Flying body, load landing method, system, and program

Abstract

To provide a flying body or the like, which lowers a loaded object from the flying body after landing while maintaining an attitude of the loaded object and releases the loaded object in such a manner that an impact occurring to the same during the release is within a predetermined range of the impact, thereby reducing the impact applied to the loaded object during unloading and improving quality of delivery.SOLUTION: A flying body comprises a holding mechanism for holding a loaded object. The holding mechanism moves the loaded object at least vertically downward while horizontally maintaining an attitude of the loaded object after landing legs of the flying body have landed.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to an aircraft, a cargo arrival method, a system, and a program. [Background technology]

[0002] In recent years, research and demonstration experiments have been conducted toward the practical application of services using drones, unmanned aerial vehicles (UAVs), and other flying objects (collectively referred to as "flying objects" below). In the development of delivery services using autonomous flight systems or remotely controlled flight systems for flying objects, there is a demand for early practical application of such systems to speed up the process from ordering to receiving products on e-commerce sites and to realize immediate delivery to remote islands, as well as a demand for improved quality of delivery.

[0003] Items that require immediate delivery include urgent items such as medical equipment and medical specimens, as well as food purchased by end users, and currently many of these are transported by four-wheeled or two-wheeled vehicles. The time required for land transport varies greatly depending on whether or not there is a paved road and the traffic conditions, and in places such as mountains or remote islands, where access by vehicle in a straight line is difficult, transport can take a long time.

[0004] Patent Document 1 discloses an aircraft capable of carrying cargo, which automatically flies and detaches its payload, enabling it to make home delivery by air to a specified location. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] U.S. Pat. No. 9,536,216 [Patent Document 2] U.S. Pat. No. 1,061,8655 Summary of the Invention [Problem to be solved by the invention]

[0006] Patent document 1 discloses an aircraft capable of carrying cargo, which flies to a destination using GPS signals and then releases the cargo, thereby enabling an automatic delivery service to be provided by the aircraft, and a delivery system.

[0007] This allows the luggage to reach its destination without being affected by the existence or nonexistence of roads or road conditions.

[0008] However, in both of the methods of separating packages disclosed in Patent Documents 1 and 2, vibrations and shocks occur during the process of separating packages, which reduces the quality of delivery.

[0009] In Patent Document 1, when dropping luggage from the sky, the luggage's center of gravity allows it to maintain its posture while it is falling, but it becomes difficult to control the luggage's posture after it hits the ground due to the luggage bouncing back and forth. In addition, there is a risk that the luggage will lose its shape, become mixed up, or be damaged due to the impact when it hits the ground.

[0010] Furthermore, when a load is suspended from a string-like member as in Patent Document 2 and the load is lowered without landing the aircraft, the impact when the load reaches the ground may be reduced, but it is difficult to prevent the load from swaying during descent. For example, when the aircraft encounters a crosswind near the ground, the aircraft tilts its flying section into the wind in order to stay in place. The swing of the aircraft is transmitted to the suspended load, causing the load to sway as well. This phenomenon becomes more pronounced when the load is light.

[0011] In particular, for payloads such as pre-cooked foods, which can lose quality in terms of taste or appearance if the product crumbles or mixes up, or for payloads such as medical equipment and precision instruments where it is desirable to avoid impacts as much as possible and where damage is expected depending on the level of impact, unloading methods such as dropping the payload so that it hits the landing surface or lowering the payload from the aircraft in flight using a wire or the like to cause it to swing are not optimal.

[0012] Therefore, one object of the present invention is to provide an aircraft etc. that can reduce the impact on the payload when unloaded and improve the quality of delivery by descending from the aircraft after landing while maintaining the attitude of the payload and releasing it so that the impact generated on the payload when detached is within a specified impact range. [Means for solving the problem]

[0013] According to the present invention, it is possible to provide an aircraft having a holding mechanism for holding an payload, which, after the landing legs of the aircraft touch down, moves the payload at least vertically downward while keeping it horizontal, thereby touching down the aircraft. Effect of the Invention

[0014] According to the present invention, it is possible to provide an aircraft or the like that reduces the impact on payload when unloading and improves the quality of delivery. [Brief description of the drawings]

[0015] [Figure 1] 1 is a conceptual diagram of an aircraft according to the present invention seen from the side. [Diagram 2] FIG. 2 is a side view of the aircraft in FIG. 1 during cruising. [Diagram 3] FIG. 2 is a top view of the aircraft of FIG. 1. [Figure 4] FIG. 2 is a side view of the aircraft in FIG. 1 in a landing state. [Diagram 5] FIG. 5 is a side view of the aircraft of FIG. 4 when the payload is lowered. [Figure 6] FIG. 5 is a front view of the aircraft of FIG. 4. [Figure 7] FIG. 6 is a front view of the aircraft of FIG. 5. [Figure 8] FIG. 2 is a side view of an example of a method for lowering a payload of an aircraft. [Figure 9] FIG. 2 is a side view of an example of a payload descent method for an aircraft according to the present invention. [Figure 10] FIG. 2 is a side view of an example of a payload descent method for an aircraft according to the present invention. [Figure 11]FIG. 10 is a side view of the aircraft when the payload is descending. [Figure 12] FIG. 2 is a functional block diagram of the aircraft of FIG. 1. [Figure 13] FIG. 2 is a side view of an example of an embodiment of a holding mechanism for an aircraft according to the present invention. [Figure 14] 10 is a partial front view of the holding mechanism of FIG. 9. [Figure 15] FIG. 2 is a front view of the holding mechanism after the flying vehicle according to the present invention has landed. [Figure 16] FIG. 16 is a front view of the aircraft of FIG. 15 during payload descent. [Figure 17] FIG. 4 is a front view of a holding mechanism provided on the flying vehicle according to the present invention. [Figure 18] FIG. 18 is a front view of the holding mechanism in FIG. 17 when the load is lowered. [Figure 19] 18 is a front view of the holding mechanism of FIG. 17 when the load is released. FIG. [Figure 20] FIG. 18 is a front view of the holding mechanism of FIG. 17 after the load is released. [Figure 21] FIG. 18 is a front view of the holding mechanism of FIG. 17 after the load is released. [Figure 22] FIG. 2 is a front view of an example of a holding mechanism configuration for an aircraft according to the present invention, taken during landing. [Diagram 23] 23 is a front view of the holding mechanism of FIG. 22 when releasing a load. FIG. [Figure 24] FIG. 23 is a front view of the holding mechanism of FIG. 22 after the load is released. [Diagram 25] FIG. 2 is a front view of an example of a holding mechanism configuration for an aircraft according to the present invention, taken during landing. [Figure 26] 20 is a front view of the holding mechanism of FIG. 19 when releasing a load. FIG. [Figure 27] 20 is a front view of the holding mechanism of FIG. 19 after the load is released. FIG. [Figure 28] FIG. 13 is a side view of an example of an insert member of the holding portion. [Figure 29] 23 is a front view of the insert member of the holding portion of FIG. 22. FIG. [Diagram 30] FIG. 2 is a front view of an example of a holding mechanism configuration for an aircraft according to the present invention, taken during landing. [Diagram 31]25 is a front view of the holding mechanism of FIG. 24 when the loaded object is released. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0016] The contents of the embodiments of the present invention will be described below. The flying object, the cargo arrival method, the system, and the program according to the embodiments of the present invention have the following configuration. [Item 1] An aircraft equipped with a holding mechanism for holding an onboard object, The holding mechanism includes: After the landing gear of the aircraft touches down, the payload is moved at least vertically downward while being kept horizontal. An aircraft characterized by: [Item 2] The aircraft according to item 1, The holding mechanism moves the mounted object until the mounted object touches the ground. An aircraft characterized by: [Item 3] 3. The aircraft according to claim 1 or 2, The holding mechanism has a holding portion that holds a bottom portion of the mounted object. An aircraft characterized by: [Item 4] The aircraft according to any one of items 1 to 3, The mounting object has a bottom part including a bottom member having a predetermined height. An aircraft characterized by: [Item 5] Item 3. The aircraft according to item 1 or 2, The holding mechanism has a holding portion that holds a side portion of the mounted object. An aircraft characterized by: [Item 6] Item 3. The aircraft according to item 1 or 2, The holding mechanism has a holding part that holds an upper part of the mounted object. An aircraft characterized by: [Item 7] A method for loading an object by an aircraft equipped with a holding mechanism for holding an object, comprising the steps of: and a step of moving the payload at least in a vertically downward direction while maintaining the payload horizontally by the holding mechanism after the landing gear of the aircraft touches down. The method of arrival is characterized by the above. [Item 8] A system for causing a processor included in an aircraft having a holding mechanism for holding an object to execute a loading method, comprising: The arrival method is and a step of moving the payload at least in a vertically downward direction while maintaining the payload horizontally by the holding mechanism after the landing gear of the aircraft touches down. A system characterized by: [Item 9] A program for causing a processor of an aircraft having a holding mechanism for holding an on-board object to execute a loading method, The arrival method is and a step of moving the payload at least in a vertically downward direction while maintaining the payload horizontally by the holding mechanism after the landing gear of the aircraft touches down. A program characterized by:

[0017] <Details of the embodiment of the present invention> Hereinafter, an aircraft, a cargo arrival method, a system, and a program according to an embodiment of the present invention will be described with reference to the drawings.

[0018] <Details of the first embodiment>

[0019] As shown in FIG. 1, an aircraft 100 according to an embodiment of the present invention is equipped with an aircraft section 140 including elements such as a plurality of rotor sections consisting of at least a propeller 110 and a motor 111, and a frame 120 connecting the rotor sections, and is preferably equipped with energy (e.g., secondary batteries, fuel cells, fossil fuels, etc.) for operating them. Although a single rotor aircraft or a fixed wing aircraft may be used as the aircraft, it is preferable to use a VTOL aircraft capable of vertical takeoff and landing, or a rotor aircraft having multiple rotors, so-called a multicopter, particularly for home delivery applications. By using an aircraft capable of vertical takeoff and landing, it is possible to reduce the size of peripheral equipment, including ports for takeoff and landing.

[0020] It should be noted that the illustrated flying object 100 is depicted in a simplified manner in order to facilitate explanation of the structure of the present invention, and detailed configurations of, for example, the control unit, etc. are not shown.

[0021] The forward direction of the aircraft 100 is the direction of arrow D in the figure (-Y direction) (more details will be given later).

[0022] In the following description, terms may be used according to the following definitions: forward / backward direction: +Y direction and -Y direction, up / down direction (or vertical direction): +Z direction and -Z direction, left / right direction (or horizontal direction): +X direction and -X direction, forward direction (forward): -Y direction, backward direction (rearward): +Y direction, upward direction (upward): +Z direction, downward direction (downward): -Z direction

[0023] The propeller 110 rotates by receiving an output from the motor 111. The rotation of the propeller 110 generates a thrust force for causing the flying object 100 to take off from a departure point, move, and land at a destination. The propeller 110 can rotate in a right direction, stop, and rotate in a left direction.

[0024] The propeller 110 of the aircraft of the present invention has one or more blades. There can be any number of blades (rotors) (e.g., 1, 2, 3, 4, or more blades). The blades can be flat, curved, kinked, tapered, or any combination thereof. The blades can be variable in shape (e.g., extendable, foldable, bent, etc.). The blades can be symmetric (having identical upper and lower surfaces) or asymmetric (having upper and lower surfaces with different shapes). The blades can be formed into airfoils, wings, or any geometry suitable for generating aerodynamic forces (e.g., lift, thrust) as the blade moves through the air. The blade geometry can be selected to optimize the blade's aerodynamic properties, such as increasing lift and thrust and reducing drag.

[0025] The propellers equipped on the aircraft of the present invention may be of fixed pitch, variable pitch, or a combination of fixed pitch and variable pitch, but are not limited to these.

[0026] The motor 111 generates the rotation of the propeller 110; for example, the drive unit may include an electric motor or an engine, etc. The blades may be driven by the motor and rotate around the motor's rotation axis (e.g., the motor's longitudinal axis).

[0027] The blades can all rotate in the same direction, or they can rotate independently. Some blades rotate in one direction and others in the other direction. The blades can all rotate at the same RPM, or they can each rotate at a different RPM. The RPM can be determined automatically or manually based on the dimensions of the moving object (e.g., size, weight) and the control state (speed, direction of movement, etc.).

[0028] The flying object 100 determines the rotation speed of each motor and the flight angle according to the wind speed and direction using a flight controller, a radio control system, etc. This allows the flying object to move by ascending and descending, accelerating and decelerating, and changing direction.

[0029] The aircraft 100 can fly autonomously according to routes and rules set in advance or during flight, or can fly by being controlled using a remote control.

[0030] The above-described flying object 100 has the functional blocks shown in FIG. 12. The functional blocks in FIG. 12 are a minimum reference configuration. The flight controller is a so-called processing unit. The processing unit may have one or more processors, such as a programmable processor (e.g., a central processing unit (CPU)). The processing unit has a memory (not shown) and is accessible to the memory. The memory stores logic, code, and / or program instructions that the processing unit can execute to perform one or more steps. The memory may include, for example, a separable medium such as an SD card or a random access memory (RAM) or an external storage device. Data acquired from a camera or sensors may be directly transmitted to and stored in the memory. For example, still image and video data captured by a camera or the like is recorded in an internal memory or an external memory.

[0031] The processing unit includes a control module configured to control the state of the rotorcraft. For example, the control module may be configured to control six degrees of freedom (translational motion x, y, and z, and rotational motion θ x , θ y and θ z The control module controls the propulsion mechanisms (e.g., motors) of the rotorcraft to adjust the spatial arrangement, speed, and / or acceleration of the rotorcraft having a payload 10. The control module may control one or more of the payload 10, the state of the sensors, etc.

[0032] The processing unit can communicate with a transceiver configured to transmit and / or receive data from one or more external devices (e.g., a terminal, a display device, or other remote controller). The transceiver can use any suitable communication means, such as wired or wireless communication. For example, the transceiver can utilize one or more of a local area network (LAN), a wide area network (WAN), infrared, radio, WiFi, a point-to-point (P2P) network, a telecommunication network, cloud communication, etc. The transceiver can transmit and / or receive one or more of data acquired by sensors, processing results generated by the processing unit, predetermined control data, user commands from a terminal or a remote controller, etc.

[0033] The sensors according to this embodiment may include inertial sensors (accelerometers, gyro sensors), GPS sensors, proximity sensors (e.g., lidar), or vision / image sensors (e.g., cameras).

[0034] 1 and 2, the flying section 140 of the flying object 100 according to the embodiment of the present invention is tilted forward in the direction of travel when traveling. The forward-tilted rotor generates upward lift and thrust in the direction of travel, which propels the flying object 100 forward.

[0035] The flying object 100 is equipped with a holding mechanism 20 capable of holding luggage to be transported to a destination or a storage section for storing luggage, etc. (hereinafter collectively referred to as the payload 10). The holding mechanism 20 is connected fixedly to the flying section 140, or, as shown in Figs. 1 and 2, is connected to be capable of being independently displaced via a connection section 22 such as a rotating shaft or a gimbal having one or more degrees of freedom, so that the payload 10 can be kept in a predetermined attitude (e.g., horizontal) regardless of the attitude of the flying object 100.

[0036] As a method for holding the payload 10 in a predetermined attitude, in addition to providing a connection part 22 between the flying part 140 and the holding mechanism 20, the same effect can be obtained by providing a connection part 22 between the holding mechanism 20 and the payload 10. In other words, it is desirable to provide the connection part 22 at any position between the flying part 140 and the payload 10.

[0037] The position and direction of the pivot axis 50 used to displace the holding mechanism 20 or the payload 10 are determined by the attitude that the aircraft 100 takes during flight. For an aircraft that only moves forward or backward, the flying section tilts in the forward and backward directions, so by providing at least one axis that can rotate in the pitch direction, it is possible to cancel the tilt of the flying section during flight and maintain the attitude of the payload. Furthermore, to accommodate tilt in other axial directions (roll, yaw), two or more pivot axes are provided.

[0038] The displacement of the holding mechanism 20 or the payload 10 may be performed by passive control, which maintains the attitude by the weight of the object to be maintained, or by active control, which controls the attitude by using a motor, etc. When controlling the attitude more precisely, it is desirable to use active control, but since adding a mechanism leads to an increase in weight, etc., the control method should be appropriately determined according to the purpose.

[0039] The holding mechanism 20 is composed of a material having a strength sufficient to withstand flight and takeoff and landing while holding the payload 10. For example, resin, FRP, etc. are suitable as materials for the holding mechanism because they are rigid and lightweight. In addition, when using metal, it is possible to prevent weight increase while improving strength by using a material with a light specific gravity such as aluminum or magnesium. Note that these materials may be the same as the material of the frame 120 included in the flying section 140, or may be different materials.

[0040] In addition, the motor mount (not shown) and frame 120 of the flying section 140 may be constructed by connecting the respective parts, or may be molded as one piece using a monocoque structure or one-piece molding (for example, the motor mount and frame 120 are molded as one piece). By integrating the parts, it is possible to make the joints between the parts smooth, which is expected to reduce drag and improve fuel efficiency.

[0041] The landing legs 130 of the aircraft 100 are preferably configured to be longer downward (in the -Z direction) than the payload 10, at least in a side view of the aircraft landing on a flat surface, so that the payload 10 is not subjected to impact from direct contact with the landing surface 200 when the aircraft lands. The landing legs 130 may further include a shock absorbing device 131 such as a damper.

[0042] The flying body 100 is provided with a holding mechanism 20 capable of holding the payload 10 so as not to drop it at unintended timing during flight or during takeoff and landing, and the holding mechanism 20 is provided with a holding part 21 capable of releasing the payload 10 from the flying body at a predetermined timing.

[0043] The flying object 100 carrying the payload 10 flies to the sky above the destination point and then lands.

[0044] After the aircraft 100 lands, the holding mechanism 20 descends while holding the payload 10, and then releases the payload 10. At this time, the payload is released so that the shock to the payload or the inclination of the payload is within a predetermined range. In addition, it is desirable that the surface with which the released payload comes into contact (hereinafter collectively referred to as the landing surface 200), such as a landing facility or a landing pad at a port, is flat and has a shape that prevents the released payload from losing its posture or inclining.

[0045] As shown in Fig. 1-7, the holding mechanism 20 may hold the payload 10 by supporting the bottom surface of the payload 10 with the holding part 21. The flying object 100 carrying the payload 10 advances toward the destination. At this time, if the flying part 140 and the holding mechanism 20 are connected so as to be independently displaceable, the attitude of the payload 10 does not change even if the flying object 100 assumes a forward attitude, as shown in Fig. 2.

[0046] After the flying object 100 lands at the destination, the holding mechanism 20 releases the payload 10 as shown in Figures 4 and 5. In Figure 5, the holding part 21 of the holding mechanism 20 moves vertically downward, causing the shim member 11 of the payload 10 to touch the landing surface 200. After the shim member 11 touches the ground, the holding part 21 further descends, and the payload 10 is no longer held and is released.

[0047] The method of raising and lowering the payload 10 includes raising and lowering the holding part 21 by a motor, a servo, etc., sending out by a gear or a belt, winding up and down a string-like member or a belt-like member, and descending by its own weight with the speed limited by a damper, etc. However, it is not limited to this as long as it can achieve the task of descending and releasing the payload so that the impact given to the payload is within a predetermined impact range when the aircraft has landed. Furthermore, during the raising and lowering, the movement of the payload is not limited to the vertical direction only, and it may be moved horizontally and obliquely in the left and right directions or the front and rear directions as necessary. Even if the movement direction during the descent is not vertical, for example, if a slider is used as in FIG. 8, the attitude of the payload 10 is likely to be significantly tilted. Therefore, for example, as illustrated in FIG. 9, it is preferable to slide the payload while maintaining its attitude horizontal so that the tilt of the payload does not exceed a predetermined angle, or to use a mechanism combining a parallel link mechanism and a rotating shaft and use the swinging motion of the link to descend the payload while maintaining its attitude horizontal.

[0048] When holding the bottom surface, it is desirable that the landing surface 200 or the mounted object 10 is provided with a clearance for the operation of the holding part in order to reliably lower the mounted object 10 onto the landing surface 200 and smoothly release it from the holding part 21. When providing it on the landing surface 200, as shown in Figures 30 and 31, a convex part with an area that allows the mounted object 10 to stand stably is provided, and the periphery is made into a clearance for the holding part 21, so that the mounted object 10 can be released without giving any shock to it.

[0049] The method and speed of descent of the holding part 21 and the position (height, etc.) at which the payload 10 is released should be determined so that the impact on the payload is of a predetermined magnitude, taking into account various conditions such as the type, size, and weight of the payload, and the material of the landing surface 200. To further reduce the impact, it is desirable to slow down the descent speed when the payload touches the ground and to set the release position at a position where part of the payload 10 touches the ground, but in this case, the overall unloading speed will decrease.

[0050] In addition, when a dedicated landing port or the like is not provided for the delivery aircraft, the same effect can be obtained by providing a relief portion in the payload 10. For example, as shown in Fig. 6 or 7, by providing a thin rectangular parallelepiped bottom member 11 at the bottom of the payload 10, which is a rectangular parallelepiped, the payload 10 can stand independently and stably on the landing surface 200 by the bottom member 11, and the holding portion 21 can smoothly perform the release operation without rubbing against the payload 10 or giving any impact to the payload 10.

[0051] 13 and 14 show enlarged views of a configuration example of the holding mechanism 20 when holding the bottom surface of the load 10. The holding part 21 that supports the bottom surface of the load 10 can be raised and lowered by the rotation of the motor 40 connected to the fully threaded rod 41, and furthermore, the hinge 23 provided in the vertical center can rotate the holding part 21 outward in the left and right directions (+-X directions) to release the load 10 after the load 10 reaches the landing surface 200. The release by the hinge 23 can be achieved, for example, by using a hinge (generally called a spring hinge) that opens when the hinge moves downward from the cover part 24 using a spring reaction force, or by providing a rod connected to a servo or the like on the outside in the left and right directions so that the load 10 can be pulled open.

[0052] The servo 30 and horn 31 shown in Figure 13 are connected to the cover part 24 via a rod 32, and when the servo 30 operates, the cover part 24 and the mount 10 rotate around the connection part 22 as an axis, thereby controlling the attitude of the mount 10.

[0053] As shown in Figs. 15 and 16, a holding portion 26 is provided to prevent the payload 10 from shifting in the forward / rearward direction during flight of the aircraft 100. The holding portion 26 is a member (e.g., a protrusion, a plate material, a roller mechanism, a cushioning material, etc., integral with the cover portion) provided inward from the holding portion 21 or a cover that covers the payload (hereinafter collectively referred to as the cover portion). In order to prevent the payload 10 from slipping or rocking, it is desirable that the payload 10 is mounted without any room for movement between the payload 10 and the cover portion. However, the smaller the gap between the payload 10 and the cover portion, the higher the possibility that the cover portion will come into contact with the payload 10 and cause an impact when the aircraft 100 takes off after releasing the payload 10.

[0054] In outdoor locations subject to wind, it is difficult to accurately make the aircraft 100 take off vertically upward once it has landed. Therefore, it is desirable to provide a clearance between the payload 10 and the cover to prevent contact when the aircraft 100 takes off diagonally upward. In order to simultaneously prevent the payload 10 from swinging during flight and prevent contact with the cover when the aircraft 100 takes off again, it is desirable to provide the holding part 26 at a height that suppresses unintended movement of the payload 10 at least during flight, and does not suppress movement of the payload 10 when the payload 10 has completed its descent by the holding mechanism 21. The holding part 26 can suppress rattling of the payload 10 during flight, while providing a clearance between the payload 10 and the cover when the aircraft 100 takes off again.

[0055] 17 to 21 are conceptual diagrams showing the flow of operations from after the aircraft lands in the mechanism of Fig. 14, to releasing the load and taking off again. Fig. 17 to 21 are simplified to facilitate explanation of the unloading structure, and do not show elements such as the landing gear 130 and frame 120 of the aircraft.

[0056] First, as shown in FIG. 17, when the aircraft has landed, the distance between the landing surface 200 and the payload 10 is large. The payload 10 and the holding part 21 that supports it from the bottom are connected to a fully threaded rod 41 via a guide, and as shown in FIG. 18, the payload 10 descends as the motor 40 rotates. As the descent continues, the clog member 11 first comes into contact with the landing surface 200, and as the descent continues, the holding part 21 no longer holds the payload 10, and the payload is released. As the descent continues, the position of the hinge 23, which uses a spring hinge that tries to open outward in the left and right directions, falls below the cover part 24. Then, the hinge 23, which has lost the cover part 24 that holds it down, is pushed open outward as shown in FIG. 19.

[0057] With the hinge 23 pushed open, the aircraft takes off again, making it possible to remove the holding mechanism without the holding part 21 and the like coming into contact with the payload 10 released on the landing surface. After taking off and securing a sufficient distance from the payload, the holding part 21 rises due to the rotation of the motor 40, and the open hinge 23 is pressed against the cover part to close it.

[0058] The holding portion 21 may be provided with rollers 25 or the like at its end portion to prevent it from getting caught if the aircraft stumbles and touches the payload 10 when it takes off again.

[0059] <Details of the second embodiment> In the details of the second embodiment of the present invention, components that overlap with those of the first embodiment operate in the same manner, so repeated explanations will be omitted.

[0060] 22 to 24, the holding mechanism 20 may be connected to and hold the side of the mounted object 10. In this case, the connection method may include a method of inserting a needle-shaped member into the side of the mounted object, a method of providing a hole or slit in the side of the mounted object and inserting the holding part 21 therein, a method of adhering and releasing the object by magnetic force or negative pressure, and the like, but is not limited to these as long as the connection is made in such a way that the mounted object does not drop or swing unintentionally.

[0061] When holding the load from the side, there is no need for a clearance portion to provide space for the holding portion 21 to be removed, as in the first embodiment in which the load is supported from the bottom, so there is no need to provide a step member or the like below the load or to provide a protrusion on the landing surface 200.

[0062] In addition, in the case of side holding, it is possible to hold the payload without providing a lid-like member on the bottom, but it is also possible to provide a lid that has waterproof and dustproof properties, etc., and that can be opened and closed so as not to interfere with the descent and release of the payload. <Details of the third embodiment> In the details of the third embodiment of the present invention, components that overlap with those of the first and second embodiments operate in the same manner, so repeated explanations will be omitted.

[0063] 25 to 27, the holding mechanism 20 may be connected to and hold the upper surface of the mounted object 10. In this case, the connection method may be adhesion by magnetic force or negative pressure, or hooking the holding part 21, but is not limited to these as long as the connection is made in such a way that the mounted object does not drop or swing unintentionally.

[0064] When the method of hooking the holding portion 21 is used, for example, a plate-like member having a hole as shown in Figs. 28 and 29 may be used as the insertion member 12 of the holding portion.

[0065] When holding on the top surface, there is no need for a clearance portion to provide space for the holding member to be removed as in the first embodiment, which supports from the bottom surface, so there is no need to provide a step member or the like below the loaded object or to provide a protrusion on the landing surface 200.

[0066] In addition, when holding the device on the bottom or sides, it is often necessary to provide a holding portion on each side, but when holding the device by connecting to the top, there is only one holding mechanism, which is expected to make the device lighter.

[0067] The configuration of the aircraft in each embodiment can be implemented by combining multiple configurations. It is desirable to consider an appropriate configuration according to the manufacturing cost of the aircraft and the environment and characteristics of the place where the aircraft is operated.

[0068] The above-described embodiment is merely an example for facilitating understanding of the present invention, and is not intended to limit the present invention. The present invention can be modified or improved without departing from the spirit of the present invention, and it goes without saying that the present invention includes equivalents thereof. [Explanation of symbols]

[0069] 10 Payload 11 Geta materials 12 Inserts 20 Retention mechanism 21 Holding part 22 Connection 23 Hinge 24 Cover part 25 Roller 40 Motor 41 Fully threaded rod 50 Rotating Axis 100 Flying Objects 110a~110h Propeller 111a~111h Motor 120 frames 130 Landing leg 131 Damper 140 Flying Club 200 Landing surface (loading surface)

Claims

1. An aircraft equipped with a holding mechanism for holding an onboard object, The holding mechanism includes: After the landing gear of the aircraft touches down, the payload is moved at least vertically downward while being kept horizontal. An aircraft characterized by:

2. 2. The flying object according to claim 1, The holding mechanism moves the mounted object until the mounted object touches the ground. An aircraft characterized by:

3. 3. The flying object according to claim 1, The holding mechanism has a holding portion that holds a bottom portion of the mounted object. An aircraft characterized by:

4. 4. The flying object according to claim 1, The mounting object has a bottom part including a bottom member having a predetermined height. An aircraft characterized by:

5. 3. The flying object according to claim 1, The holding mechanism has a holding portion that holds a side portion of the mounted object. An aircraft characterized by:

6. 3. The flying object according to claim 1, The holding mechanism has a holding part that holds an upper part of the mounted object. An aircraft characterized by:

7. A method for loading an object by an aircraft equipped with a holding mechanism for holding an object, comprising the steps of: and a step of moving the payload at least in a vertically downward direction while maintaining the payload horizontally by the holding mechanism after the landing gear of the aircraft touches down. The method of arrival is characterized by the above.

8. A system for causing a processor included in an aircraft having a holding mechanism for holding an object to execute a loading method, comprising: The arrival method is and a step of moving the payload at least in a vertically downward direction while maintaining the payload horizontally by the holding mechanism after the landing gear of the aircraft touches down. A system characterized by:

9. A program for causing a processor of an aircraft having a holding mechanism for holding an on-board object to execute a loading method, The arrival method is and a step of moving the payload at least in a vertically downward direction while maintaining the payload horizontally by the holding mechanism after the landing gear of the aircraft touches down. A program characterized by:

Images