Flying object

Abstract

To provide a flying object that can improve fuel consumption performance, and transport articles.SOLUTION: A flying body of the present invention comprises a carrying part for holding a distribution object, and the carrying part or the distribution object is mounted on a machine body in a manner that the carrying part or the distribution object is tilted backward in a front-back direction in a landing state or a hovering state. Further, the carrying part or the distribution object is mounted on the machine body in a manner that the carrying part or the distribution object is approximately horizontal during cruising. Further, in a landing state or a hovering state, a center position of the carrying part is arranged on a front side of a center position in the front-back direction of the machine body and below a lift force generation center point. Further, in the landing state or the hovering state, the center position of the carrying part is arranged on a rear side of the center position in the front-back direction of the machine body and below the lift force center generation center point.SELECTED DRAWING: Figure 1

Description

Technical Field

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

Background Art

[0002] In recent years, the practical application of delivery services using flying objects such as drones and unmanned aerial vehicles (hereinafter collectively referred to as "flying objects") has been promoted. A flying object equipped with a plurality of propellers, generally called a multicopter (hereinafter collectively referred to as a multicopter), does not require a runway for takeoff and landing like a general fixed-wing aircraft, so it can be operated on relatively narrow land and is suitable for providing transportation services such as delivery.

[0003] However, compared with an engine using liquid fuel, the flight distance of a multicopter may be short. Different from the case where flight is performed within a limited time or range such as photography, in the case of transportation applications, long-time and long-distance flight is required. In view of such a situation, Patent Document 1 discloses a flying object that can fly along an electric wire and perform long-distance transportation by using the electric power flowing through the electric wire (for example, see Patent Document 1).

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] Patent Document 1 discloses a flying object that can use the electric power flowing through an electric wire to improve the flight distance.

[0006] However, in transportation operations, flights sometimes take routes over the sea or mountainous areas where it is difficult to obtain power from external sources. In such cases, improving the fuel efficiency of the aircraft is necessary to achieve increased flight range.

[0007] Furthermore, in recent years, there has been a demand for larger sizes and weights of goods to be carried in a single flight. However, larger sizes and weights of goods can increase drag and motor load during the aircraft's movement, potentially leading to decreased fuel efficiency.

[0008] In view of these circumstances, one objective of the present invention is to provide an aircraft capable of improving fuel efficiency in the forward attitude primarily used by aircraft used for transportation. [Means for solving the problem]

[0009] According to the present invention, it is possible to provide an aircraft equipped with a carrying section for holding a delivery, wherein the carrying section or the delivery is attached to the aircraft such that the carrying section or the delivery is tilted backward in the front-rear direction when in a landing or hovering state.

[0010] Further issues and solutions disclosed in this application will be made clear in the section on embodiments of the invention and in the drawings. [Effects of the Invention]

[0011] According to the present invention, it is possible to provide an aircraft capable of transporting goods and with improved fuel efficiency. [Brief explanation of the drawing]

[0012] [Figure 1] This is a schematic diagram of the aircraft according to the present invention, viewed from the side. [Figure 2] This is a diagram of the aircraft in its cruising attitude, as shown in Figure 1. [Figure 3] Figure 1 is a schematic diagram of the flying object as seen from above. [Figure 4]It is a side view showing an example of a method for mounting an object on an aircraft. [Figure 5] It is a side view of the aircraft shown in FIG. 4 with an object stored. [Figure 6] It is a functional block diagram of the aircraft shown in FIG. 1. [Figure 7] It is a side view of an object to be mounted on an aircraft. [Figure 8] It is a front view of an object to be mounted on an aircraft. [Figure 9] It is a side view showing an example of a method for mounting an object on an aircraft. [Figure 10] It is a view of the aircraft shown in FIG. 9 in a cruising attitude. [Figure 11] It is a side view showing an example of the connection of an object to an aircraft. [Figure 12] It is a front view of the connection example shown in FIG. 11. [Figure 13] It is a schematic view of an existing aircraft seen from the side. [Figure 14] It is a view of the aircraft shown in FIG. 13 in a cruising attitude. [Figure 15] It is a side view showing an example of a method for mounting an object on an aircraft. [Figure 16] It is a side view showing an example of a method for mounting an object on an aircraft. [Figure 17] It is a side view showing an example of a method for mounting an object on an aircraft. [Figure 18] It is a side view showing an example of the mounting position of an object. [Figure 19] It is a side view showing an example of the mounting position of an object. [Figure 20] It is a side view showing an example of the mounting position of an object. [Figure 21] It is a side view showing an example of the mounting position of an object. [Figure 22] It is a side view showing an example of the mounting position of an object. [Figure 23] It is a side view showing an example of the mounting position of an object. [Figure 24] It is a side view showing an example of the mounting direction of an object on an aircraft. [Figure 25]This is a side view showing an example of the orientation in which the payload of an aircraft is mounted. [Figure 26] This is a side view showing an example of the orientation in which the payload of an aircraft is mounted. [Figure 27] This is a side view showing an example of the orientation in which the payload of an aircraft is mounted. [Figure 28] This is a side view illustrating an example of how to load payloads onto an aircraft. [Figure 29] Figure 28 shows the aircraft in its cruising attitude. [Modes for carrying out the invention]

[0013] The embodiments of the present invention will be described by listing them. The flying vehicle according to the embodiments of the present invention has the following configuration. [Item 1] An aircraft equipped with a carrying section for holding delivered goods, The aforementioned loading unit or the delivery item is attached to the aircraft such that, in the landing or hovering state, the loading unit or the delivery item is tilted backward in the front-rear direction. An aircraft characterized by the following features. [Item 2] The aforementioned loading unit or the delivery item is attached to the aircraft such that it is substantially horizontal when cruising. The flying object described in item 1, characterized by the features described herein. [Item 3] In the landing or hovering state, the center position of the mounting section is located forward of the aircraft's longitudinal center and below the center point of lift generation. An aircraft as described in item 1 or 2, characterized by the features described herein. [Item 4] In the landing or hovering state, the center position of the mounting section is located aft of the center position in the longitudinal direction of the aircraft, and below the center point of lift generation. An aircraft as described in item 1 or 2, characterized by the features described herein. [Item 5] In the landing or hovering state, the center position of the mounting section is located aft of the center position in the longitudinal direction of the aircraft, and above the center point of lift generation. An aircraft as described in item 1 or 2, characterized by the features described herein. [Item 6] In the landing or hovering state, the center position of the mounting section is located forward of the aircraft's longitudinal center and above the center point of lift generation. An aircraft as described in item 1 or 2, characterized by the features described herein. [Item 7] In the landing or hovering state, the center position of the mounting section coincides with or approximately coincides with the center position in the longitudinal direction of the aircraft, and is located near the center point of lift generation or near the center of gravity of the aircraft. An aircraft as described in item 1 or 2, characterized by the features described herein. [Item 8] In the landing or hovering state, the center position of the mounting section coincides with or approximately coincides with the center position in the longitudinal direction of the aircraft, and is located above the center point of lift generation. An aircraft as described in item 1 or 2, characterized by the features described herein. [Item 9] In the landing or hovering state, the center position of the mounting section coincides with or approximately coincides with the center position in the longitudinal direction of the aircraft, and is located below the center point of lift generation. An aircraft as described in item 1 or 2, characterized by the features described herein. [Item 10] The aforementioned loading unit is configured to store the delivery items from the front and above of the aircraft. The flying object described in item 1, characterized by the features described herein. [Item 11] The aforementioned loading unit is configured to store the delivery items from the rear and below the aircraft. The flying object described in item 1, characterized by the features described herein. [Item 12] The aforementioned loading unit is configured to store the delivery items from the front and below the aircraft. The flying object described in item 1, characterized by the features described herein. [Item 13] The aforementioned loading unit is configured to store the delivery items from the rear and above of the aircraft. The flying object described in item 1, characterized by the features described herein. [Item 14] The aforementioned mounting section is configured to store the delivered items by an openable and closable lid. An aircraft characterized by any one of items 10 to 13. [Item 15] The aforementioned flying object is equipped with legs at least at the front and rear, The front leg is longer than the rear leg. An aircraft as described in item 1 or 2, characterized by the features described herein.

[0014] <Details of embodiments according to the present invention> The following describes an aircraft according to an embodiment of the present invention with reference to the drawings.

[0015] <Details of the first embodiment>

[0016] As illustrated in Figures 1 and 2, the aircraft 100 is an aircraft capable of taking off, landing, and flying with the payload 10 loaded.

[0017] The aircraft 100 takes off from the takeoff point and flies to its destination. For example, if the aircraft is making a delivery, upon reaching the destination, it lands at a port or similar location, or hovers above the port or similar location, and completes the delivery by releasing the cargo. After releasing the cargo, the aircraft moves on to another destination, for example.

[0018] As shown in Figures 1 and 2, the aircraft 100 according to the embodiment of the present invention is equipped with a flight section that includes a plurality of rotor sections consisting of at least a propeller 110 and a motor 111, as well as elements such as a motor mount and a frame 120 that support the rotor sections, in order to perform flight, and it is desirable that it is equipped with energy (for example, a secondary battery, fuel cell, fossil fuel, etc.) to operate them.

[0019] Note that the aircraft 100 shown in the illustration is simplified for the purpose of facilitating the explanation of the structure of the present invention, and detailed components such as the control unit are not shown.

[0020] The aircraft 100 has the direction of arrow D (-Y direction) in the diagram as its forward direction (more details will be provided later).

[0021] In the following explanation, terms may be used according to the following definitions: Forward / backward direction: +Y and -Y directions, Up / down direction (or vertical direction): +Z and -Z directions, Left / right direction (or horizontal direction): +X and -X directions, Forward direction (forward): -Y direction, Backward direction (backward): +Y direction, Upward direction (up): +Z direction, Downward direction (down): -Z direction

[0022] The propeller 110 rotates in response to the output from the motor 111. The rotation of the propeller 110 generates thrust to allow the aircraft 100 to take off from its starting point, move, and land at its destination. The propeller 110 can rotate to the right, stop, and rotate to the left.

[0023] The propeller 110 of the aircraft of the present invention has one or more blades. The number of blades (rotor) can be any number (e.g., 1, 2, 3, 4, or more). The shape of the blade can be any shape, such as flat, curved, twisted, tapered, or a combination thereof. The shape of the blade can be changed (e.g., extension, folding, bending, etc.). The blade may be symmetrical (having the same upper and lower surfaces) or asymmetrical (having upper and lower surfaces of different shapes). The blade can be formed into an airfoil, wing, or a geometric shape suitable for generating dynamic aerodynamic forces (e.g., lift, thrust) when the blade is moved through the air. The geometric shape of the blade can be appropriately selected to optimize the dynamic aerodynamic characteristics of the blade, such as increasing lift and thrust and reducing drag.

[0024] Furthermore, the propellers of the aircraft of the present invention may be fixed-pitch, variable-pitch, or a combination of fixed-pitch and variable-pitch, but are not limited to these.

[0025] The motor 111 generates the rotation of the propeller 110, and the drive unit may include, for example, an electric motor or an engine. The blades are driveable by the motor and rotate around the motor's axis of rotation (for example, the motor's long axis).

[0026] The blades can all rotate in the same direction, or they can rotate independently. Some blades can rotate in one direction, while others rotate in other directions. The blades can all rotate at the same speed, or they can rotate at different speeds. The speed can be determined automatically or manually based on the dimensions of the moving object (e.g., size, weight) and the control state (speed, direction of movement, etc.).

[0027] The aircraft 100 uses a flight controller 1001, ESC 112, transmitter / receiver (RCP) 1006, etc., to determine the rotation speed of each motor and the flight angle according to the wind speed and direction. This allows the aircraft to move, such as ascending and descending, accelerating and decelerating, and changing direction.

[0028] The aircraft 100 can perform autonomous flight in accordance with routes and rules set in advance or during flight, or it can be controlled using the transmitter / receiver (transmitter) 1006.

[0029] The aforementioned aircraft 100 has the functional blocks shown in Figure 6. Note that the functional blocks in Figure 6 are an example of a minimum reference configuration. The flight controller 1001 is a so-called processing unit. The processing unit may have one or more processors, such as a programmable processor (e.g., a central processing unit (CPU)). The processing unit has memory (not shown) that is accessible. The memory stores logic, code, and / or program instructions that the processing unit can execute to perform one or more steps. The memory may include a separable medium such as an SD card or random access memory (RAM), or an external storage device. Data acquired from sensors 1002 may be directly transmitted to and stored in memory. For example, still images and video data captured by a camera, etc., are recorded in the internal memory or external memory.

[0030] The processing unit includes a control module configured to control the state of the rotorcraft. For example, the control module has six degrees of freedom (translational motion x, y, and z, and rotational motion θ). x , θ y and θ z The control module controls the propulsion mechanism (motors, etc.) of a rotary-wing aircraft to adjust its spatial arrangement, speed, and / or acceleration. The control module can control one or more of the onboard components and the state of the sensors.

[0031] The processing unit can communicate with a transceiver 1005 configured to transmit and / or receive data from one or more external devices (e.g., terminals, display devices, or other remote controllers). The transceiver 1006 can use any suitable means of communication, such as wired or wireless communication. For example, the transceiver 1005 can utilize one or more of the following: local area network (LAN), wide area network (WAN), infrared, wireless, Wi-Fi, point-to-point (P2P) network, telecommunications network, cloud communication, etc. The transceiver 1005 can transmit and / or receive one or more of the following: data acquired by sensors 1002, processing results generated by the processing unit, predetermined control data, user commands from a terminal or remote controller, etc.

[0032] The sensors 1002 according to this embodiment may include inertial sensors (accelerometers, gyroscopes), GPS sensors, proximity sensors (e.g., LiDAR), or vision / image sensors (e.g., cameras).

[0033] In the embodiment of the present invention, the rotation plane of the propeller 110 of the aircraft 100 is tilted forward in the direction of travel during flight. The tilted rotation plane of the propeller 110 generates upward lift and thrust in the direction of travel, causing the aircraft 100 to move forward.

[0034] The aircraft 100 has a flight section that generates lift and thrust, equipped with a motor, propeller, frame, etc., and may also have a main body capable of housing a processing unit, battery, etc., mounted on the flight section. The main body can efficiently shorten flight time by optimizing the shape of the aircraft 100 in the cruising attitude, which is expected to be maintained for a long time while the aircraft 100 is moving, and by improving the flight speed.

[0035] The main body should preferably have an outer shell with sufficient strength to withstand flight and takeoff / landing. For example, plastic, FRP, etc., are suitable materials for the outer shell because they have rigidity and water resistance. These materials may be the same as the frame 120 (including the arms) included in the flight section, or they may be different materials.

[0036] Furthermore, the motor mount, frame 120, and main body of the flight unit may be constructed by connecting each component, or they may be molded as a single unit using a monocoque structure or integral molding (for example, the motor mount and frame 120 may be molded as a single unit, or the motor mount, frame 120, and main body may all be molded as a single unit). By integrating the components, it becomes possible to smooth the joints between each component, which can lead to the drag reduction and fuel efficiency improvements that are characteristic of aircraft such as blended wing bodies and lifting bodies.

[0037] The shape of the aircraft 100 may have directionality. For example, the aircraft 100 may have a streamlined main body that has less drag in a cruising attitude in calm conditions, or a shape that improves flight efficiency when the nose of the aircraft is facing the wind.

[0038] The mounting section 11 is a part connected to the flight section. The mounting section 11 is configured to hold, for example, the payload 10, and more preferably to enclose the payload 10. In this embodiment, the payload 10 is described as an example of a transport box that serves as luggage or its packaging material, but this technology is not limited to such examples. The payload 10 may include, for example, daily necessities, books, food, and other delivered goods delivered from a retailer to the ordering user (directly or via a pick-up location such as a retail store, agent, or temporary storage location), as well as devices such as cameras, sensors and actuators for inspecting structures, and other objects that can be mounted on the flight section. The objects constituting the mounting section 11 may be one or more. These mounting sections 11 are fixed to the flight section and tilt in accordance with the inclination of the flight body.

[0039] Next, referring to Figures 1 and 3, the center B1 of the mounting section 11 according to this embodiment is preferably located in the landing or hovering state, when viewed from the side (+X and -X directions) with respect to the direction of travel (forward and backward direction) D, forward of the central position C1 in the forward and backward direction of the aircraft 100, and below any of the following (1) to (3): (1) the lift generation region L1 (lift generation center point L2); (2) the central position C2 in the vertical direction of the aircraft 100; (3) the center of gravity G1 of the aircraft 100.

[0040] Furthermore, a similar or approximate effect can be obtained if the center of gravity G2 of the mounting section 11 is located forward of the central position C1 of the aircraft 100 when viewed from the side (+X direction and -X direction) with respect to the direction of travel (forward / backward direction) D in the landing or hovering state, and is located below any of the aforementioned (1) to (3).

[0041] Here, the center of gravity G1 of the aircraft 100 according to this embodiment refers to the overall center of gravity of the flight section and the main body. The center of gravity G3 refers to the overall center of gravity of the flight section, the main body, the payload section, and the payload. The lift generation region L1 in the rotary-wing aircraft 1 according to this embodiment is the region included in the width of the blades of each propeller 110 (length along the height direction Z in Figure 1). In this lift generation region L1, a lift generation center point (lift center) L2 may exist based on the position of each propeller 110 in a plan view. The lift center L2 is located at the geometric center position of each propeller 110 in a plan view when the output of each propeller 110 is approximately the same.

[0042] Furthermore, if, for example, each of the propellers 110 is provided in a mixed push and pull configuration, or is provided in a staggered configuration, the lift generation region L1 can be defined as follows. First, the positions of the upper and lower ends of the propeller blades 110 in the width direction (height direction H in the rotorcraft 1) are obtained for each rotation axis of the motor 111. The space between the least-squares plane obtained by the point clouds corresponding to each of the upper end positions on each rotation axis and the least-squares plane obtained by the point clouds corresponding to each of the lower end positions on each rotation axis can be defined as the lift generation region L1. In this case, the position of the lift center L2 is the same as in the case described above.

[0043] Furthermore, the central position C1 of the flight unit 140 refers to the position that is in the middle between the front end and the rear end of the flight unit 140 in the longitudinal direction D, and the central position C2 of the flight unit 140 refers to the position that is in the middle between the upper end and the lower end of the flight unit 140 in the vertical direction. In addition, the intersection of the central position C3, which is the middle between the right end and the left end of the flight unit 140 in the lateral direction, and the central position C1 is the central position C4 in the top view of the flight unit.

[0044] As illustrated in Figure 7, the payload 10 is generally placed on the bottom surface of the payload section 11. Even when the payload 10 is a box containing multiple items, the items are generally placed on the bottom side inside the payload. Therefore, the center of gravity G2 of the payload section 11 is likely to be below the center of the payload section. In other words, by setting the center point B1 of the payload section below any of the aforementioned (1) to (3), in many cases the center of gravity G2 of the payload section 11 can also be below any of (1) to (3). As a result, in the landing or hovering state, the center of gravity G3 is forward (+Y) and downward (-Z) compared to the center of gravity G1 of the aircraft.

[0045] In conventional rotary-wing aircraft, as shown in Figures 12 and 13, which do not take into account the position of the center of gravity G3, the rotor needs to be tilted for cruising, which requires raising the rear of the rotor and lowering the front. In this case, the lift from the rear propeller needs to be greater than the lift from the front propeller. As a result, the rotational speed of the rear motor increases while the rotational speed of the front rotor decreases during forward movement. Thus, variations in motor rotational speed can occur. Furthermore, since the payload is attached to the lower center of the aircraft, the center of gravity G3 is at the rear of the aircraft, and the difference in motor rotational speed becomes larger.

[0046] Figure 2 shows an example of the flight mode of the aircraft 100 during cruising according to this embodiment. The aircraft 100 shown in Figure 2 is in a state where it is tilted with respect to the direction of travel D and flying in the direction of travel D. At this time, the center of gravity G3 of the aircraft 100 is closer to the center of lift L2 compared to the conventional rotary-wing aircraft shown in Figure 13 (for example, it is lower and closer to the direction of travel than the conventional aircraft).

[0047] When cruising in this attitude, the positional relationship between the lift center L2, which is the center of lift generated in the height direction Z, and the center of gravity G3 reduces the variation in the load on the motor 111 that can be generated on the aircraft 100. As a result, the lift F1 generated by the forward propeller 110a and the lift F2 generated by the rear propeller 110b can be obtained in a state where the difference between them is smaller when the rotorcraft 1 is tilted with respect to the direction of travel F compared to when a conventional rotorcraft is tilted in the same way. Consequently, the difference in rotational speed between motor 111a and motor 111b is also reduced.

[0048] In the aircraft 100 according to this embodiment, when the aircraft 100 is tilted in the direction of travel D during cruising, the difference in rotational speed between the front motor 111a and the rear motor 111b can be reduced. This makes it possible to suppress variations in battery consumption (i.e., energy consumption) due to differences in motor rotational speed during cruising. As a result, for example, the cruising time can be further extended. In addition, the load on the motors can be made more uniform, and the motors can be operated more efficiently. Therefore, it is possible to improve the operational efficiency of rotary-wing aircraft during cruising.

[0049] By positioning the flight unit and the payload unit 11 as described above, the rotational speeds of each motor 111 can be averaged during the cruising of the aircraft 100. This reduces variations in the output of the motors 111 and the resulting effects. Therefore, it becomes possible to operate the aircraft 100 more efficiently during long-distance flights and other operations.

[0050] In recent years, there has been a growing demand for larger cargo to be transported by aircraft. For example, when delivering multiple items to remote islands or settlements rather than individual homes, consolidating the items can increase transport efficiency.

[0051] However, as the amount of payload increases, and the volume of the payload or the payload section increases, the drag when the aircraft 100 moves may increase.

[0052] For example, as shown in Figure 13, if the payload is mounted at an angle that is tilted backward during landing or hovering compared to the cruising attitude (for example, tilted forward in the cruising attitude and horizontal during landing or hovering), the frontal projected area of ​​the payload when the aircraft is tilted forward (the area of ​​the payload when viewed from the front of the aircraft) increases compared to when it is landing or hovering, as shown in Figure 14 (for example, comparing the total height H3 of the payload during landing or hovering with the total height H4 of the payload in the cruising attitude, H4 is larger).

[0053] In the aircraft of this embodiment, the increase in the frontal projected area of ​​the aircraft during cruising is suppressed by mounting the payload section 11 or the payload 10 at a predetermined angle, thereby preventing a decrease in flight efficiency. The predetermined angle is preferably an angle at which the frontal projected area or drag during cruising is smaller compared to that during landing or hovering.

[0054] As illustrated in Figures 1 and 2, if the payload is mounted so that it is tilted backward in the longitudinal direction (upward toward the direction of travel) during landing and hovering, and at an angle that is closer to horizontal (approximately horizontal) during cruising compared to when it is landing or hovering, the frontal projected area of ​​the payload when the aircraft is tilted forward will decrease compared to when it is landing or hovering (for example, comparing the total height H1 of the payload during landing or hovering with the total height H2 of the payload in the cruising attitude, H2 is smaller).

[0055] As illustrated in Figure 17, the payload itself may be attached to and fixed to the flight unit or main body at a predetermined angle, or, as illustrated in Figures 4 and 5, 15 and 16, the payload 10 may be placed on a pre-installed mounting section 11 at a predetermined angle.

[0056] When placing payloads manually, heavy payloads can make it difficult to push them up from below the aircraft. In particular, in such cases, providing access from the front and above the aircraft, as shown in Figure 4, or from above the aircraft, as shown in Figure 16, can simplify the placement of payloads to the payload section. When using the placement method shown in Figure 16, providing openings in the aircraft section or main body that allow the payload to pass through enables the payload to be placed without obstruction.

[0057] <Details of the second embodiment>

[0058] In detail of the second embodiment according to the present invention, components that overlap with those in the first embodiment perform similar operations, so a further explanation will be omitted.

[0059] The loaded items 10 may be packaged in stackable components such as trays or plates (hereinafter collectively referred to as tray components). In recent years, with the spread of e-commerce sites and the like, the number of packages delivered to homes and businesses has increased. This can increase the burden on users and the environment, such as the need to secure storage space for packaging materials that arrive with the goods and the need to dispose of them. Many packages are stored in packaging materials such as cardboard boxes, and there is a concern that they will be bulky if stored in the form they arrived in. By using tray components to package the loaded items, it is possible to reduce the space required to store the packaging materials, as well as reduce the resources used for the materials themselves.

[0060] For example, as shown in Figure 8, one method involves placing items on a tray member 20 and securing them to prevent them from unintentionally falling off the tray member 20 using a covering material (hereinafter collectively referred to as film 21) that can restrict the movement of the items, such as a resin film or net. The user does not receive box-shaped packaging materials, and since multiple tray members 20 can be stacked, storage space is reduced. Furthermore, if cushioning is necessary, cushioning material can be provided in the mounting section 11, or shock absorbers 131 can be provided in the landing gear 130 of the aircraft, which is expected to further reduce the amount of materials remaining in the user's possession.

[0061] Furthermore, when using the tray member 20 as packaging material, as shown in Figures 9 and 10, by connecting the tray member 20 to the aircraft body 100 with the item facing downwards, the size and height of the load can be minimized. This reduces the frontal projected area of ​​the aircraft during cruising compared to using a box-shaped load compartment, resulting in a greater effect on reducing drag and improving fuel efficiency.

[0062] As an example of a method for connecting the tray member 20 to the aircraft 100 with the tray member 20 facing upwards, a rail-shaped suspension member may be provided on the mounting section 11 as shown in Figures 11 and 12, and a projection that can be fitted into the rail may be provided on a part of the tray member 20 (for example, on two opposing sides) to suspend the load. In this case, a projection-shaped anti-slip device 12 or the like may be provided as shown in Figure 12 to prevent the load 10 from unintentionally sliding off the rail due to the tilt of the aircraft.

[0063] The method of connecting the tray member 20 to the aircraft body can be any method that does not unintentionally detach the tray member or its contents. Examples of methods other than using the rail-like member described above include, but are not limited to, fixing with strings, belts, hook-and-loop fasteners, latch-lock mechanisms, magnetic attachment or suction, and suspension with string-like members.

[0064] In the above embodiment, a configuration in which the mounting section 11 or the payload 10 is positioned forward and downward was illustrated from the viewpoint of the center of gravity. However, from the viewpoint of making the angle of the mounting section 11 or the payload 10 horizontal during cruising, a configuration as shown in Figures 18-21 also has the effect of reducing the frontal projected area of ​​the mounting section 11. In other words, it is possible to reduce the air resistance of the mounting section 11 or the payload 10 during the cruising of the aircraft 100 and improve flight efficiency.

[0065] The positions of the payload when the aircraft is in a landed or hovering state are explained in each figure. In Figure 18, the center B1 of the payload is located behind the center of the aircraft in the longitudinal direction, and below any of the aforementioned (1) to (3). In this case, the center of gravity G3 is located behind (-Y) and below (-Z) the center of gravity G1 of the aircraft when it is in a landed or hovering state.

[0066] In Figure 19, the center B1 of the mounting section is located behind the center of the aircraft in the longitudinal direction, and above any of the aforementioned (1) to (3). In this case, the center of gravity G3 is located behind (-Y) and above (+Z) the center of gravity G1 of the aircraft when it is landed or hovering.

[0067] In Figure 20, the center B1 of the mounting section is located forward of the aircraft's longitudinal center and above any of the aforementioned (1) to (3). In this case, the center of gravity G3 is forward (+Y) and upward (+Z) compared to the aircraft's center of gravity G1 when the aircraft is landed or hovering.

[0068] In Figure 21, the center B1 of the mounting section coincides with or approximately coincides with the center of the aircraft in the longitudinal direction, and is located near (coinciding with or approximately coincident with) any of the aforementioned (1) to (2) or (3). In this case, the center of gravity G3, in the landing or hovering state, is approximately the same position in the longitudinal and vertical directions as the center of gravity G1 of the aircraft, or is lower in the vertical direction (-Z).

[0069] In Figure 22, the center B1 of the mounting section coincides with or approximately coincides with the center of the aircraft in the longitudinal direction, and is located above any of the aforementioned (1) to (3). In this case, the center of gravity G3 is approximately the same position in the longitudinal direction as the center of gravity G1 of the aircraft, but higher (+Z), when the aircraft is landed or hovering.

[0070] In Figure 23, the center B1 of the loading section is located at the center of the aircraft in the longitudinal direction and below the center point of lift generation. In this case, the center of gravity G3 is approximately the same position in the longitudinal direction as the center of gravity G1 of the aircraft in the landing or hovering state, and approximately the same position or higher (-Z) in the vertical direction.

[0071] The reduction in the frontal projected area of ​​the payload during cruising flight is achieved, as in the above embodiment, by comparing the total height H1 of the payload during landing or hovering with the total height H2 of the payload in a cruising attitude, where H2 becomes smaller.

[0072] Furthermore, the bottom surface of the mounting section changes from a backward tilt to nearly horizontal, reducing the angle corresponding to the angle of attack. This is expected to prevent the bottom surface of the mounting section from generating unintended lift, thus preventing a decrease in the efficiency of propulsion by the rotor blades.

[0073] For example, if the mounting section 11 or the payload 10 is mounted at a predetermined angle backward relative to a landing or hovering aircraft, the frontal projected area of ​​the mounting section and the payload itself will decrease when the aircraft tilts forward. Furthermore, if the mounting section 11 or the payload 10 is positioned behind and below the center of the aircraft as shown in Figure 18, or at the center of the aircraft as shown in Figure 21, the increase in the frontal projected area will be reduced because, even in a front view of the entire aircraft, the mounting section or the payload will overlap with the main body of the aircraft when the aircraft tilts forward.

[0074] In the aircraft illustrated in Figures 20-22, the payload section 11 is tilted backward at a predetermined angle, and the payload section 11 is located near the center of the aircraft in a side view. By placing the payload near the center in the front-to-back direction of the aircraft, the pitch speed of the aircraft is improved.

[0075] When placing the payload 10 into the box-shaped mounting section 11, which is inclined at a predetermined angle, the opening in the mounting section only needs to have a surface and width that allows the payload to be inserted. For example, as illustrated in Figures 24-27, the payload can be stored from the front or rear of the mounting section, from the top or bottom of the mounting section, and also placed by storing it from the side of the mounting section. It is preferable to select and use a method of storing the payload that is suitable for the installation position of the mounting section and the operation method of the aircraft.

[0076] If the mounting section 11 has an opening, it is preferable to use a method for opening and closing the opening that does not hinder the storage of the mounted object. Examples include, but are not limited to, a sliding mechanism as shown in Figure 24, rotation by a hinge as shown in Figure 27, integration of the lid member 13 and the mounted object as shown in Figure 25, and a roll shutter as shown in Figure 26. Furthermore, the lid member 13 may have a waterproof function or a sealing function to prevent the entry of wind and rain, and may have sufficient strength to support the mounted object 11.

[0077] Furthermore, the mounting section 11 is not limited to having only one opening; it may have two or more openings. For example, the storage and detachment of the load 10 stored through an opening provided above the mounting section 11 may be simplified by detaching it through an opening provided below or to the side of the mounting section 11.

[0078] As illustrated in Figures 18-20 and Figures 22 and 23, the mounting section 11 may be positioned so as not to penetrate the enclosed space surrounded by two or more frames 120. In this case, a deck can be provided in the center of the aircraft instead of an opening to install control units and sensors 1002, or plate-like members can be added to further increase rigidity.

[0079] When loading an object from below the loading section 11 and slanting upwards, it is desirable that the loading section be equipped with an anti-slip surface 12. For example, as shown in Figure 22, by providing a protruding anti-slip surface 12 on the loading surface, it is possible to prevent the object from flying out of the loading section even if it slides down due to its own weight. A similar effect can also be obtained by using or attaching a material with a high coefficient of friction to part or all of the loading surface to prevent the object from sliding.

[0080] Up to this point, we have discussed how the angle of the mounting section 11 and the payload 10 can improve flight efficiency, but similar configurations may be used for other aircraft components as well. For example, as shown in Figures 28 and 29, tilting the frame 120 or main body of the aircraft backward in the landing or hovering state can reduce the frontal projected area during cruising flight and improve flight efficiency. At the same time, an increase in weight and frontal projected area due to the extension of the landing gear is also possible, so it is desirable to consider various trade-offs when determining the angles of aircraft parts other than the mounting section 11 and the payload 10, such as the frame 120 and main body of the aircraft.

[0081] In recent years, various forms of aircraft have been considered and implemented for use in industries other than delivery (for example, inspection, surveying, photography, surveillance, agriculture, disaster prevention, etc.). By carrying rescue equipment, information gathering devices, radio relays, etc., it is expected that urgently needed items can be delivered faster and over longer distances, and information can be quickly gathered regarding highly urgent events such as accidents and disasters.

[0082] The embodiments described above are merely illustrative to facilitate understanding of the present invention and are not intended to limit its interpretation. The present invention can be modified and improved without departing from its spirit, and it goes without saying that the present invention includes equivalents thereof. [Explanation of symbols]

[0083] 10. Cargo, Luggage 11 Mounting section 12 Anti-slip 13 Lid member 20 Tray components 21 film 100 flying objects 110a-110d propeller 111a-111d motor 120 frames 130 landing gear 131 Shock absorber

Claims

1. An aircraft comprising a mounting portion for holding a delivery object, wherein the mounting portion or the delivery object is attached to the aircraft such that the mounting portion or the delivery object tilts backward in the front-rear direction in a landing state or a hovering state, and the mounting portion is configured to store the delivery object from above the aircraft. An aircraft characterized by the above.

2. The mounting portion or the delivery object is attached to the aircraft such that the mounting portion or the delivery object is substantially horizontal during cruising. The aircraft according to claim 1, characterized by the above.

3. In a landing state or a hovering state, the central position of the mounting portion is on the front side of the central position in the front-rear direction of the aircraft body and is provided below the lift generation center point. The aircraft according to claim 1 or 2, characterized by the above.

4. In a landing state or a hovering state, the central position of the mounting portion is on the rear side of the central position in the front-rear direction of the aircraft body and is provided below the lift generation center point. The aircraft according to claim 1 or 2, characterized by the above.

5. In a landing state or a hovering state, the central position of the mounting portion is on the rear side of the central position in the front-rear direction of the aircraft body and is provided above the lift generation center point. The aircraft according to claim 1 or 2, characterized by the above.

6. In a landing state or a hovering state, the central position of the mounting portion is on the front side of the central position in the front-rear direction of the aircraft body and is provided above the lift generation center point. The aircraft according to claim 1 or 2, characterized by the above.

7. In a landing state or a hovering state, the central position of the mounting portion coincides with or substantially coincides with the central position in the front-rear direction of the aircraft body and is provided near the lift generation center point or near the center of gravity of the aircraft body. The aircraft according to claim 1 or 2, characterized by the above.

8. In a landing state or a hovering state, the central position of the mounting portion coincides with or substantially coincides with the central position in the front-rear direction of the aircraft body and is provided above the lift generation center point. The aircraft according to claim 1 or 2, characterized by the above.

9. In a landing state or a hovering state, the central position of the mounting portion coincides with or substantially coincides with the central position in the front-rear direction of the aircraft body and is provided below the lift generation center point. The aircraft according to claim 1 or 2, characterized by the above.

10. The mounting part is configured to store the delivered item with a lid that can be opened and closed. The aircraft according to claim 1 or 2, characterized in that.

11. The aircraft is provided with legs at least in the front and rear. The leg on the front side is longer than the leg on the rear side. The aircraft according to claim 1 or 2, characterized in that.

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