 to 7 shown, the holding mechanism 20 may also hold the load 10 by supporting the bottom surface of the load 10 with the holding portion 21. The aircraft 100 carrying the load 10 advances toward the destination. At this time, when the flight unit 140 and the holding mechanism 20 are connected so as to be able to displace independently, as Figure 2 shown, even if the aircraft 100 changes its forward posture, the posture of the load 10 does not change.

[0112] After the aircraft 100 lands at the destination, the holding mechanism 20 releases the load 10 as shown in Figure 4 and Figure 5 shown. In Figure 5 , the holding portion 21 included in the holding mechanism 20 moves vertically downward, whereby the support member 11 provided on the load 10 contacts the cargo arrival surface 200. After the support member 11 touches the ground, the holding portion 21 further descends, stops holding the load 10, and releases it.

[0113] As a method for lifting and lowering the payload 10, the following methods can be cited: lifting and lowering the holding part 21 using a motor, a servo, etc., transporting using gears or belts, winding or unwinding a rope-like member or a belt-like member, descending by its own weight in a state where the speed is restricted by a damper, etc. However, in the state where the aircraft has landed, as long as the problem of descending and releasing the payload within a specific impact range can be achieved, it is not limited to this. Also, during lifting and lowering, the movement of the payload is not limited to the vertical direction, and horizontal and inclined movements in the left-right direction or the front-back direction can also be performed as needed. Additionally, even if the movement direction during descent is not the vertical direction, for example, if a slider is used as shown in Figure 8 such, the posture of the payload 10 is likely to be significantly inclined. Therefore, it is preferable that, for example, as shown in Figure 9 the inclination of the carried posture is not greater than a specific angle, and in this way, the posture of the payload is maintained horizontally, and the payload is slid in this state, or as shown in Figures 10 to 11 a mechanism combining a parallel link mechanism and a rotating shaft is used, and the payload is lowered while maintaining the horizontal posture of the payload by the swinging motion of the link.

[0114] When the bottom surface is held, since the payload 10 is reliably lowered onto the cargo arrival surface 200 and smoothly released from the holding part 21, it is preferable to provide an avoidance part for the operation of the holding part on the cargo arrival surface 200 or the payload 10. When provided on the cargo arrival surface 200, as shown in Figure 30 and Figure 31 a convex part with an area where the payload 10 can be stably self-supported is provided, and the surrounding area is used as an avoidance part for the holding part 21. Thus, release can be performed without imparting an impact to the payload 10.

[0115] The method or speed of lowering the holding part 21 and the release position (height, etc.) of the payload 10 should be determined according to various conditions such as the type, size, weight of the payload, or the material of the landing surface 200 so that the impact applied to the payload is a specific size. If the impact is made smaller, it is preferable to slow down the descending speed when the payload lands and set the release position to a position where a part of the payload 10 touches the ground. However, in this case, the overall unloading speed will decrease.

[0116] Also, in the case where a dedicated landing airport for the express delivery aircraft, etc. is not provided, the same effect can be obtained by providing an avoidance part on the payload 10. For example, as shown in Figure 6 or Figure 7As shown, by providing a slender rectangular parallelepiped support member 11 at the lower part of the rectangular parallelepiped load 10, the load 10 is stably self-supported on the cargo arrival surface 200 through the support member 11, and the holding portion 21 can smoothly perform the release operation without friction or impact on the load 10.

[0117] Figure 13 And Figure 14 FIG. shows an enlarged view of a configuration example of the holding mechanism 20 when holding the bottom surface of the load 10. The holding portion 21 that supports the bottom surface of the load 10 can be lifted and lowered by the rotation of the motor 40 connected to the all-thread rod 41. And, through the hinge 23 provided at the vertical center, after the load 10 reaches the cargo arrival surface 200, the holding portion 21 is rotated outward in the left and right directions (+-X directions) respectively, so that the load 10 can be released. The release achieved by the hinge 23 can use, for example, a hinge (commonly called a spring hinge or a spring hinge) that opens when the hinge moves to a position lower than the cover portion 24 by the spring reaction force, or the hinge is pulled open by providing a rod connected to a servo or the like on the outer side in the left and right directions.

[0118] In addition, Figure 13 As shown, the servo 30 and the boom 31 shown are connected to the cover portion 24 via the rod 32. By the operation of the servo 30, the cover portion 24 and the load 10 rotate about the connecting portion 22 as an axis to control the posture of the load 10.

[0119] And, as Figure 15 And Figure 16 shown, during the flight of the aircraft 100, a pressing portion 26 is provided to prevent the load 10 from being displaced in the front-rear direction. The pressing portion 26 is a member provided inward from the holding portion 21 or a cover that covers the load (collectively referred to as a covering portion below) (for example, a protrusion, a plate, a roller mechanism, a cushioning material, etc. integrated with the covering portion). In order to prevent the sliding or swinging of the load 10, it is more desirable to mount the pressing portion 26 between the load 10 and the covering portion so that the load 10 has no space to move. However, the smaller the gap between the load 10 and the covering portion, the higher the possibility that the covering portion contacts and impacts the load 10 when the aircraft 100 takes off after releasing the load 10.

[0120] In an outdoor area affected by wind or the like, it is difficult to make the temporarily landed aircraft 100 take off accurately vertically upward. Therefore, it is more desirable to leave a gap between the load 10 and the covering portion to prevent the load 10 from contacting the covering portion when the aircraft 100 takes off obliquely upward. In order to prevent both the swing of the load 10 during flight and the contact between the aircraft 100 and the covering portion during re-takeoff, the installation position of the pressing portion 26 is preferably at such a height that it at least suppresses the unexpected movement of the load 10 during flight and does not suppress the movement of the load 10 at the time when the load 10 completes its descent through the holding mechanism 21. By means of the pressing portion 26, it is possible to suppress the swaying of the load 10 during flight and, at the same time, leave a gap between the load 10 and the covering portion when the aircraft 100 re-takes off.

[0121] Figures 17 to 21 is conceptually shown from Figure 14 the landing of the aircraft of the mechanism until the release of the load and the re-takeoff process. For the sake of facilitating the explanation of the unloading structure, Figures 17 to 21 is simplified and shown, for example, elements such as the landing gear 130 or the frame 120 of the aircraft are not shown.

[0122] First, as Figure 17 shown, in the state where the aircraft has landed, there is a distance between the cargo arrival surface 200 and the load 10. The load 10 and the holding portion 21 that supports the load 10 from the bottom are connected via a guide member to the all-thread rod 41 and, as Figure 18 shown, descend by the rotation of the motor 40. As the descent continues, initially, the support member 11 contacts the cargo arrival surface 200. As the descent progresses further, the holding portion 21 no longer holds the load 10 and the load is released. As the descent progresses further, the position of the hinge 23 of the spring hinge to be opened on the outer side in the left-right direction is lower than the cover portion 24. Thus, as Figure 19 shown, the hinge 23 that has lost the pressing of the cover portion 24 is pushed outward.

[0123] In the state where the hinge 23 is pushed open, by the re-takeoff of the aircraft, it is possible to withdraw the holding mechanism without the holding portion 21 or the like contacting the load 10 released on the cargo arrival surface. After taking off and ensuring a sufficient distance from the load, the holding portion 21 rises by the rotation of the motor 40, and the opened hinge 23 is pressed by the cover portion and closed.

[0124] The holding portion 21 may also be provided with a roller 25 or the like at its end portion to prevent hooking when contacting the load 10 due to swaying or the like during the re-takeoff of the aircraft.

[0125] <Details of the Second Embodiment>

[0126] In the details of the second embodiment of the present invention, the constituent elements that are the same as those in the first embodiment perform the same operations, so they will not be described again.

[0127] As Figures 22 to 24 shown, the holding mechanism 20 can be connected to the side surface of the load 10 for holding. At this time, examples of the connection method include a method of piercing a needle-like member into the side surface of the load, a method of providing a hole portion or a slit portion in the side surface of the load and inserting the holding portion 21, a method of adsorbing and desorbing using magnetic force or negative pressure, etc., as long as the load is connected so that it will not accidentally fall or swing, and it is not limited thereto.

[0128] When holding on the side surface, there is no need to provide an avoidance portion as the extraction space of the holding portion 21 as in the first embodiment where the load is supported from the bottom surface. Therefore, there is no need to provide a support member or the like below the load or a convex portion on the cargo arrival surface 200.

[0129] Also, when holding on the side surface, the load can be held even without providing a member such as a cover on the bottom surface, but a cover having effects such as waterproofing and dustproofing can also be provided, and it is opened and closed in a manner that does not interfere with the lowering and release of the load.

[0130] <Details of the Third Embodiment>

[0131] In the details of the third embodiment of the present invention, the constituent elements that are the same as those in the first embodiment and the second embodiment perform the same operations, so they will not be described again.

[0132] As Figures 25 to 27 shown, the holding mechanism 20 can be connected to the upper surface of the load 10 for holding. At this time, examples of the connection method include adsorption using magnetic force or negative pressure, or hooking the holding portion 21, etc., as long as the load is connected so that it will not accidentally fall or swing, and it is not limited thereto.

[0133] When using the method of hooking the holding portion 21, for example, a plate-like member including a hole portion as shown in Figure 28 and Figure 29 can also be used as the insertion member 12 of the holding portion.

[0134] When holding on the upper surface, there is no need to provide an avoidance portion as the extraction space of the holding portion 21 as in the first embodiment where the load is supported from the bottom surface. Therefore, there is no need to provide a support member or the like below the load or a convex portion on the cargo arrival surface 200.

[0135] Also, in the method of holding on the bottom surface or the side surface, in most cases, holding portions are provided on the left and right respectively, but in the method of connecting to the upper surface for holding, the holding mechanism is one, so weight reduction can be expected.

[0136] The configurations of the aircraft in each embodiment can be implemented by combining multiple ones. Preferably, in consideration of the manufacturing cost of the aircraft, or the environment or characteristics of the application site of the aircraft, a suitable configuration is appropriately studied.

[0137] The above embodiments are merely examples for facilitating the understanding of the present invention and are not used to limit and interpret the present invention. Of course, the present invention can be changed and improved without departing from its gist, and the present invention includes its equivalents.

[0138] [Description of symbols]

[0139] 10 Payload

[0140] 11 Support member

[0141] 12 Insertion member

[0142] 20 Holding mechanism

[0143] 21 Holding part

[0144] 22 Connecting part

[0145] 23 Hinge

[0146] 24 Cover part

[0147] 25 Roller

[0148] 40 Motor

[0149] 41 Fully threaded rod

[0150] 50 Rotating shaft

[0151] 100 Aircraft

[0152] 110a - 110h Propellers

[0153] 111a - 111h Motors

[0154] 120 Frame

[0155] 130 Landing gear

[0156] 131 Damper

[0157] 140 Flight unit

[0158] 200 Landing surface (cargo arrival surface)

Claims

1. An aircraft, characterized in that, Comprising a holding mechanism, the holding mechanism including a holding portion capable of holding the payload in a manner that holds the bottom surface of the payload, After the landing gear of the aircraft touches down, the holding mechanism moves the payload at least vertically downward while keeping it horizontal, The holding portion, through a hinge provided at the vertical center, causes the holding portion to rotate outward in the left and right directions respectively after the payload reaches the cargo arrival surface, so as to be able to release the payload, The holding portion further includes a cover portion, the cover portion being provided on the outer side in the left and right directions compared with the hinge, and suppressing the rotation of the hinge in the left and right directions, The hinge is released from the cover portion by moving to a position below the lower end of the cover portion.

2. The aircraft according to claim 1, wherein The holding mechanism moves until the payload touches down.

3. The aircraft according to claim 1 or 2, wherein The payload includes a support member having a height at the bottom.

4. The aircraft according to claim 1 or 2, wherein The holding portion has a side surface portion for holding the payload.

5. The aircraft according to claim 1 or 2, wherein The holding portion has an upper portion for holding the payload.

6. A method for goods arrival, characterized in that, Implemented by using an aircraft including a holding mechanism, the holding mechanism including a holding portion capable of holding the payload in a manner that holds the bottom surface of the payload, and the cargo arrival method includes the following steps: Using the holding mechanism, after the landing gear of the aircraft touches down, move the payload at least vertically downward while keeping it horizontal The holding portion, through a hinge provided at the vertical center, causes the holding portion to rotate outward in the left and right directions respectively after the payload reaches the cargo arrival surface, so as to be able to release the payload, The holding portion further includes a cover portion, the cover portion being provided on the outer side in the left and right directions compared with the hinge, and suppressing the rotation of the hinge in the left and right directions, The hinge is released from the cover portion by moving to a position below the lower end of the cover portion.

7. An aircraft system, characterized in that, Including an aircraft, the aircraft having a processor, the processor executing a cargo arrival method, the aircraft including a holding mechanism, the holding mechanism including a holding portion capable of holding the payload in a manner that holds the bottom surface of the payload, The cargo arrival method includes the following steps: Using the holding mechanism, after the landing gear of the aircraft touches down, move the payload at least vertically downward while keeping it horizontal, The holding portion, through a hinge provided at the vertical center, causes the holding portion to rotate outward in the left and right directions respectively after the payload reaches the cargo arrival surface, so as to be able to release the payload, The holding portion further includes a cover portion, the cover portion being provided on the outer side in the left and right directions compared with the hinge, and suppressing the rotation of the hinge in the left and right directions, The hinge is released from the cover portion by moving to a position below the lower end of the cover portion.

8. A program product, characterized in that, The program product includes a processor of an aircraft, and the processor executes a cargo arrival method, where the aircraft includes a holding mechanism, and the holding mechanism includes a holding portion capable of holding a payload in a manner of holding the bottom surface of the payload. The cargo arrival method includes the following steps: Using the holding mechanism, after the landing gear of the aircraft touches the ground, move the payload at least vertically downward while keeping it horizontal. After the payload reaches the cargo arrival surface, the holding portion rotates outward in the left and right directions respectively through a hinge provided at the center in the vertical direction, so as to be able to release the payload. The holding portion further includes a cover portion, and the cover portion is provided on the outer side in the left and right directions compared with the hinge, and inhibits the rotation of the hinge in the left and right directions. The hinge is released from the cover portion by moving to a position below the lower end of the cover portion.

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