Aerial movement system

Abstract

To provide an aerial movement system which can perform proper control for allowing an aerial mobile body to enter a space between the sun and an object to block sunlight and stably provide shade.SOLUTION: An aerial movement system 100 includes: an aerial mobile body 10; and a control unit 20 configured to control operation of the aerial mobile body 10. The aerial mobile body 10 includes: a floating force generation source 30; a block part 40 which blocks sunlight; and sensors 51, 52 which acquire information for specifying a position direction of an object and a position direction of the sun. The control unit 20 includes position direction specifying means for specifying a position direction located between the object and the sun based on information from the sensors and controls the floating force generation source 30 so that the aerial mobile body 10 is moved to the position direction specified by the position direction specifying means to block the sunlight from the object with the block part 40 and provide shade.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to an aerial mobility system that provides shade by blocking sunlight from objects such as people. [Background technology]

[0002] As a conventional system of this type, a system that combines an umbrella section with an aerial moving mechanism (a drone called a quadcopter) is known (see Patent Documents 1, 2, and 3, for example). Also, an autonomous mobile flying object equipped with a bellows-shaped umbrella is known (see Patent Document 4). Also, a system is known in which an umbrella is held by an unmanned aerial vehicle and is activated when getting on and off a car (see Patent Document 5). Also, a solar shading device is known that measures the position and distance from a floating body to a shaded body and controls the floating body to approach a predetermined distance position to shade the shaded body from sunlight (see Patent Document 6). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2015-048025 A [Patent Document 2] JP 2020-50338 A [Patent Document 3] Patent Publication No. 2022-027784 [Patent Document 4] Patent No. 6670064 [Patent Document 5] Special Publication No. 2020-510577 [Patent Document 6] JP 2008-212421 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, the systems and devices shown in Patent Documents 1 to 5 do not disclose any control over the umbrella portion to prevent it from coming between the sun and a person, and therefore do not function as a parasol to block sunlight. Also, the device shown in Patent Document 6 does not measure and grasp the positions and directions of both the target object (object to be shaded) and the sun in real time, and therefore cannot appropriately control the floating object to get between the object to be shaded and the sun.

[0005] The present invention is devised to solve the above-mentioned problems, and aims to provide an aerial mobility system that can perform appropriate control to get between the sun and an object to block sunlight, thereby providing stable shade. [Means for solving the problem]

[0006] The present invention relates to an aerial moving system comprising an aerial moving body and a control unit which controls the operation of the aerial moving body, the aerial moving body comprising a buoyancy force generating source which suspends the aerial moving body, a shielding unit which blocks sunlight, and a sensor which acquires information for identifying the position direction of an object and the position direction of the sun, the control unit comprising a position and direction identification means which identifies the position direction between the object and the sun based on information from the sensor, controls the buoyancy force generating source so that the aerial moving body moves in the position direction identified by the position and direction identification means, and uses the shielding unit to block the sunlight from the object to provide shade.

[0007] In the above-described aerial movement system, it is preferable that the buoyancy force generation source is provided on the outer periphery of the aerial moving body, and the shielding portion is provided on the inner periphery side of the buoyancy force generation source.

[0008] Furthermore, in the above-mentioned aerial moving system, it is preferable that the aerial moving body is equipped with a sensor which acquires information for adjusting its altitude, and the control unit is equipped with an altitude setting means which sets the altitude of the aerial moving body based on information from the sensor, and moves the aerial moving body to the altitude set by the altitude setting means.

[0009] In addition, in the above-mentioned aerial movement system, it is preferable that the aerial moving body is equipped with a sensor that acquires information for avoiding collision with an obstacle, and the control unit moves the aerial moving body based on the information from the sensor so as to avoid collision of the aerial moving body with an obstacle.

[0010] In the above-mentioned aerial moving system, the aerial moving body preferably includes an impact mitigation mechanism for mitigating impact even if the aerial moving body falls or collides with an obstacle.

[0011] In addition, in the above-mentioned aerial mobile system, it is preferable that the aerial mobile body is equipped with a sensor for acquiring information to ensure the safety of the aerial mobile body and the target object, the control unit analyzes information from the sensor and performs crisis avoidance control to prevent the aerial mobile body from falling, colliding, breaking down, or other trouble, and the aerial mobile body is equipped with an information transmission unit for informing the target object that crisis avoidance control is being performed.

[0012] In the above-mentioned aerial mobility system, it is preferable to further include a power generation mechanism for supplementing the power of the aerial vehicle.

[0013] In the above-described aerial moving system, the aerial moving body preferably has a cooling material sending function for applying a cooling material to the object that is shaded from sunlight by the aerial moving body so that the object is further cooled.

[0014] In addition, in the above-mentioned aerial moving system, when control by the control unit is performed externally, it is preferable that the aerial moving body is provided with a receiving unit that receives control instructions for the aerial moving body from the outside, and the control unit controls the aerial moving body based on the content of the control instructions from the outside received by the receiving unit.

[0015] In addition, in the above-mentioned aerial mobility system, it is preferable that the system further comprises a station having a take-off and landing area from which an aerial mobile body takes off and lands, and a space below the take-off and landing area into which an object can enter, and the control unit detects that an object intended to use the aerial mobile body has entered the station when the aerial mobile body is waiting at the take-off and landing area of ​​the station.

[0016] In addition, in the above-mentioned aerial mobility system, it is preferable that the control unit detects that the object has entered the station when the object enters the station for the purpose of ending use of the aerial mobility body.

[0017] In addition, it is preferable that the above-mentioned aerial mobility system further comprises a charging mechanism that receives power from a power transmission mechanism of the station and charges a power source unit when the aerial mobility body is waiting at the takeoff and landing site of the station.

[0018] In the above-mentioned aerial mobility system, it is preferable that the control unit detects position information of the station when an aerial vehicle takes off or lands at the station.

[0019] Furthermore, in the above-mentioned airborne movement system, it is preferable that the receiving unit receives take-off and landing instructions transmitted from the station when the airborne moving object takes off or lands at the station, and the control unit causes the airborne moving object to take off and land based on the take-off and landing instructions transmitted from the station received by the receiving unit. Effect of the Invention

[0020] According to the present invention, the position and direction of an object and the position and direction of the sun are measured simultaneously in real time, the position and direction between the object and the sun is identified, and the airborne moving body is controlled to move in the identified position and direction, so that the airborne moving body is always between the sun and the object, and can provide stable shade. [Brief description of the drawings]

[0021] [Figure 1] 1 is a perspective view of an aerial mobility system according to one embodiment of the present invention; [Diagram 2] FIG. 2 is a perspective view of an aerial vehicle of the aerial mobility system in flight. [Diagram 3] (a) is a side view of the aerial vehicle, and (b) is a top view of it. [Figure 4] 1A and 1B are top views showing examples of a frame portion of an aerial vehicle. [Diagram 5] 13(a) and (b) are side views showing an example of an airborne moving object provided with an impact mitigation guard in the event of a fall or collision. [Figure 6] FIG. 13 is a perspective view showing an example in which a shock absorbing guard is provided. [Figure 7] 1A, 1B, and 1C are side views showing examples of the configuration of a buoyancy force generating source of an aerial moving body. [Figure 8] FIG. 4 is a side view showing the configuration and operation of a propeller section of the aerial vehicle. [Figure 9] FIG. 2 is a plan view showing a configuration example of a propeller section of an aerial vehicle. [Figure 10] 13A and 13B are side views showing an example of the configuration of a shielding unit of an aerial moving object. [Figure 11] FIG. 11 is a side view showing the function of the shielding portion of the aerial moving object. [Figure 12] 1A is a plan view showing the shielding portion of the aerial vehicle, and (b) and (c) are side views of the shielding portion. [Figure 13] 1A and 1B are plan views showing an example of the configuration of a shielding unit of an aerial moving object, and FIG. [Figure 14] 13(a) and (b) are side views showing the connection structure between the body of the airborne vehicle and the shielding part. [Figure 15] 13(a) and 13(b) are side views showing details of the connection structure between the body of the airborne vehicle and the shielding part. [Figure 16] 13(a) and (b) are side views showing the effect of the shielding part of the aerial moving object depending on its position. [Figure 17] 13(a) and (b) are side views showing an example of a sensor for detecting a person on an airborne moving object. [Figure 18] FIG. 4 is a side view showing an example of a sensor for detecting the sun of an airborne moving object; [Figure 19] (a) and (b) are side views showing examples of mounting sensors to detect people and the sun on an airborne moving body. [Figure 20] (a) and (b) are side views showing the aerial vehicle between a person and the sun. [Figure 21] (a) and (b) are image coordinate diagrams of Method 1 for controlling the aircraft's horizontal direction using sensors that detect people and the sun. [Figure 22] (a) and (b) are side views showing examples of installing sensors to detect people and the sun. [Figure 23] An explanatory diagram of Method 2 for controlling the aircraft's horizontality using sensors that detect people and the sun. [Figure 24] (a) and (b) are side views showing examples of installing sensors to detect people and the sun. [Diagram 25] An explanatory diagram of Method 3 for controlling the aircraft's horizontality using sensors that detect people and the sun. [Figure 26] An explanatory diagram of Method 4 for controlling the aircraft's horizontality using sensors that detect people and the sun. [Figure 27] FIG. 13 is a side view showing an example of an aircraft equipped with a sensor for detecting altitude. [Figure 28] FIG. 4 is a diagram for explaining the effect of aircraft altitude control. [Figure 29] 13(a) and (b) are diagrams explaining the action of a sensor for detecting an obstacle. [Diagram 30] 13(a) and (b) are diagrams explaining the action of a sensor for detecting an obstacle. [Diagram 31] FIG. 2 is a block diagram showing an example of a control unit of the aerial mobility system. [Diagram 32] FIG. 13 is a side view showing an example of blowing air to a user using the aerial movement system. [Diagram 33] FIG. 13 is a side view showing another example of blowing air to a user using the aerial movement system. [Diagram 34] 1A, 1B, 1C, and 1D are diagrams showing examples of station configurations for aircraft takeoff and landing in an airborne mobility system. [Diagram 35] 13(a) and (b) are diagrams showing examples of station configurations. [Diagram 36] 13(a), (b), and (c) are diagrams showing other examples of station configurations. [Figure 37] FIG. 13 is a diagram showing another example of the configuration of a station. [Figure 38] 13A and 13B are diagrams showing other examples of station configurations. [Figure 39] FIG. 13 is a diagram showing an example of a folding configuration of the station. [Diagram 40] (a) and (b) are diagrams showing examples of aircraft takeoff and landing without using a station. [Diagram 41] (a) and (b) are diagrams showing other examples of aircraft takeoff and landing without using a station. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0022] (Airborne Mobility System) An aerial moving system according to an embodiment of the present invention will be described below with reference to the drawings. Fig. 1 shows an aerial moving system 100. In Fig. 1, the aerial moving system 100 includes an aerial moving body 10 equivalent to a drone and a control unit 20 for controlling the operation of the aerial moving body 10. The aerial moving body 10 includes a buoyancy generating source 30 for floating the aerial moving body 10, a shielding unit 40 for shielding the sun's light, a sensor 51 (human detection sensor) for acquiring information for identifying the position and direction of an object (a shielded object, for example, a person who is a user), and a sensor 52 (sun detection sensor) for acquiring information for identifying the position and direction of the sun.

[0023] The aerial vehicle 10 (also referred to as this machine or aircraft) includes a frame section 11 that constitutes the aircraft, and the buoyancy generating source 30 includes a motor section 31 and a propeller section 32. The control section 20, the buoyancy generating source 30, and the shielding section 40 are mounted on the frame section 11. The control section 20 includes a power source section 20S such as a battery. The control section 20 and the power source section 20S may be provided independently depending on the design of the aircraft. The control section 20 includes a position / direction specifying means (described in detail below) that specifies a position / direction between an object and the sun based on information from the sensors 51 and 52, and controls the buoyancy generating source 30 so that the aerial vehicle 10 moves in the specified position / direction, and the shielding section 40 blocks the sun's light from the object to provide shade. Details of each section will be described later. In this specification, the term "position / direction" is synonymous with "position / direction" and includes the concept of "position and / or direction."

[0024] 2 shows the aerial vehicle system 100 in operation and in flight. In the figure, the aerial vehicle 10 in flight is automatically controlled so as to be positioned between the sun 101 and a person 102, who is an object, i.e., a blocked object. A shadow 103 caused by the body of the aerial vehicle 10 and the blocking part 40 is cast on the ground, placing the person 102 in the shade.

[0025] (Basic structure of aerial vehicles) 3(a) and (b) show the side and top of the aerial moving body 10 in the aerial moving system 100. In the figure, a human detection sensor 51 is located under the aircraft and detects humans. A sun detection sensor 52 is located on top of the aircraft and detects the sun. The control unit 20 is housed inside a box together with the power source unit 20S. Note that the power source unit 20S may be provided separately and not housed inside a box. The buoyancy force generating source 30 is provided on the outer periphery of the frame unit 11 of the aerial moving body 10, and the shielding unit 40 is located under the aircraft and on the inner periphery of the buoyancy force generating source 30.

[0026] (Frame part) 4(a) and (b) show examples of the frame section 11 of the aerial vehicle 10. In the figure, the frame section 11 may have any shape as long as it is a body capable of mounting each of the components constituting the aerial vehicle 10. The control section 20 and the power source section 20S are provided in the center of the body, and columns extend in each direction from the center of the body in a concentric manner, at the end of which the motor section 31 and the propeller section 32 constituting the buoyancy force generating source 30 are provided. The frame section 11 is also configured to function as a cover so that the wiring section connecting the motor section 31, the power source section 20S, and the control section 20 does not get wet with water such as rain and short out. Since the control section 20 may generate heat, it is desirable to provide a cooling fan and a through hole to the outside at a position where water such as rain does not enter, and to configure so that the wind generated by the cooling fan is discharged to the outside.

[0027] The material of the frame portion 11 may be a light and durable resin or carbon nanofiber, but any material that can form the above shape may be used, such as metal, wood, or bamboo. The overall shape of the frame portion 11 is generally circular, but is not limited to this. As shown in Figures 4(a) and (b), the frame may be a concentric frame or a square frame. In this case, for example, by facing the corners of the square toward the direction of travel or the direction of the sun, the shade range in that direction will be wider.

[0028] The size of the frame section 11 is approximately 150% of the size of the shielding section 40. Generally, since the shielding section 40 has a diameter of 100 to 200 cm, the size of the frame section 11 is considered to be approximately 150 to 300 cm in diameter. The frame section 11 can be folded and stored (details will be described later).

[0029] 5(a) and (b) show an example of an airborne vehicle 10 provided with a shock mitigation guard (shock mitigation mechanism for mitigating shock) in the event of a fall or collision. In the figure, a mesh-like cover 12 (shock mitigation mechanism) is attached to the propeller section 32 as the shock mitigation guard, so that even if the vehicle collides with a person or an obstacle, no damage will be done to the person or vehicle. The cover 12 may be in a form that covers each propeller, or may cover the entire vehicle. The mesh-like cover 12 may be structured, for example, to use a spring to sink in when it is hit or touched, to absorb shock, or may be structured to be slightly depressed upon impact to absorb shock. The cover 12 may be made of a material that is elastic or a material that absorbs shock, such as a spring. This can mitigate the impact on the person or vehicle when it collides.

[0030] 6 shows an example of a mesh cover 12 as a shock mitigation guard. This cover 12 is preferably placed not only on the top of the aircraft, but also underneath the aircraft to prevent users from touching the propeller part 32. In addition, the mesh is preferably fine enough that a human hand cannot get inside.

[0031] (power source) The power source unit 20S is assumed to be a secondary battery such as a lithium ion battery, but may also be any other power source such as a primary battery, or a fuel power source such as gasoline or hydrogen. When used at high temperatures, the battery may heat up due to the high outside air temperature, which may cause the battery to deteriorate or catch fire, so the battery may be stored in a case with cooling capacity. The cooling may be, for example, a structure using only a fan, an air conditioner structure, or a cooling substance such as ice, a cooling agent, or dry ice may be stored in part of the case of the power source unit 20S to cool it. The case may also be a double structure like a thermos flask, with a vacuum in the middle to block heat conduction from the high temperature outside.

[0032] The motor section 31 of the buoyancy force generating source 30 is selected according to the size, number of blades, and inclination of the propeller section 32. Generally, brushless motors are expected to be used because they are superior to DC motors in terms of lifespan, speed, acceleration, efficiency, low noise, and quietness, but this is not limited to the above.

[0033] (Motor section) 7(a), (b), and (c) show examples of a method of moving an aerial moving body 10 by a buoyant force generating source 30. FIG. 7(a) shows a typical drone moving method, in which a motor unit 31 is fixed so that a propeller unit 32 faces vertically, and when moving horizontally (in the direction of the arrow), the left and right motor units have different rotation speeds, and the airframe is moved at an angle. The method is not limited to this method, and as shown in FIG. 7(b), the motor unit 31 is not fixed, but the angle of the motor unit 31 is adjusted and made variable according to the direction of movement, so that the airframe can move while keeping it horizontal. Also, as shown in FIG. 7(c), a dedicated motor for horizontal movement can be provided in addition to a motor for adjusting the vertical position, so that the airframe can move while maintaining its horizontal posture. In this case, motors are required in at least four directions.

[0034] (Propeller section) 8 and 9 show the structure and operation of the propeller section 32 of the aerial vehicle 10. In these figures, the propeller section 32 has at least six blades, preferably about 12 to 16 blades. The wind flow generated by this vehicle is as shown in FIG. 8. The propeller collects wind from the upper periphery and jets it directly downward to obtain a reaction force. Therefore, a windless area as shown in the figure is generated near the center of the vehicle. By providing six or more propellers, the propellers do not reach the center of the vehicle, generating a windless area (within the dotted line area in FIG. 8 and the circled area in FIG. 9), where it becomes possible to install a shielding section 40 (umbrella). In order to increase the windless area in the center relative to the size of the vehicle, it is necessary to reduce the size of the propellers. However, if the propeller size and number of blades do not match the size of the vehicle as shown in FIG. 9, the vehicle will lack buoyancy and stability and will not be able to maintain flight. Therefore, it is necessary to reduce the propeller size and increase the number of blades as shown in the figure. This will expand the windless area in the center, making it possible to reduce the size of the vehicle itself.

[0035] The propeller section 32 is generally a two-bladed type for general-purpose unmanned aerial vehicles used for aerial photography, but is not limited to this. It may be three, four, or more. The more the number of blades increases, the more air volume is generated, and a stronger buoyancy is obtained. However, since the load on the motor increases accordingly, the propeller is selected based on a balance with the motor and control. In addition, metal or resin is used as the material for the propeller. Metal propellers are heavy, which puts a strain on the power, but they are highly resistant to wear, so they need to be replaced less frequently. The opposite is true for resin propellers. In addition, as long as lift can be generated by rotation, the material is not limited to these, and the propeller may be made of wood, bamboo, etc.

[0036] (Shielding example 1) It is desirable that the shielding part 40 is round to match the shape of the aircraft so that it fits within the round part shown in FIG. 9. Even if it overlaps the round part a little, the flight efficiency will decrease, but it will not affect the flight stability. It is also desirable that the center and the end parts are close to horizontal and flat. This is because when the aircraft moves, the air resistance is smaller if the shielding part 40 is close to horizontal. It is also possible to seek design like a normal umbrella.

[0037] The shielding unit 40 may be integrated with the frame unit 11. The frame unit 11 has arms extending from a body unit that houses the control unit 20 and the power source unit 20S, and has a motor unit and a propeller unit arranged thereon. The body unit has a small area to reduce air resistance, but the body unit can be enlarged to serve as an umbrella.

[0038] Figures 10(a)(b) and 11 show the structure and function of the shielding part 40 (umbrella). As shown in Figures 10(a)(b), the shielding part 40 may be located at the top, bottom, or both, as long as it is in the windless area at the center of the aircraft, but it is more preferable that it is located at the bottom center. Since an umbrella has a large surface area and is light, it is easily blown by the wind, which affects the stability of the aircraft. However, as shown in Figure 11, if the shielding part 40 is located only at the bottom of the aircraft, the amount of wind from outside that hits the umbrella is reduced due to the strong wind generated by the aircraft's propeller, and the umbrella is less likely to shake or the aircraft is less likely to be blown by the wind.

[0039] The shielding part 40 has a rib like a general umbrella, and may be made of vinyl, sheet, or cloth, or may be made of a single material such as resin to form an umbrella shape. As mentioned above, the rib must fit within the circle in FIG. 9, but it may protrude distal to the shielding part 40. The rib will overlap with the wind generated by the aircraft's propeller, but it is thin and the surface area exposed to the wind is small, so it does not affect the stability of the umbrella or the aircraft. If it protrudes, it is possible to attach various sensors, light sources, etc. to that part.

[0040] The size of the umbrella should be about 100-150cm. The minimum size is about 30cm. This is based on the shoulder width of children and the size of a person's head. There is no limit to the maximum size, and if it is an umbrella for multiple people or needs to fly at a higher altitude, it can be 300-400cm or even more.

[0041] (Shielding example 2) The shielding part 40 may have holes or cavities in some or multiple places. The presence of holes or cavities reduces the intensity of the shade, but on the other hand, it can reduce air resistance. If the sensor that detects the position of a person is a camera or far-infrared sensor, it is located under the shielding part 40. Therefore, wiring and a rod for installing a sensor, which will be described later, must pass near the center of the shielding part 40, and there is a cavity in the center of the shielding part 40. The camera can also send information to the control part 20 wirelessly, in which case wiring is not necessary, and the mechanism is not required.

[0042] 12(a), (b), and (c) show configuration examples of the shielding part 40. In this example, the range expansion part 41 is installed on the distal side of the shielding part 40. The range expansion part 41 is not limited to a circular shape, and may be a square or other shape. The range expansion part 41 may be set to a range wider than the circle in FIG. 9. The range expansion part 41 is configured from a mesh or a lattice-like net farther from the end of the shielding part 40, and is assumed to have no effect on the downward air current, similar to the protruding bone described above. These meshes and nets cannot completely block sunlight, but can reduce the amount of sunlight that passes through. For this reason, the range expansion part 41 can be provided on the distal side of the shielding part 40 within a range that does not affect the downward air current. It is also possible to install various sensors and light sources therein.

[0043] 13(a), (b), and (c) show an example in which a weight 42 is placed on the shielding part 40. As shown in the figure, the weight 42 is placed so that the center of gravity is not biased. The end or bone of the umbrella, which is the shielding part 40, is extended and placed to lower the center of gravity. When the connection part between the frame part 11 and the shielding part 40, which will be described later, is semi-fixed, the shielding part 40 may shake due to the vibration or shaking of the aircraft, and this reduces the shaking of the umbrella at that time. In order to increase the effect of reducing the shaking, the weight 42 is placed at a more distal part of the shielding part 40 so that the center of gravity does not tilt. Also, by extending the bones of the umbrella in the horizontal or vertical direction from the shielding part 40 and placing the weight 42 on the end of the bone, the center of gravity can be lowered and stabilized. However, increasing the weight 42 increases the burden on the power source part, so the setting should be made after considering the balance. Also, the weight 42 may be replaced by various sensors.

[0044] (Connection between the aircraft frame and the shielding part) 14(a) and (b) show the operation when the connection part between the frame part 11 and the shielding part 40 is semi-fixed and when it is not semi-fixed. When the shielding part 40 is semi-fixed to the frame part 11, an intermediate member 43 is provided between the frame part 11 and the shielding part 40 (connection part). One end of the intermediate member 43 is connected to the frame part 11, and the other end is connected to the shielding part 40. By providing the intermediate member 43, as shown in FIG. 14(a), the shielding part 40 (umbrella) does not tilt when the aircraft tilts, so that the umbrella does not tilt even if the aircraft tilts due to movement. The fact that the umbrella does not tilt has the advantage that the shade area that can be provided to the user does not change. In addition, when exposed to strong winds, if the umbrella is completely fixed to the frame part 11, all the impact received by the umbrella is transmitted to the aircraft, and the aircraft is blown up, but in the case of semi-fixed, the umbrella swings and absorbs the impact, so that the aircraft can be somewhat reduced from being blown up. However, when the shielding part 40 is almost free from the frame part 11 (not semi-fixed but loosely dangling), the umbrella may be prone to swinging due to factors other than wind, such as acceleration during movement, so it is preferable to appropriately adjust the interlocking between the frame part 11 and the shielding part 40 by adjusting the material and shape of the intermediate member 43. This adjustment is possible by changing the shape and material of the intermediate member.

[0045] If the connection is not semi-fixed but completely fixed, or if the intermediate member is made of a hard material, the movement of the frame 11 and the shielding part 40 (umbrella) are completely linked, and the umbrella tilts in the same amount as the tilt of the aircraft, as shown in Figure 14(b). The connection may be integrated with the frame 11 and the shielding part 40 without providing the intermediate member 43 as described above.

[0046] 15(a) and (b) show examples in which an intermediate member 43 is provided at the connection between the frame portion 11 and the shielding portion 40, and FIG. 15(a) shows an example in which the intermediate member 43 forming the connection is configured with a chain-shaped member. The connection is provided with hooks 45 on the frame portion 11 and the shielding portion 40, and the hooks 45 are connected by a chain. FIG. 15(b) shows an example in which the intermediate member 43 is configured with a hollow tube. A wiring 44 is passed through the hollow portion of the tube. When a human detection sensor described below and placed under the shielding portion 40 is connected to the control portion 20 by wire, it is preferable that the intermediate member 43 is a hollow tube, and the wiring 44 can be protected by passing the wiring 44 through the tube. When the wiring 44 is to be passed through the intermediate member 43, a hollow tube is preferable, but in other cases, various configurations such as a chain or a rod-shaped member without a hollow space may be adopted. The material of the intermediate member 43 may be a hard material such as metal, carbon, or wood, or a soft material such as resin or silicon, or an appropriate combination of these materials may be used, and may be appropriately set in consideration of the interlocking of the frame portion 11 and the shielding portion 40. Note that it is also possible to transmit information obtained by the sensor to the control portion 20 wirelessly, in which case the intermediate member 43 is not necessary.

[0047] (The connection between the aircraft frame and the shielding is completely fixed and mechanically controlled.) As described in the above shielding part example 1, when the shielding part 40 (shade) is integrated with the frame part 11, there is no connection part. Also, there may be a connection part, but the connection part may be completely fixed to the frame part 11 or the shielding part 40 (shade). The connection part may be mechanically capable of changing the direction or angle, such as a servo motor part or gimbal.

[0048] Figures 16(a) and (b) show the effect of the position of the shading part 40. If the angle can be changed at the connection part, when the sun is setting, as shown in Figure 16(a), by making the shading part 40 perpendicular to the sun's inclination, a larger shaded area can be provided to the user compared to Figure 16(b). Even if the aircraft tilts while moving, the umbrella can also be controlled to maintain the horizontal position so that it does not tilt (see Figure 14(a)). This can reduce the air resistance experienced while moving.

[0049] (Sensor that detects people) 17(a) and (b) show examples of a sensor 51 that detects a person. This human detection sensor 51 acquires information for identifying the position and direction of a person, and is used in horizontal control methods 1 to 3 described later. This sensor 51 is generally a camera sensor, but is not limited to this, and for example, a far-infrared sensor (thermography) may be used. This sensor 51 detects a person 102 (user), a person's head, or a mark placed on a person's head. FIG. 17(a) shows a case where there is one camera sensor, and by placing it in the center, a unified 360-degree field of view can be obtained. FIG. 17(b) shows a case where there are multiple camera sensors, and it is possible to obtain information on not only the head but also the face. It is desirable that the lens of the sensor 51 is a fisheye lens that captures a wide range.

[0050] By having the user wear a hat or helmet, place one or more predetermined colors and / or marks on it, and learning about them through machine learning, the head, the predetermined colors and / or marks can be easily detected by the camera sensor. Furthermore, when the user does not wear a hat or helmet, the user's clothes, figure, face and head may be identified through machine learning to detect the user's head.

[0051] At least one human detection sensor 51 is provided on the underside of the aircraft. When there is only one sensor, it is preferable to provide it in the center of the aircraft, but it does not matter if it is off-center. If it is in the center, the field of view is consistent 360 degrees. By arranging it off-center, it is easier to obtain information other than the head, such as a person's face. Also, when there are multiple sensors, each sensor can be arranged in the center or off-center to obtain mutually preferable information. The sensor may be arranged in the shielding section 40 or in the frame section 11.

[0052] As in the horizontal control method 4 described later, the user may be provided with a GPS receiver to identify the person's position. In this case, in addition to using the GPS function of a smartphone, the user may be provided with a separate GPS receiver. The GPS receiver may be a remote control type, a wristwatch type, a hat type, a necklace type, or a small one that can be put in a pocket.

[0053] Also, camera sensors or far-infrared sensors may be combined with GPS to complement each other's shortcomings. Camera sensors and far-infrared sensors can accurately determine the user's position within their imaging range, but the imaging range is limited and there is a possibility that the user may be lost. On the other hand, GPS receivers may have an error of several tens of centimeters to several meters in identifying the position, but since the measurement range is infinite, the user will not be lost. Also, since the temperature around the human head is high, it is relatively easy to identify the head using a far-infrared camera.

[0054] (Sun detection sensor) The sensor 52 for detecting the sun acquires information for identifying the position and direction of the sun, and is used in the horizontal control methods 1 to 4 described below. At least one sensor is attached facing upwards on the top surface of the aircraft. This sensor 52 is preferably a camera sensor or a far-infrared sensor. The lens of the sensor 52 is preferably a fisheye lens that captures a wide range. The sun is detected using machine learning, for example. It may also be color detection, in which case the color closest to white becomes the sun. The round shape of the sun may also be detected by edge detection or the like.

[0055] FIG. 18 shows an example in which a light sensor is used as the sun detection sensor 52. The light sensor outputs brightness as a numerical value, and by installing multiple light sensors on a spherical surface, the sensor positioned perpendicular to the sunlight (the sensor facing the sun most) will have the largest numerical value, making it possible to identify the position of the sun. In addition, in order to make the difference in the amount of light between each sensor more noticeable, partitions may be provided for each sensor as shown in the right diagram of FIG. 18. By providing partitions, the numerical difference between adjacent sensors will become larger, making it easier to pinpoint and distinguish. When partitions are provided, the same effect can be obtained even if the base is flat instead of spherical. The exact position and direction of the sun may be captured by calculating the numerical value of each sensor. For example, if the output value of a sensor when the sun is hitting vertically is 200, and the output value of the two adjacent sensors with the largest numerical value is 180, it can be determined that the sun is located exactly in the middle between the two adjacent sensors.

[0056] It is also possible to use a camera sensor and a far-infrared sensor together. With only a camera sensor, for example, if the sun is reflected off the windows of a building, two objects resembling the sun may be detected at the same time. In such a case, if a far-infrared sensor is used in combination, it is possible to identify the sun, since the sun that is directly visible is hotter. On the other hand, with only a far-infrared sensor, for example, if the sun is temporarily hidden by clouds, it will not be possible to measure the location of the high temperature, but with a camera sensor, it is possible to detect the approximate location through machine learning.

[0057] Also, multiple identical sensors may be used. For example, the field of view can be expanded by installing three camera sensors with different viewing directions. As a method other than the above, the direction the aircraft is facing (north, south, east, or west) may be measured using a magnetic sensor, its location may be identified using a GPS or the like, and the position of the sun relative to the aircraft may be calculated based on the date and time information.

[0058] (Sensor for detecting people and the sun and horizontal control method 1) 19(a) and (b) show examples of mounting sensors 51, 52 for detecting people and the sun on the aerial vehicle 10. The aforementioned sensors 51, 52 for detecting people and the sun are mounted respectively on the lower and upper sides near the center of the frame unit 11. In FIG. 19(a), each sensor is fixed to the tip of a rod-shaped member 54 fixed to the frame unit 11, and in FIG. 19(b), the sensor is fixed directly to the frame unit 11 or a box of the control unit 20.

[0059] 20(a) and (b) show a state in which the aerial moving body 10 is between a person and the sun. The aerial moving body 10 performs control to get between the sun and the user and provide shade to the user. This control is performed automatically by the control unit 20. That is, the control unit 20 functions as a position / direction identifying means based on information from sensors 51 and 52 that detect the person and the sun, identifies the position / direction between the person and the sun, and controls the buoyancy force generating source 30 so that the machine moves in the identified position / direction.

[0060] Specifically, for the device to be between the sun and the user, the position of the user (target object) reflected in the human detection sensor 51 should be diagonally opposite to the coordinate position of the sun. In other words, when the device is between the sun and the person and provides shade to the person, angle a and angle b in Figure 20(b) are equal (a=b).

[0061] Figures 21(a) and (b) are diagrams for explaining the horizontal control method 1 of the machine by the control unit 20. Figure 21(a) shows the coordinate distribution of the position of the sun captured by the sun detection sensor 52, and Figure 21(b) shows the coordinate distribution of the position of an object (person) captured by the human detection sensor 51. The shaded area S in Figure 21(a) is the sun, and the grey frame M1 in Figure 21(b) is the currently identified object (person).

[0062] In order for the device to be between the sun and the object, the device should be positioned so that the object is at the coordinates of the sun and the diagonal position. Since the coordinates of the center of the sun of S in FIG. 21(a) are (5,6), the center of the person should be positioned at the coordinates (-5,-6) of the black frame M2 (diagonal position from the sun) in FIG. 21(b) with the diagonal position as the target. In this case, the device is moved -4 (-1 → -5) in the x-axis direction and -7 (1 → -6) in the y-axis direction. If the current position of the object is different from the target position, the device is moved so that the object is at the diagonal position coordinate of the sun. However, since the diagonal value is not accurate due to the difference in the height positions of the sun detection sensor 52 and the human detection sensor 51, the target position of the object may be corrected. By repeating the above control, the device continues to be between the sun and the object, and continues to provide shade to the user.

[0063] (Sensor for detecting people and the sun and horizontal control method 2) Figures 22(a) and (b) show examples of mounting sensors that detect people and the sun. There is a rod 55 that penetrates the aircraft vertically near the center of the aircraft, and each sensor is fixed to both ends of the rod 55. The human detection sensor 51 faces downward, and the sun detection sensor 52 faces upward. The rod 55 is tilted on two axes (x and y axes) by a gimbal or servo motor 56. In the initial state shown in Figure 22(a), the rod 55 is vertical, the human detection sensor 51 faces straight down, and the sun detection sensor 52 faces straight up. During control shown in Figure 22(b), the rod 55 and each sensor are tilted by the gimbal or servo motor 56.

[0064] FIG. 23 is a diagram for explaining a second horizontal control method of the unit using sensors that detect people and the sun, and will be explained in chronological order below. (1) When control begins, the initial state of rod 55 is vertical. (2) First, the human detection sensor 51 detects a person and adjusts the orientation of the rod 55 so that the person is in the center of the sensor (in the case of a camera sensor, so that the person is in the center of the camera image). (3) Next, the position of the sun is recognized by the sun detection sensor 52, and the machine is moved so that the sun is in the center of the sensor. To do this, the machine is moved to the left. (4) Adjust the direction of stick 55 so that it always keeps the person in the center while the machine is in motion. (5) Then, the device gradually moves between the sun and the person, and when it does, the human detection sensor 51 captures the person in the middle, and the sun detection sensor 52 captures the sun in the middle. In this state, the device does not move. Note that the same effect can be achieved even if the order of the human detection sensor (2) and the sun detection sensor (3) is reversed.

[0065] (Sensor for detecting people and the sun and horizontal control method 3) Figures 24(a) and (b) show examples of mounting sensors that detect people and the sun. Sensors 51, 52 that detect people and the sun are mounted on the lower and upper sides, respectively, near the center of the aircraft. Each sensor is attached to the end of a gimbal or servo motor 56, and tilts independently on two axes (x and y axes). In the initial state shown in Figure 24(a), the gimbal or servo motor 56 is in the zero position (the person detection sensor 51 points directly downward, and the sun detection sensor 52 points directly upward). In Figure 24(b), each sensor is tilted by the gimbal or servo motor 56 during control.

[0066] FIG. 25 is a diagram for explaining a third horizontal control method of the camera using sensors that detect people and the sun, and will be explained in chronological order below. (1) In the initial state, the human detection sensor 51 faces directly below, and the sun detection sensor 52 faces directly above. (2) Next, a person is detected by the human detection sensor 51, and the gimbal or servo motor 56 is controlled so that the person is in the center. At this time, the tilt angle of the gimbal or servo motor 56 is stored. (3) The position of the sun is detected by the sun detection sensor 52. At this time, the sun detection sensor 52 moves the gimbal or servo motor 56 once so that the sun is in the center. (4) The position where the sun should be is where the sun is at the center of sun detection sensor 52 when sun detection sensor 52 is diagonal to the servo angle of human detection sensor 51, so the difference between the current position of the sun and the position where it should be is calculated and the machine is moved so that the difference disappears. In this case, sun detection sensor 52 should detect the sun in the center of the sensor when facing diagonally to human detection sensor 51, so the machine is moved to the left. (5) While the camera is moving, the gimbal or servo motor 56 adjusts its orientation to keep the person in the center. (6) Then, the unit gradually moves between the sun and the person, and when it does, the person detection sensor 51 also captures the person in the middle, and the sun detection sensor 52 also captures the sun in the middle. In this state, the unit does not move. Here, when the angle between the person detection sensor 51 and the sun detection sensor 52 is diagonal, the unit is in the position it should be (A=B). Note that the roles of the sun detection sensor 52 and the person detection sensor 51 may be reversed.

[0067] (Sensor for detecting people and the sun and horizontal control method 4) Figure 26 is a diagram explaining the horizontal control method 4 of the machine using sensors that detect a person and the sun. The sun detection sensor 52 is located on the top of the machine facing upwards and may be fixed, or may be tilted on two axes (x and y axes) by a gimbal or servo motor 56. The machine and the person have GPS receivers 57a, 57b. The machine has an altitude sensor 58 (see Figure 27) for measuring altitude. The height of the person (user) is assumed to be Em, and the altitude of the machine is assumed to be Dm.

[0068] Below is a chronological explanation of horizontal control method 4: (1) The sun angle is identified by the sun detection sensor 52. (2) The horizontal distance is calculated from the difference between the GPS receivers 57a and 57b carried by the person. (3) The altitude difference (DE) between this device and the user is calculated based on the difference between the altitude sensor 58 of this device and the user's height information input in advance. (4) Using the information obtained in (2) and (3) above, calculate the angle C of the line connecting the machine and the user. (5) The position where the camera should be (between the person and the sun) is the position where the angle of the sun and angle C are diagonal. Move the camera in the direction where the two angles come closer to each other. (6) Stop the machine when it is diagonal.

[0069] (Horizontal control etc.) The above horizontal control methods 1, 2, 3, and 4 may be combined. For example, the human detection sensor is moved by a servo motor as in plan 3, and the sun detection sensor is fixed as in plan 1. Since people move and tend to go out of the viewing angle, it is more likely not to lose sight of them if they are moved by a servo motor and kept in the center of the sensor at all times. On the other hand, the sun only moves slowly over time, so it is less likely to be lost, and it may be sufficient to keep it fixed. For example, a rod is used as in plan 2, but a gimbal or servo motor can be attached to the end of the rod so that the sensor can move independently of the rod. A single 360° camera may be used to detect both the sun's position and the position of people with a single sensor.

[0070] Common to the horizontal control methods 1 to 4, the further away the drone is from the target position (between the person and the sun), the faster it can move and reach the target position. Also, when the drone has not yet reached the target position but is approaching it, the movement control can be set to zero or controlled in the reverse direction. This allows the drone to stop quietly with a small movement rather than stopping suddenly when it reaches the target position.

[0071] The center of a person's body is usually the head, but it can also be shifted slightly toward the sun's position. By doing so, you can prevent your feet from getting too hot in the morning or evening when the sun is setting.

[0072] (Sensor that detects altitude) Sensors that measure altitude (sensors that obtain information to adjust altitude) include ultrasonic sensors, infrared sensors, laser sensors, air pressure sensors, and acceleration sensors. Of these, ultrasonic sensors, infrared sensors, and laser sensors measure distance from the ground, and are attached to the lower center of general unmanned aerial vehicles for aerial photography, and are used for takeoff and landing and hovering control. These sensors have high measurement accuracy, with an error of a few centimeters or less. On the other hand, a drawback is that if a person or obstacle gets between the sensor and the ground, the distance from the ground cannot be measured. For this reason, it is desirable to install distance measurement sensors in multiple locations rather than in one place. By measuring the distance from the ground with multiple sensors, it is possible to select measurement results that are likely to be the measurement results from the ground and use them for control. However, in crowds, all sensors may be blocked, so by combining them with sensors based on other principles such as air pressure sensors and acceleration sensors, altitude can be determined with higher accuracy.

[0073] Fig. 27 shows an example in which multiple sensors are attached to detect altitude. Altitude sensors 58 are attached to multiple locations on the frame portion 11 and the shielding portion 40 to measure the distance from the ground. If an obstacle is placed between the sensor and the ground, the altitude from the ground cannot be measured, but by installing multiple sensors, this problem can be solved.

[0074] Since the pressure sensor can measure altitude by the weight of atmospheric pressure, it has the advantage that the measurement value is not affected even if a person stands under the sensor. On the other hand, since there is a measurement error of several tens of centimeters, the pressure sensor alone does not have high accuracy in measuring the distance from the ground. If you want to improve accuracy, you can combine it with other sensors.

[0075] Acceleration sensors are also effective. Displacement (position) can be calculated by integrating twice the acceleration obtained from an acceleration sensor, so in theory it is possible to measure altitude. However, because this is a measurement method that accumulates continuous measurement results, if there is even a slight error in the measurement value, the error will accumulate and the accuracy will deteriorate over time. If you want to improve accuracy even more, you can combine it with other sensors.

[0076] Additionally, altitude can be measured using the aforementioned camera sensor or human detection sensor using a far-infrared camera. The altitude is measured based on the size and angle of the person detected by this sensor. Although it can measure the approximate altitude, there is a measurement error of several tens of centimeters, so this alone is not very accurate for measuring the distance from the ground. If you want to improve accuracy, you can combine it with other sensors. Altitude can be measured by using one of these sensors alone, or by combining multiple sensors.

[0077] (Advanced Control) The control unit 20 functions as an altitude setting means based on information from the altitude sensor 58 to set the altitude of the device and move the device to this set altitude. The altitude that the device will maintain can be set as a basic setting (approximately 3 to 5 m), but it can also be set by the user or administrator before use, or changed by the user during use. When changing during use, the user sends an instruction to the control unit 20 via a smartphone or remote control. The altitude may also be adjusted automatically depending on the angle of the sun.

[0078] Figure 28 shows the effect of altitude control of this unit. In the figure, when the sun is at an angle in the morning or evening, if the altitude of this unit is too high (state 1), it cannot provide shade to the user, and in order for the unit to be between the sun and the object, it must move far away from the object, resulting in it being too far away from the object (state 2). In that case, the altitude is automatically lowered so that it can be controlled at a position closer to the object (state 3). This allows the unit to provide shade even when in the same position as (1).

[0079] A rough guideline for the lower limit of the height is about 2m, taking into account the risk of hitting a person. It is not necessary to set an upper limit on the height, but as in the above-mentioned horizontal control methods 1 to 3, if the human detection sensor is a camera or far-infrared camera, the higher the height, the smaller the size of the person captured by the sensor becomes, making it more difficult to detect, so it is desirable to set it from the perspective of detection performance. However, as in the horizontal control method 4 proposal, if detection is performed using GPS, there is no such problem. Also, as the amount of light entering from the surroundings increases as the unit becomes taller, the shade it provides becomes thinner, and the coolness felt by the user decreases, so the upper limit on the height may be set from the perspective of the shade of the shade.

[0080] In addition, the altitude can be automatically adjusted according to the surrounding environment within the set altitude range. For example, when there are many people around. Considering the increased risk of false detection when there are many people around, it is possible to lower the altitude and increase the size of the person that the sensor can detect, thereby improving the accuracy of human detection. Conversely, by raising the altitude, it is also possible to reduce the sense of pressure and discomfort felt by people in the vicinity due to the flying noise of the drone. In addition, for example, the altitude may be adjusted depending on the speed at which the user moves. If the human detection sensor is a camera or far-infrared sensor, there is a risk that if the user moves quickly, they will move out of the sensor's viewing angle, making it impossible to detect the person. To prevent this, the altitude can be increased and the sensor's viewing angle can be widened, reducing the risk of not being able to detect the person. Also, for example, to reduce the risk of contact with other units of the same model used in the same area by other people, the altitude can be changed in advance depending on the model. For example, if two units in the same area are both at an altitude of 5m, contact avoidance control (described below) is necessary, but if one is 5m and the other is 6m, there is no need for contact avoidance.

[0081] (Obstacle detection (horizontal, upward)) Sensors for detecting the surrounding environment and obstacles (sensors for acquiring information to avoid collision with obstacles) include ultrasonic sensors, infrared sensors, and laser sensors that measure distance, as well as camera sensors and far-infrared sensors (thermography). By arranging these sensors horizontally on the aerial moving body 10, it is conceivable that they can be used to detect obstacles.

[0082] 29(a)(b) and 30(a)(b) show the action of a sensor for detecting an obstacle. In these figures, when the obstacle detection sensor 59 is oriented horizontally, at least one or more sensors are attached. In the case of one sensor, the direction in which the vehicle moves and the direction in which the sensor faces must always be the same, and the vehicle must move the part where the sensor is located in the direction of movement (the "front" of the vehicle must be determined). On the other hand, by attaching sensors to the entire periphery, the vehicle does not need to specify the direction (the "front" of the vehicle does not need to be determined). Sensors can also be placed facing upward on the vehicle. This makes it possible to detect obstacles that may be located above the vehicle, such as trees. The obstacle detection sensor 59 can also be adjusted in direction as appropriate using a servo motor or gimbal. This allows a wider range to be detected even with a smaller number of sensors.

[0083] (Sensors for acquiring other external information, information transmission unit, recording unit, transmission unit, reception unit) The sensors that acquire external information may be used for purposes other than the above-mentioned human detection, sun detection, altitude detection, and obstacle detection. For example, in addition to camera sensors, far-infrared sensors (thermography), light sensors, acceleration sensors, air pressure sensors, GPS receivers, and magnetic sensors, there are various sensors that acquire external information, such as rainfall sensors, temperature and humidity sensors, tilt sensors, sound sensors, wind speed and wind direction detection sensors, pressure sensors, and microphones. The external information acquired from these sensors is information for ensuring the safety of the device and the target object, and the control unit 20 receives and analyzes this information, and performs crisis avoidance control to prevent the airborne vehicle 10 from falling, colliding, breaking down, or other troubles. This information can also be used for remote operation, external information data storage, and the like.

[0084] The airborne vehicle 10 may be equipped with an information transmission unit such as a speaker or light source to inform the target that a crisis avoidance control will be performed. This allows the status of the vehicle, planned movements, and instructions to be communicated to the user or a third party. For example, when taking off, the vehicle will announce "We are taking off" before taking off, and light sources installed in one or more locations on the vehicle will flash strongly to inform the surroundings. In addition to normal operations, it can also be used in emergency response. For example, if the power source is low and the remaining flight time is short, the vehicle will be instructed to end the flight or return to the base, and if stable flight is difficult due to strong winds, an emergency landing will be announced. The speaker is also used when giving direct verbal instructions to the user or surroundings by remote operation.

[0085] The recording and transmitting units record and transmit all information acquired by the above sensors or selected information. Recording and transmission may be performed constantly or periodically, and the settings can be changed. For transmission and reception, for example, radio waves used in ordinary wireless radio-controlled vehicles, or wireless communication means such as Wi-Fi or Bluetooth (registered trademark) may be utilized, but other wireless communication means may also be used. In addition, the recording unit may be located on the aircraft, outside, or both. In addition, the information can also be sent from the transmitting unit to the user's smartphone.

[0086] The airborne vehicle 10 also has a receiving unit 23 (see FIG. 31 below) that receives information from the outside, such as radio waves, wifi, and Bluetooth (registered trademark). The receiving unit 23 can receive instructions from the outside, such as for controlling the vehicle and transmitting information. For example, these include an instruction to start takeoff, an instruction to start landing, an instruction to acquire, record, and transmit information from various sensors, and an instruction to transmit information to users or third parties using a speaker or light source.

[0087] All of the above sensors, information transmission unit, recording unit, transmission unit, and reception unit may be connected to the control unit 20 by wires, or may transmit and receive information to the control unit 20 using wireless communication such as radio waves, wifi, or Bluetooth (registered trademark). In addition, the installation locations of these are determined according to the purpose, and they may be installed anywhere on the aircraft body or shielding unit 40.

[0088] (Control by the control unit 1 (emergency landing, collision avoidance, no-entry area avoidance control)) The above are the basic operations (taking off when starting use, maintaining altitude during use, moving between the user and the sun, landing), and the following controls may also be performed.

[0089] Emergency Landing Control: When a strong wind blows that makes it impossible to continue stable flight, when the battery level drops below a certain level, or when the aircraft becomes uncontrollable for some reason, the aircraft will make an emergency landing decision and perform emergency landing control. In the case of an emergency landing, the aircraft will land at a certain speed, and will use the light source and speaker mentioned above to inform the surrounding area that the aircraft is landing or leaving. In addition to emergency landings, the aircraft may also switch to control for an emergency return to the nearest station (described below), the starting point, or the destination.

[0090] Collision avoidance control 1: If the device is about to come into contact with an obstacle (such as a building wall, tree, traffic light, sign, etc.) based on external information obtained from the external information acquisition sensor, the device will avoid the contact. If the sensor detects an obstacle within a set range, providing shade to the user is given secondary priority, and control is switched to collision avoidance. The collision avoidance method is to stop on the spot, or to forcibly move a certain distance (several meters) in a direction that avoids the collision, stop, and wait for the user to move. Alternatively, if the collision can be avoided in a direction close to the direction of travel, the device may move in that direction (for example, if the device is traveling north and there is an obstacle to the north, but the northwest is fine, the device will continue in the northwest direction without stopping). The device will also inform the user of this via the light source and speaker. Information will also be sent from the transmitter to the user's smartphone, etc.

[0091] When you are about to come into contact with another unit of the same model used by someone else in the same area and you try to avoid the contact, if you use the same control as for avoiding prohibited areas and obstacles as above, you may not be able to proceed. For example, if one unit is moving from north to south on a sidewalk and the other unit is moving from south to north, if they detect the other unit and stop, neither unit will be able to proceed any further. Therefore, they need to move not only horizontally but also vertically. However, in that case, if both units try to avoid the collision in the same way (for example, both run up), there is a possibility that they will collide at the avoidance destination. Therefore, only one unit will perform the avoidance action. For example, the unit that is further north or the unit that is further east will take priority for avoidance. Or, each unit will avoid in the opposite direction (for example, the unit that is further north will move up and the unit that is further south will move down).

[0092] Collision avoidance control 2: This machine is used outdoors, but there are some places outdoors where the machine must not enter. For example, in an amusement park, if the machine enters an attraction such as a merry-go-round, there is a risk that the machine will collide with or be caught in the attraction, which could lead to an accident. To prevent this, a map of the machine's usage range can be created and areas where entry is prohibited can be set. By applying the current location to this map using location information obtained from the machine's GPS or other devices, it can be determined that the machine's current location is not in a prohibited area. The control when the machine enters or approaches a prohibited area can be the same as the method of collision avoidance control 1 described above.

[0093] (Control by control unit 2, etc.) If the camera sensor or other devices are unable to detect the user, the altitude of the drone can be increased to expand the range that the camera sensor can capture, allowing the drone to search for the user. If the camera sensor or other devices are unable to detect the user, the drone can make an emergency landing on the spot, or an emergency return to the nearest station (described below), starting point, or destination. In addition, if the destination has been determined, the drone can set the destination and grasp the location information of the destination and the drone, allowing the drone to indicate the direction of the destination and to transmit if the drone deviates significantly from the direction of the destination. The drone can also transmit the remaining flight time based on the remaining battery information.

[0094] When the drone is waiting at the station (described below), it can be put into power-saving mode (with the power remaining on). In that case, only the human detection sensor and the analysis of the information obtained from that sensor are in operation. Then, when a person enters the station and the drone's human detection sensor detects a person, the drone will deactivate power-saving mode and prepare for flight. It can also control entertainment. For example, it can provide information and guidance on nearby attractions and tourist spots, communicate with characters, and use electrical designs (such as turning on LEDs in specific colors).

[0095] Manual operation system: The airborne vehicle 10 can be operated manually. The manual operation may be performed by the user or the device manager. A smartphone or a remote control may be used as a medium for performing the manual operation. For example, it is used during takeoff and landing without using a station (described later), when the vehicle is out of control or has lost sight of the user, when an emergency landing is required, etc. In other cases, for example, the altitude can be adjusted according to preference. By setting it higher, the sound source emitted by the vehicle can be moved away, reducing discomfort, and it is possible to prevent the vehicle from overlapping with the parasol of other passersby when passing by. On the other hand, by setting it lower, it is possible to block more sunlight and make the shade darker. Manual operation may be started before starting use, or it may be switched to manual operation during use (during automatic control). After manual operation, it is also possible to switch back to automatic control.

[0096] (Control unit) Fig. 31 shows an example of the configuration of the control unit 20 (aircraft control unit), and in this example, the area within the dotted line in the figure is inside the aircraft. The basic operations controlled by the control unit 20 are takeoff when starting to use the aerial vehicle 10, maintaining and adjusting the altitude during use, moving to a position between the user and the sun, and landing when use ends. In addition to this, the control unit 20 performs any or all of the above, such as acquiring and analyzing information from the external information acquisition sensor described above, making operation decisions and issuing instructions accordingly, recording and transmitting the sensor information, aircraft information, user information, etc., informing the surroundings using a speaker and light source, and processing information from the outside.

[0097] The control unit 20 basically comprises a control main unit 21 which performs the above-mentioned controls, and an attitude control unit 22 which automatically controls the attitude so that the aircraft can always maintain stable flight regardless of these instructions. The aircraft is equipped with a receiving unit 23 which receives instructions from the outside, a transmitting unit 24, various sensors 50, etc. The control main unit 21 is equipped with hardware and software for functioning as the above-mentioned position / direction specifying means and altitude setting means. The attitude control unit 22 receives control information and instructs the motor unit 31 of each propeller unit 32 on the rotation speed. If the motor unit 31 is a brushless motor rather than a DC motor unit, an ESC is arranged in the attitude control unit 22.

[0098] The control unit that controls the main body may be located inside the aircraft (control main body unit 21), outside the aircraft (external control unit 26), or both. When it is located outside the aircraft, information from the aircraft and various sensors 50 is transmitted to the external control unit 26 by the transmission unit 25, which performs calculations, and instructions for the movement of the aircraft based on the results are received by the reception unit 27 and transmitted to the attitude control unit 22. In that case, the external control unit 26 can be made larger and more advanced, allowing for more complex calculations. For example, this is effective when using machine learning to analyze images of the aircraft surroundings obtained by multiple camera sensors and issue control instructions.

[0099] When the control unit that controls the main body is located inside the aircraft (control main body unit 21), there is no transmission or reception of information with the outside, so the possibility of loss of control due to radio interference or the like can be reduced.

[0100] When the control units that control the main body are both inside the aircraft (control main unit 21) and outside the aircraft (external control unit 26), simple instructions are given by the control main unit 21 and complex instructions are given by the external control unit 26, making it possible to utilize the strengths of each and compensate for their weaknesses. Note that the airborne vehicle 10 can also be operated without external control, in which case the situation is judged by sensors equipped on the aircraft during takeoff and landing and while in motion, and the control unit 20 independently judges takeoff and landing and operations.

[0101] (Power generation and storage systems) A power generation mechanism for supplementing the power of the aerial vehicle 10 may be provided. As the power generation mechanism, a solar sheet may be installed on a part or the whole surface of the frame portion 11 or the shielding portion 40. A solar sheet is lightweight and easy to attach, and can be processed into a specific shape and attached. In addition, a sheet or paint capable of generating electricity may be used other than the solar sheet. The electricity generated by the solar sheet may be directly charged into the vehicle's driving battery, or may be stored in a dedicated storage battery and supplied from there to the driving battery for charging and use (UPS). In addition, a wind power generation propeller may be provided on the upper part of the vehicle to generate and store electricity. In this case, the wind power generation propeller can be oriented in the direction of the wind or the direction of travel.

[0102] (Mist radiation) This device may be equipped with a cooling agent delivery function that applies a cooling agent to the user (target object) to further lower the user's perceived temperature. The cooling agent delivery function emits mist from the device. In this case, a water tank is loaded onto the device and the mist is emitted from a mist emission nozzle. The ON / OFF and strength of mist emission can be determined from external information obtained from an external information sensor. For example, mist emission can be activated when the temperature obtained from a temperature sensor is above a certain level. The ON / OFF and intensity of emission can also be adjusted by the user on an ongoing basis. Instructions can be sent via the user's smartphone or a remote control carried by the user.

[0103] The emission may be adjustable, for example, weak / medium / strong, or may be pulsed, emitting at regular intervals (e.g., emitting for one second every five seconds). Also, the mist nozzles may be located in multiple locations, and each nozzle may face in various directions. Also, the direction of the nozzle may be variable using a servo motor or the like. This allows the mist to be emitted at the user no matter where the user is in relation to the aircraft. Also, since mist requires the loading of a water tank, the weight of the aircraft increases, leading to a decrease in the aircraft's operating time. To prevent this, dry ice may be used instead of a water tank. Dry ice emits white smoke, which is a collection of small water particles. As a result, the same effect as mist can be obtained.

[0104] (Blowing air to users) The aerial mobility system may have a function of sending an appropriate amount of wind to the user to further lower the sensible temperature. To this end, the direction of part of the wind generated by the propeller unit 32 that generates buoyancy is changed to send the wind to the user. FIG. 32 shows an example in which a non-electrical propeller 35 (such as a windmill) is inserted into the wind that generates buoyancy to change the direction of part of the wind. The propeller 35 may be disposed on the inside, outside, or both. FIG. 33 shows an example in which the function of changing the wind direction by changing the direction of the propeller 35 support can be turned ON / OFF. This FIG. 33 shows the propeller position (1) when OFF and the propeller position (2) when ON. The propeller can also be rotated by a motor to send wind to the user. In this case, the direction of the propeller may be variable by a servo motor or the like.

[0105] (Shape of takeoff and landing station) 34(a), (b), (c), and (d) show an example of the configuration of a station 60 for takeoff and landing of an aerial moving body 10 in an aerial moving system 100. When an aerial moving body 10 takes off or lands at a station 60, the receivers 23 and 27 receive takeoff and landing instructions transmitted from the station 60, and the control unit 20 controls the aerial moving body 10 to take off and land based on the takeoff and landing instructions transmitted from the station 60 received by the receivers 23 and 27.

[0106] Station 60 is a space that can accommodate one or more people. Its shape is preferably cylindrical, but is not limited to this. For example, if the aircraft is square, station 60 can be made square pillar-shaped to match it, and can be set to match the shape of the aircraft. Station 60 can also be made into any shape taking into consideration the space and design of the place where it is installed.

[0107] The station 60 has one or more entrances 61 for people, through which people can enter and exit when starting to use the station or after use. The entrances 61 may be simple, with only a hole for people to enter, or the entrances 61 may have a door. The station 60 may be colored or transparent. If the station 60 is transparent, the entrances 61 may be difficult to see, so markings may be applied to the edges of the entrances 61 to increase visibility and make the entrances 61 easier to see.

[0108] The station 60 is sized to match the aircraft so that the aircraft can take off and land on the top surface of the station 60. The outer diameter of the shielding part 40 (umbrella) may be smaller than the diameter of the station 60 and may fit inside (FIG. 34(a)), or, if the umbrella is attached to the top of the aircraft, this is not the only case, so the diameter of the station 60 may be smaller than the outer diameter of the umbrella (FIG. 34(b)).

[0109] By making the station 60 shaped to match the drone and increasing the distance between the propeller and the ground, the downwash effect caused by the wind bouncing off the ground is prevented, enabling stable takeoff and landing. In addition, while legs (landing skids) are sometimes attached to drones in order to avoid the downwash effect in general drones, taking off and landing with the drone's station 60 eliminates the need for legs. It is preferable not to have legs, as they are protruding objects that can cause injury if they collide with a person.

[0110] The area where the aircraft takes off and lands is preferably nearly horizontal so that the aircraft can take off and land easily. Also, there is a cavity 62 at least partially or entirely so that a human detection sensor arranged on the bottom of the aircraft can detect users in the station 60 (FIG. 34(c)(d)).

[0111] (Shape of takeoff and landing station, etc.) Station dimensions: The width of the station is adjusted to the aircraft, but it can be smaller or larger than the aircraft. As a guideline, it is about 100 to 250 cm. The height needs to be higher than a person's height, so about 2 to 2.5 m is desirable. However, if a dedicated station for children is prepared, it is not limited to that, and it can be about 1.5 m. The upper surface of the aircraft that touches the ground may be covered with cushioning material to reduce the impact of the aircraft landing.

[0112] The color of the station body may be transparent, colored, or a combination of both. If it is transparent, it can be seen from outside, and users inside the station will not feel claustrophobic. On the other hand, if it is colored and designed, it will be more entertaining and can be used for advertising for companies and sponsors. Also, for example, the design may be applied only to the edges of the entrances and exits to clearly show users where the entrances and exits are.

[0113] The station may be made of metal, resin, glass, wood, etc., but any material may be used as long as it can reproduce the structure of the station. In addition, a power transmission panel (power transmission mechanism) for wireless charging may be provided on the part of the top surface of the station that contacts the unit. In addition, if a power receiving coil unit (charging mechanism) is installed on the part of the unit that contacts the top surface of the station, the power source unit can be automatically charged while the unit is waiting at the station's takeoff and landing area. This eliminates the need for the administrator to replace the aircraft's battery after use. In addition, the station may be equipped with casters. This makes it easier to transport the station and set up the station. In addition, the station can be opened, and multiple stations can be stacked for storage (details will be described later).

[0114] (Take-off and landing station markings) The station may have the following markings. Figures 35(a) and (b) show examples of markings on part of the top surface of station 60, which are concentric with the station. When an aircraft lands on this station, it is desirable for it to land in the center, and by having concentric markings on part of the top surface (a), the aircraft can land accurately by adjusting its position to the center. The marking may be, for example, a single circular mark, or multiple specific marks may be arranged (b).

[0115] Figures 36(a) and (b) show examples of specific markings on the ground near the entrance and exit of station 60. During takeoff and landing, this can inform the aircraft that the station is nearby. For example, when the camera sensor of the aircraft detects this mark, this can be used as an input for controlling the aircraft, such as slowing down the moving speed or setting the altitude higher than normal use. This mark may be only near the exit (a), or may be around the station (b). The shape of the mark may be, for example, linear or may have a specific shape. Also, as shown in Figure 36(c), there may be a marking on the side of the station. This also allows the aircraft to grasp the location of the station.

[0116] (Take-off and landing station (information transmitter, operation switch, aircraft control settings) The station may be provided with a speaker or light source for transmitting information. This allows information to be transmitted to users and third parties. For example, the station may prompt the user to enter the station and stand in the center, or tell the user how to press a button to start using the station (described later), or inform the user and third parties of takeoff and landing information, or inform the user that photography will be performed (described later). In addition, the color of the emitted light may be changed depending on whether the aerial vehicle 10 is not waiting or waiting, so that a person who has finished using the station can know which station he or she should enter (which station is available).

[0117] The station may have an operating switch for the airborne vehicle 10 inside or outside, or both. If it is inside, the user can issue a takeoff command by pressing it when the vehicle is ready to take off. If it is outside, the administrator can issue a takeoff command after confirming the vehicle is ready to take off. If it is outside, the switch does not need to be connected to the station. The switch may be a push button type, a binary switch, a throttle, a touch sensor, a touch panel, or any other type that can be used as a switch. The takeoff command may be issued by voice command or gesture command, not limited to a switch. This switch information is sent wirelessly to the aircraft. Examples of transmission means include radio waves, wifi, and Bluetooth (registered trademark), but are not limited to these as long as they are wireless transmission means. Unintended takeoff can be prevented by operating the aircraft after sending a takeoff command.

[0118] This operation switch also functions as a landing support switch when the aircraft lands. Normally, the aircraft will automatically enter landing mode when the user enters the station, but there are cases where the aircraft cannot make a proper landing decision due to control malfunctions, etc. In such cases, the user or administrator can press this switch to send a landing support and the aircraft will land.

[0119] The device may have a function for setting control of the vehicle. The control settings include, for example, whether to set the altitude of the vehicle low (closer to people) or high (farther from people), whether to provide shade around the head, or whether to shift the center slightly toward the sun's position. In addition, if the destination is decided, by registering the location, information such as the distance and time to the destination and the walking speed based on the remaining battery power of the vehicle can be presented. The control settings may be instructed by any medium, such as the above-mentioned switch or touch panel. These media may be inside or outside the vehicle, and if outside, they do not need to be connected to the station.

[0120] (Landing and taking off station (camera, GPS, power supply)) A camera may be installed inside or outside the station to photograph users and aircraft. If the camera is installed for the purpose of determining the user's location, it can prompt the user to move to an appropriate location if the user is not in the appropriate location at the start of use (before takeoff) or the end of use (after landing). If the camera is installed for aircraft confirmation, the aircraft will land using the mark as a landmark, but the camera can be used to correct the landing position or to confirm the presence or absence of the aircraft when not in use (when the aircraft is above the station).

[0121] It may also be installed for users to take commemorative photos. Images or videos taken here may be immediately printed out and sold, but it is possible that the station at takeoff and the station at landing are in different locations, in which case the user will not return to the original location. For this reason, it is preferable to sell the photos as data. For example, a photo purchaser can check their own photos displayed on an electronic panel near the station after use, and if they wish to purchase, obtain a payment barcode on the spot, and scan the barcode to download the photos, or a dedicated application may be used to view and sell the photos within the application.

[0122] When the aircraft takes off or lands at a station, the control unit 20 detects the location information of the station. A GPS module may be placed in the station so that the aircraft can grasp the location of the station. For example, if the destination (destination station) is decided, and the station is set before takeoff, the direction, distance, and arrival time of the destination station can be predicted and notified, and in the event of an emergency landing, the aircraft can return to the station relying on GPS and land automatically.

[0123] A power source is required when using the aforementioned wireless charging, camera, switch, GPS module, and information source, but this can be supplied by an AC power connection (outlet), by a battery, or by both. If the station is fixed to a specific location such as an entertainment facility, it can be connected to an AC power source, but if it is installed on a one-off basis at an event venue, etc., battery power is better.

[0124] (Landing and takeoff station (elasticity in the vertical direction)) FIG. 37 shows an example of the station configuration. The station 60 may be expandable in the height direction. This makes it easier for the administrator to replace the battery and perform maintenance on the aircraft. When the aircraft is used frequently (when one person finishes using it and another person uses it immediately), the wireless charging described above is insufficient because it takes time to complete charging. Therefore, the battery of the aircraft needs to be replaced, but when the aircraft lands, it lands at a high place that is out of reach of people. Therefore, a person needs to climb a stepladder or the like to work, which is dangerous and inconvenient. Therefore, by having the station have a function of contracting its height to about half, the administrator can replace the battery of the aircraft at about chest height. In addition, the aircraft needs to be periodically maintained, and convenience is improved by lowering the height of the station and performing maintenance on it at that time.

[0125] The station can be extended and retracted by, but not limited to, hydraulic or gear drive. The station can be driven manually or electrically. The height of the station is 2-2.5m when in use, so when it is retracted to 1 / 2, it is 1-1.25m, which is a sufficient height for workers to work. However, it can be retracted to 1 / 3 and lowered to a height of 0.7-0.85m in consideration of short workers and work on the top of the machine.

[0126] (Take-off and landing station (other shape examples)) FIG. 38(a)(b) shows an example of the configuration of an open station and a support station. The station 60 may be open and not closed. This allows the user to use the station without feeling a sense of obstruction. It also prevents heat from building up inside the station. In this case, a circular or other mark may be placed on the ground to show people around the station the range captured by the camera of the aircraft on the station as the viewing angle. This can encourage people other than the user not to enter inside the station. At least a part of the top surface may be hollow and equipped with various functions. The station may also be formed of multiple pillars. This improves ventilation, so heat does not build up inside the station and the discomfort of the user can be reduced.

[0127] (Folding equipment, storing takeoff and landing stations) FIG. 39 shows an example of a folding configuration of the station. When the device is not in use, the frame part can be folded and stored. In that case, the shielding part 40 can be removed. The frame part of the device may be folded. The shielding part 40 can also be folded. It can be folded like a normal umbrella, or folded in two or three, and in the case of a circular shielding part, it can be folded into a fan shape. The station can be opened and multiple stations can be stacked and stored. If the station is cylindrical, it can be opened like a double door, for example. In FIG. 39, (1) is a top view of a cylindrical station, and (2) shows that multiple stations can be stacked and stored by opening the door like a double door. (3) shows another pattern of double doors, (4) shows an image of multiple stations being stacked and stored, and (5) shows an image of stacking and storing them in a different pattern of double doors.

[0128] (Example of how to use the takeoff and landing station) (When starting use) Before use, the aircraft is installed on the station. When using the station, the user enters the station. The aircraft detects when a user enters the station. If the aircraft is in power saving mode, exit power saving mode and prepare it for takeoff. If the aircraft has a control panel, configure it before issuing the takeoff command and send the information to the aircraft. The user or administrator presses the start switch, and the station notifies the surrounding area of ​​the takeoff, after which the takeoff begins. At this time, the aircraft's position can be adjusted using the marking on the top of the station as a guide, or the user's position as a guide. When a certain altitude is reached, the aircraft or station will prompt the user to leave the station. If the station markings are used as a guide for positioning as described above, the aircraft or station will recognize that the user has left the station when the user's markings move outside the station markings, and will shift the focus of position adjustment to the user. If there is a marking on the ground around the station, while it can detect it, it will recognize that the station is nearby and maintain a high altitude, but if it disappears from sight, it will adjust to the set altitude (lower the altitude). This altitude adjustment may be based on the GPS information of the station.

[0129] (When finished using) -If there are markings on the ground around the station or GPS information, when this is recognized it will recognize that a station is nearby and will increase its altitude (higher than the station). The user enters the station. The aircraft detects when the user enters the station and shifts the target of position control from the user to the marking on the top surface of the station. · Adjust the position of the aircraft so that it is in the center of the marking on the top of the station, and land slowly. If the aircraft does not enter landing mode for a long time, it may not have detected that the user has entered the station, so you can press the external switch to provide landing support from outside. Once the aircraft has landed, the station will inform users and they will then go outside. When the administrator needs to replace the battery, he or she will retract the station, place the aircraft within reach, replace the battery, and then extend the station again, or charge the power source unit by transmitting power from the station's power transmission mechanism.

[0130] (Example of takeoff and landing without using a takeoff and landing station (place with roof)) In this example, for example, a case where a mobile station moves from a building without a station to another building is assumed. Fig. 40(a) shows an example of takeoff at the start of use, and Fig. 40(b) shows an example of landing at the end of use. (At the time of takeoff when use begins: Figure 40(a)) The drone is placed outdoors under a roof that blocks the sun, either directly on the ground or on a stand. To use it, a command to start using it is sent to the drone via a smartphone (external command). Upon receiving an external command, the aircraft activates its control system and begins to take off. At that point, it stops ascending about one meter and waits there (1). The user uses their smartphone to instruct the drone to move in the direction they want (off the roof), and the drone follows that instruction and leaves the roof (2). The user confirms that the aircraft is above the roof and commands the aircraft to ascend to the specified height (3). The aircraft receives the command and rises to the specified height. Once it has risen, the transmitter notifies the user, who then moves from the covered area to underneath the aircraft and begins using it.

[0131] (When landing after completion of use: Figure 40(b)) The user steps under a roof (1), and if the height of the roof is higher than the altitude the drone is maintaining, the drone will continue to go under. However, if the roof is lower, the control unit 20 will use the distance measurement results from the horizontally installed obstacle sensor to determine whether to avoid a collision and will stop following the person (2). At that time, the user sends a command to end use to the aircraft via smartphone, and the aircraft drops to an altitude of about 1 meter(3). The user uses their smartphone to instruct the drone to move toward the roof, and the drone goes under the roof (4). The user issues a landing command via smartphone, and the aircraft lands (5).

[0132] (Example of takeoff and landing without using a takeoff and landing station (place without roof)) If the takeoff and landing area is covered, the above-mentioned procedures are followed during takeoff and landing so that users do not have to go out into the sun before or after use. However, this does not apply when takeoff and landing are outside the cover.

[0133] Figure 41(a) shows an example of takeoff when starting use in an open space without using a station. When taking off, the user sends a command to start use, and the aircraft floats to a specified altitude (1) and automatically moves directly above the user (2).

[0134] Figure 41(b) shows an example of landing after the end of use in the same case. When landing, the user first sends an instruction to end use to the aircraft, and when the aircraft stops following, the user moves out from directly below the aircraft (1). After that, the aircraft automatically determines that there is no one directly below it (or the user sends a landing instruction), and lands (2).

[0135] (supplementary explanation) The following is a supplementary explanation of the differences between the various embodiments of the present invention and the above-mentioned Patent Document 1. Patent Document 1 shows a mechanism for moving the umbrella part through the air, but with this umbrella structure, the downward wind generated by the quadcopter's propellers to obtain buoyancy hits the umbrella part, so it receives a force equivalent to the buoyancy it generates in a direction that makes it sink, making stable flight almost impossible.

[0136] Patent Document 2 is a system that operates as a parasol, but it does not have a sensor to detect the sun, nor any control to get between the sun and people, so it cannot provide shade when the sun is setting. Also, the downward wind generated to obtain buoyancy hits the umbrella, making stable flight impossible.

[0137] In Patent Document 3, there is no sensor to detect surrounding obstacles or control to avoid obstacles, so it is not possible to continue stable flight while avoiding collisions. In addition, the downward wind generated to obtain buoyancy hits the umbrella, making stable flight impossible.

[0138] Patent Document 4 describes an autonomous mobile flying object that detects rain and opens an umbrella, but since there is no umbrella in the center of the body and there is a gap in the center, it cannot protect a person's head from the rain.

[0139] In Patent Document 5, a UAV is mounted on a car, which is activated when the user gets in and out of the car and opens the umbrella during flight. When the umbrella is open, the downward wind generated by the propeller to obtain buoyancy hits the umbrella, making stable flight impossible.

[0140] Patent document 6 measures the position and distance of the shaded object and controls the floating object to approach a specified distance position, but does not measure the positions of both the shaded object and the sun, and does not control the floating object to come between the shaded object and the sun. [Explanation of symbols]

[0141] 100 Airborne Mobile System 101 Sun 102 people (objects, users) 10. Airborne vehicle (this aircraft or aircraft) 11 Frame section 12 Mesh cover (shock absorbing mechanism) 20 Control section 20S power source section 21 Control main body (position direction specifying means, altitude setting means) 22 Attitude control unit 23 Receiving section 24. Communications Department 25 Transmitter 26 External control unit 27 Receiving section 30 Source of buoyancy 31 Motor section 32 Propeller section 40 Shielding part (umbrella) 41 Range Extension 42 Heavy objects 43 Intermediate parts 44 Wiring 45 Hook 50 Various sensors 51 Sensor (human detection sensor) 52 Sensor (Sun detection sensor) 55 bars 56 Gimbal or servo motor 57a, 57b GPS receiver 58 Altitude Sensor 59 Obstacle detection sensor 60 Stations 61 Entrance / exit S Shaded area (sun) M1 Gray frame (object (person)) M2 black frame (diagonal to the sun)

Claims

1. An aerial movement system including an aerial moving body and a control unit that controls the operation of the aerial moving body, The aerial vehicle is A buoyancy generating source that levitates the aerial moving object; and A shielding portion that shields sunlight; a sensor for acquiring information for identifying the position direction of an object and the position direction of the sun; The control unit is a position / direction specifying means for specifying a position / direction between the object and the sun based on information from the sensor, An aerial movement system characterized by controlling the buoyancy force generating source so that the aerial moving object moves in a position direction identified by the position / direction identification means, and providing shade by blocking the sunlight from the target object using the shielding part.

2. the buoyancy force generating source is provided on an outer periphery of the aerial moving body, 2. The aerial movement system according to claim 1, wherein the shielding portion is provided on an inner periphery side of the buoyancy force generating source.

3. the aerial vehicle is provided with a sensor for acquiring information for adjusting its altitude; The aerial movement system according to claim 2, characterized in that the control unit is provided with an altitude setting means for setting the altitude of the aerial moving body based on information from the sensor, and moves the aerial moving body to the altitude set by the altitude setting means.

4. the aerial vehicle is equipped with a sensor for acquiring information for avoiding collision with an obstacle, 4. The aerial moving system according to claim 2 or 3, wherein the control unit moves the aerial moving body so as to avoid the aerial moving body colliding with an obstacle based on information from the sensor.

5. 4. The aerial transportation system according to claim 2 or 3, characterized in that the aerial transportation body is provided with an impact mitigation mechanism for mitigating impact even if the aerial transportation body falls or collides with an obstacle.

6. the aerial moving object includes a sensor for acquiring information for ensuring the safety of the aerial moving object and the target object; The control unit analyzes information from the sensor and performs crisis avoidance control to prevent the aerial vehicle from falling, colliding, breaking down, or other troubles.

4. The aerial vehicle system according to claim 2, further comprising an information transmitting unit for transmitting to the target object that the crisis avoidance control is to be performed.

7. 4. The aerial vehicle system according to claim 2, further comprising a power generation mechanism for supplementing the power of said aerial vehicle.

8. The aerial moving body according to claim 2 or 3, characterized in that the aerial moving body is provided with a cooling material delivery function for applying a cooling material to the object that is shaded from sunlight by the aerial moving body so that the object is further cooled.

9. the aerial moving object includes a receiving unit that receives a control instruction for the aerial moving object from an external device when the control unit is to control the aerial moving object from an external device, 4. The aerial moving system according to claim 2, wherein the control unit controls the aerial moving object based on control instruction contents received by the receiving unit from the outside.

10. a station having a take-off and landing site for the aerial vehicle to take off and land, and a space below the take-off and landing site into which the object can enter; The aerial mobility system according to claim 9, characterized in that the control unit detects that the object scheduled to use the aerial mobility vehicle has entered the station while the aerial mobility vehicle is waiting at the takeoff and landing site of the station.

11. The aerial mobility system according to claim 10, characterized in that the control unit detects that the object has entered the station when the object enters the station for the purpose of ending use of the aerial mobility vehicle.

12. The aerial mobility system according to claim 10, further comprising a charging mechanism that receives power from the power transmission mechanism of the station and charges a power source unit while the aerial mobility vehicle is waiting at the takeoff and landing site of the station.

13. The aerial mobile system according to claim 10, wherein the control unit detects position information of the station when the aerial mobile object takes off or lands at the station.

14. The receiving unit receives a takeoff / landing instruction transmitted from a station when the aerial vehicle takes off or lands at the station, The aerial mobile system according to claim 10, wherein the control unit controls the aerial mobile object to take off and land based on a takeoff and landing instruction transmitted from a station received by the receiving unit.

Images