Vehicle transportation system for unmanned aircraft launched for emergency business

Abstract

To address the problem of insufficient use of an unmanned aircraft for emergency business caused by much time and labor until flight for the target emergency business is reached as there are application, inspection and the liked based on a law, etc.SOLUTION: This system is mounted, in a transportation vehicle 51 carrying an unmanned aircraft and used for emergency, on an assembly inspection base 31 of the vehicle to assemble an airframe 01, and performs inspection or the like such as pre-flight checking including inspection on the ground. The system wirelessly connects a notebook PC 11 to perform acquisition of site information, application filing, etc. After arrival at a site, the system causes the aircraft to take off by a taking-off inspection unit 41 after permission or the like, performs inspection in a flying state, and can start flight for emergency in this state.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present invention relates to a vehicle transport system that enables the quick assembly of an unmanned aerial vehicle (UAV) body in a vehicle rushing to a site for urgent business, and enables applications such as flight plan notifications based on laws and regulations such as the Aviation Act, and pre-flight inspections. [Background technology]

[0002] Unmanned aerial vehicles (UAVs) powered by battery motors include airplanes, helicopters, and multi-rotors. UAVs, commonly known as drones, which are typified by multi-rotors, have been widely used for civilian purposes since the 1980s. UAVs such as drones are effective systems for obtaining precise local information, such as images of places that are not accessible by roads.

[0003] Notable activities involving drones and other unmanned aerial vehicles include their use for urgent business (hereinafter referred to as "emergency business"), such as firefighting, police work, disaster investigation and relief, public emergency work, counterterrorism, response to foreign invasions, and the transportation of blood, organs, or medicines in urgent need of transport.

[0004] Drones and other drones can capture 4K video using their onboard cameras. Recently, a noise-canceling feature has been developed for drones. This audio signal filter combines analysis of the operational status of aircraft components and the distance of the components from the microphone to filter out noise information, such as propeller noise, from the drone's operation. This allows audio information to be obtained along with video from cameras near the emergency scene.

[0005] However, current unmanned aerial vehicles such as drones are battery-powered and generally have a flight time of approximately 20 to 60 minutes. Their flight range is also relatively short. These issues are expected to be improved in the near future as battery performance improves. However, motor-powered vehicles are still inherently not good at long-distance or long-duration flights. For this reason, an emergency transport vehicle that transports the unmanned aerial vehicle must approach the site of the emergency and follow the prescribed procedures before the unmanned aerial vehicle can take off.

[0006] On the other hand, some unmanned aerial vehicles, such as airplanes or helicopters, are capable of long-distance and long-duration flight by using engines. However, engine-powered vehicles require the transport of hazardous fuel in emergency vehicles, which poses a certain risk of fire. Engine-powered unmanned aerial vehicles are also noisy and unsuitable for flying at altitudes below 150 meters in urban areas. Therefore, battery-powered unmanned aerial vehicles are preferable for the aforementioned emergency missions around urban areas.

[0007] Furthermore, because unmanned aircraft are precision instruments, excessive shocks and vibrations during transport can cause them to malfunction. Therefore, the equipment, devices, and instruments inside the vehicle holding the aircraft must have vibration control capabilities. Furthermore, there is a limit to the weight of batteries that can be carried at one time, and they must be frequently replaced or replenished for long-term operation. Furthermore, because they use limited radio frequency bands with low transmission output, the communication functions for transmitting video, images, sensor output information, and other data obtained during operations are generally weak. Therefore, a communication relay function is required near the site to transmit the video, images, sensor information, and other data obtained to a base command center or other location.

[0008] Furthermore, in Japan, the amendment to the Aviation Act in December 2022 stipulated aircraft certification, pilot proficiency certification, and operating guidelines for unmanned aircraft. This stipulates in detail pre-flight checks, such as daily inspections, and entry in flight logs (hereinafter referred to as "inspections, etc."). It also stipulates strict rules for flight applications and / or flight plan notifications (hereinafter referred to as "applications, etc."). Therefore, given the proper inspection and application procedures (hereinafter referred to as "legal procedures") stipulated by laws and regulations such as the Aviation Act (hereinafter referred to as "laws, etc."), it takes a considerable amount of time to fly an emergency mission. Unless this process is completed quickly and the flight commences, the value of using unmanned aircraft is diminished.

[0009] In order to quickly rush to and operate an emergency mission under the above-mentioned circumstances, an unmanned aerial vehicle alone, which has a short flight range, is insufficient; an emergency transport vehicle is essential to complement it. A system is required in the vehicle that can quickly assemble and inspect the unmanned aerial vehicle. The vehicle also requires a system that can connect to wireless communications and acquire information and make applications in or near the site. The present invention provides a vehicle transport system for unmanned aerial vehicles that can quickly begin emergency missions while complying with laws and regulations.

[0010] At sea, aircraft are transported and taken off by ships such as aircraft carriers, helicopter carriers, and destroyers. However, in Japan, the Aviation Act does not apply to these defense-related vessels, so this would not be a precedent. As a precedent, many patent applications have been filed in recent years for transportation or storage (FI:B64U80 / 00) and land vehicles (FI:B64U80 / 86) particularly suited to unmanned aerial vehicles (UAVs). Many of these relate to UAV takeoff and landing gear or vehicles capable of takeoff and landing. Or to landing systems for UAVs on transport vehicles for logistics. Many relate to emergency landings when the battery is low. Or to support vehicles that provide power to autonomously flying UAVs. Most of these focus on landing, not takeoff, of UAVs. Unlike the present invention, there are almost no patents that focus on the pre-takeoff or flight stage, such as the legal application for reporting a flight plan and the legal inspection for pre-flight checks during the process of transporting a UAV in an emergency vehicle. Note that the laws and regulations targeted by this invention are primarily the Aviation Act, which was revised in December 2022, and inventions filed before that date are unlikely to describe systems or functions that comply with this law.

[0011] Patent Document 1 relates to an unmanned aerial vehicle launch platform that can efficiently transport and launch an unmanned aerial vehicle on the bed of a vehicle with a platform and ensure sufficient storage capacity for the platform, and to an unmanned aerial vehicle equipped with the unmanned aerial vehicle launch platform. The top plate of the unmanned aerial vehicle launch platform, which carries an agricultural drone or other such device, is designed to slide backward on a frame, and the platform below can be used as a storage area. The drone's legs are fixed to a recessed structure on the top plate, either on a foot stool or a sub-foot stool. Specifically, the bed of a light truck has a two-tiered structure, so the storage capacity of the platform is not reduced. Items such as pesticide containers can be placed in and removed from the storage area by folding down the side gates. The upper part of this platform is obviously open space. There is no mention of the vibration control functions, securing mechanisms, inspections, applications, etc., of the unmanned aerial vehicle during transportation. Patent Document 1 is partially the same as the present invention in that it can transport and take off an unmanned aerial vehicle. However, this method only allows transporting and taking off one vehicle. Furthermore, there is no mention of inspections or applications for unmanned aerial vehicles. The present invention relates to a vehicle transport system that performs legal applications and legal inspections in a transport vehicle for emergency use (for example, an assembly and inspection system). Therefore, the present invention and Patent Document 1 have different contents.

[0012] Patent Document 2 relates to a drone transport device that automatically diagnoses the structural integrity of a drone, eliminating the user's hassle. The drone transport device includes a storage compartment and a lid that can store the drone's drone. When the lid is closed, the drone is fixed in place by being clamped within the internal structure. To check the structural integrity, the storage compartment is equipped with a hammer below the compartment for hammering the drone's frame and a sensor above for collecting data. The sensor receives vibration data, primarily from the drone's frame. The structural integrity of the drone is diagnosed using a diagnostic device, and the results are displayed on an alarm device such as an LCD panel. The top surface of the lid of the drone transport device is used as a takeoff and landing area for the drone. Specifically, the storage compartment is made of a material such as foam, similar to a carry case for the drone. There is no mention of a drone transport vehicle or applications. Patent Document 2 is similar to the present invention in that it can inspect a drone and take off. However, it does not appear to have any transport functions. Furthermore, among the statutory inspection items, the only inspection that can be performed is for cracks in the drone's frame. This inspection method cannot detect distortions in the frame. It also cannot diagnose the entire aircraft or propeller. Furthermore, Japan's statutory inspections do not anticipate mechanical inspection methods, and require the pilot to inspect using their eyes, hands, and ears. The present invention relates to a vehicle transport system that performs legal applications and all legal inspections of unmanned aircraft in a transport vehicle for emergency use. Therefore, the present invention and Patent Document 2 have different contents.

[0013] Patent Document 3 relates to a portable drone port system that supports the operation of large drones that fly autonomously in uninhabited areas. This is a towed vehicle operated in uninhabited areas, such as mountainous regions and oceans, where human access is difficult. The large drone is believed to be engine-powered. It comprises a mobile port with a liftable takeoff and landing platform and a box-shaped storage room that houses the mobile port. The ceiling of the storage room has an opening through which the drone can pass, and this opening has an openable roof. There is also a loading module that secures the drone to the floor at a position corresponding to the opening. The mobile port also has a lift that raises and lowers the transport cart and takeoff and landing platform. The takeoff and landing platform is connected to the top of the lift via a shock-absorbing device such as a silicone shock-absorbing sheet. Additionally, the system is equipped with an inspection module that detects abnormalities in the drone's body, such as lubricating oil leaks. Images captured by the inspection module's camera are recognized by AI in a central control unit, allowing lubricating oil leaks in the drone's engine to be detected. On the other hand, the hangar is equipped with an environmental measurement module that measures the environment surrounding it, and the decision on whether to allow takeoff is based on the results of measurements such as wind direction and speed, and rainfall. It is also equipped with a seismometer. Specifically, it is an unmanned operation station for large drones installed inside a transport container. Since the shock absorbing device functions vertically, it does not absorb vibrations or shocks during transport, but rather vertical shocks when the drone lands. There is no indication of a mechanism for securing the drone. There is no mention here of applications for self-propelled vehicles, personnel on board, or large drones. Patent Document 3 is partially the same as the present invention in that the drone can take off. However, it is unclear how the towed vehicle will handle vibrations and shocks during transportation. The premise is that the drone will be operated unmanned on-site, and inspections will be performed using diagnostic imaging. At the very least, there is no workspace for the operator, and no function for assembling the drone or for visually and manually performing legal pre-flight inspections. The present invention relates to a vehicle transport system that is a function (for example, an assembly inspection system) in which a person in a transport vehicle for emergency use performs legal applications and legal inspections of drones. The inspection base of the present invention has an open space above, and inspections are performed by the operator visually and manually. Therefore, the present invention and Patent Document 3 differ in content.

[0014] Patent Document 4 relates to a disaster monitoring device and evacuation guidance device that utilizes drones. This disaster monitoring device monitors disasters using drones and other devices, and includes a transmitter that transmits video signals captured by the drone's onboard camera to a designated location; a drone equipped with a takeoff command signal receiving means that receives an external takeoff command signal (automatic takeoff command); and a takeoff signal transmitting means that transmits a takeoff command signal to the drone located at a location where the drone will take off and land. This document describes a disaster monitoring device in which, by transmitting a takeoff command signal from the takeoff signal transmitting means to the drone's takeoff command signal receiving means, the drone flies and captures images of the monitored object from the air using the onboard camera, and transmits the captured video signal to a designated location. There is no mention of a drone transport vehicle, inspections, applications, etc. Patent Document 4 relates to a storage means for storing location information and geographical information and a video signal transmission means for the drone camera that is equipped on the drone body and control device in flight during a disaster. However, it does not have a function for transporting the drone or for inspecting the drone before flight. The present invention relates to a vehicle transport system that performs pre-flight statutory inspections and legal applications for drones in a transport vehicle for emergency use (for example, a communication information acquisition application system). Therefore, the present invention and Patent Document 4 have different contents.

[0015] As described above, prior art does not contain any vehicle transport system for emergency transport vehicles that can quickly inspect and apply for unmanned aerial vehicles for emergency use, and can begin flying in a short time while complying with laws and regulations. On the other hand, defense-related vehicles are exempt from the Aviation Act, and there are no legal procedures. Therefore, these cannot be compared with the present invention, which assumes compliance with laws and regulations. [Prior art documents] [Non-patent literature]

[0016] [Non-Patent Document 1] Ministry of Land, Infrastructure, Transport and Tourism, "Safety Instructions for Unmanned Aerial Vehicle Flights" (3rd Edition), April 13, 2023 [Non-patent document 2] Shizuoka Prefecture website, "List of Emergency Vehicles and Road Maintenance Vehicles," July 19, 2023 (last reviewed January 31, 2024) [Non-patent document 3] Director-General of the Civil Aviation Bureau of the Ministry of Land, Infrastructure, Transport and Tourism, Guidelines for the Examination of Permission and Approval for Flights of Unmanned Aerial Vehicles, (Category II Flight) Kokukuinuki No. 220729: Last revised on November 9, 2022 (Reiwa 4), and (Category III Flight) Kokukuinuki No. 263175: Enacted on February 7, 2023 (Reiwa 5) [Non-patent document 4] Ministry of Land, Infrastructure, Transport and Tourism, Civil Aviation Bureau, Safety Department, "Guidelines for Handling Flight Logs of Unmanned Aerial Vehicles," enacted December 1, 2022, Kokukuinuki No. 236963 [Patent documents]

[0017] [Patent Document 1] Japanese Patent Publication No. 2020-147077 [Patent Document 2] Patent Publication No. 2021-070445 [Patent Document 3] Japanese Patent Application Publication No. 2023-063997 [Patent Document 4] Japanese Patent Application Publication No. 2018-181285 Summary of the Invention [Problem to be solved by the invention]

[0018] Given the application and inspection procedures required by laws and regulations, it takes a considerable amount of time for unmanned aircraft to be able to fly for the intended emergency purpose. As a result, unmanned aircraft are not being fully utilized for the necessary emergency purposes. These legal procedures must be completed in a short time. [Means for solving the problem]

[0019] This invention provides a vehicle transport system that can assemble and inspect unmanned aerial vehicles in compliance with laws and regulations, as well as perform communications, information acquisition, and applications from within a vehicle rushing to the scene of an emergency. The emergency uses of this invention are mainly for firefighting, police, and public emergency work, transporting blood, organs, and highly urgent pharmaceuticals, and for investigating, searching, and rescuing natural disasters and providing relief support. A vehicle rushing to an emergency site is called an "emergency transport vehicle." The function of performing inspections, applications, etc. within this vehicle is called the "vehicle transport system."

[0020] As mentioned above, the Aviation Act, revised in December 2022, stipulates aircraft certification, skill certification, and operating guidelines for unmanned aerial vehicles. It also provides detailed regulations for pre-flight checks, such as daily inspections, and inspections such as recording in flight logs. Inspections based on laws and regulations are called "statutory inspections." Furthermore, strict rules have been established for applications, such as flight applications and flight plan notifications. Applications based on laws and regulations are called "statutory applications." Violations are subject to penalties such as imprisonment and fines. Given these legal procedures, it typically takes a considerable amount of time to take off and fly, based on experience.

[0021] Under normal circumstances, laws and regulations require that when conducting a specific flight, a flight application must be submitted and permission obtained 10 business days prior to the flight. The contents of the flight application include the purpose of the flight, access control measures, flight date and time, route (location), flight airspace, flight method, unmanned aircraft registration number, type certificate number and aircraft certificate number, pilot proficiency certificate number, safety measures (flight manual, etc.), etc. Laws and regulations require the reporting of a flight plan in advance of a flight. The flight plan to be reported includes the registration number, type, and model of the unmanned aircraft, the pilot's name and competency certificate number, flight permit and approval number, purpose, altitude, speed, flight method, departure point, destination, required time, and the presence and content of access control measures. As mentioned above, current legal procedures do not allow for applications and permits to be obtained in a short timeframe. At the very least, they assume that the condition of the target and surrounding area are known in advance. In emergency missions, the condition of the target and surrounding area are often only known upon arrival at the scene. For example, in the case of firefighting, the flight altitude based on the floor height of the building or house where the fire occurred and the flight path (location) based on surrounding conditions such as overhead wires are determined upon arrival at the scene. Furthermore, the difference between Category II and III flight, which determines the difficulty of the application process, is the presence or absence of access control measures along the flight path. For example, in the case of public emergency work, the availability of access control measures is determined after actual installation of signs, cones, and ropes at the site. Thus, in many emergency missions, the information required for applications is only known upon arrival at the identified site.

[0022] Given the above circumstances, laws and regulations exist for special provisions for search and rescue operations. Emergency operations that qualify for these provisions are considered to include firefighting, police, flood control, and natural disaster search and rescue. Specific flights that qualify for these provisions are exempt from airspace and method restrictions. In other words, the type of flight (Category III / IIA flight) is not affected by the application for these provisions. Furthermore, the date, time, and route (location) of the flight can be broadly specified. Furthermore, if it is difficult to submit a flight plan in advance, a post-flight report is also acceptable. This mitigates some of the application requirements. However, even in the case of these provisions, pre-flight checks and the recording and carrying of a flight logbook are not exempted. In other words, all inspections are still required. On the other hand, emergency missions that are not considered to fall under the exceptions include public interest emergency operations, transporting blood, organs, and highly urgent medical supplies, road emergency operations, and investigation and relief support in the event of a natural disaster. For these emergency missions, applications and inspections must follow the proper legal procedures. When applying for these missions, it is necessary to devise a method for identifying the date, time, and route (location) of the flight.

[0023] Laws and regulations require inspections (pre-flight checks and entries in the flight log). The flight log includes daily inspection records, flight records, and aircraft maintenance records. Daily inspection records and flight records must be completed before and after each flight. Pre-flight checks include ground inspections, including a pre-flight inspection, a pre-operation visual inspection, and an operational inspection (ground inspection). These inspections are required to be performed by the pilot himself, using his eyes, ears, and hands. The pre-operation visual inspection checks the integrity of the aircraft overall, propellers, and frame, as well as the appearance of the flight controls, stick operation, and aircraft certification markings. The pilot checks the aircraft visually and by palpation. The operational inspection (ground inspection), which is performed with the aircraft powered on, checks the integrity of the power system, the flight control monitor display (errors, etc.), the remaining battery level, and the remote ID function. For ground inspections, the pilot fills out a daily inspection record sheet on the spot. This requires the pilot to alternate between holding the aircraft, flight controls, and writing implements for the record sheet. This makes ground inspections cumbersome, even in the most general cases. Among the pre-flight checks, there is an operational check (flight check) that is carried out while the aircraft is in flight. This is carried out after the aircraft has taken off and ascended, and is in a hovering position. The operational check (flight check) checks the integrity of the communications system (communication quality), propulsion system (abnormal noises, etc.), automatic control system (flight computer, control device), and the integrity of each operation of the flight control system. In other words, here the pilot operates the control stick by hand and checks with their eyes and ears whether the aircraft and the flight control monitor are moving in accordance with the pilot's intentions. In general, the pilot lands the aircraft and records the results of the in-flight check on a log sheet. However, in an emergency where every second counts, even landing and recording the information can be a valuable experience. Generally, all inspection items are read out by the pilot, and after confirming with their eyes and hands that there are no abnormalities, they are called out in an inspection voice and then recorded on a daily inspection record sheet (paper or electronic data).

[0024] In this invention, as a means to solve the problems related to the time and effort required in the pre-flight stage, we have devised a vehicle transportation system consisting of an in-vehicle assembly and inspection system and a communication information acquisition and application system. By preparing these systems, the necessary applications and inspections can be carried out. This allows the aircraft to quickly begin flying for emergency missions while taking into account legal procedures.

[0025] The assembly inspection system of the present invention is a function for inspections, etc., consisting of a) an assembly inspection base, b) a takeoff inspection unit, and c) a camera with a recording microphone and an information storage device.These functions for carrying out inspections of the aircraft and control devices on the ground and in flight in a chronological order are called "legal inspection functions." The "assembly and inspection base" of this invention is a base on which the aircraft is assembled and inspected. The unmanned aircraft's body is shaped for flight, but its protruding wings, arms, and propellers make it difficult to carry by hand. Carrying it carelessly could result in collision or contact with something inside the vehicle, damaging the aircraft. It is important that the assembly and inspection base be shaped for easy portability. One or more assembly and inspection bases are installed inside a vehicle. Aircraft assembly involves unfolding the folded aircraft and installing the propellers and fully charged battery. The type of aircraft camera may also be changed depending on the type of emergency.

[0026] The assembly and inspection base (a) above has a structure in which a horizontal plate is fastened to a vibration-damping table. The aircraft is positioned and fixed on the horizontal plate using a removable, split fixing jig, and is then fastened to the horizontal plate with lashing bands. The horizontal plate must be strong enough to withstand earthquakes and flexures. Multiple assembly and inspection bases are fixed to a desk inside the vehicle or to the mounting base of the takeoff inspection unit (described below). Because they are fastened, the aircraft will not come off even if the vehicle receives a slight impact. In addition, the vibration-damping table prevents vibrations from the vehicle while it is in motion from being transmitted to the aircraft. This makes the aircraft less likely to malfunction. Furthermore, the top of the assembly and inspection base is an open space. This allows the pilot to easily see and touch the aircraft as a whole. The aircraft, flight control system, and tablet device for electronic data recording of daily inspection records are all fixed to the vehicle.

[0027] The "takeoff inspection unit" mentioned above (b) is a device that quickly exposes an aircraft that has completed assembly and inspection while still mounted on the assembly and inspection base, allowing it to take off. The aircraft exposed on the roof of the vehicle using this unit is limited to rotorcraft. One example of a takeoff inspection unit is a structure suspended by a bottom plate attached to the lower end of a suspension rope. The vibration control table of the assembly and inspection base mentioned above is positioned and fixed in place by a mounting base on the bottom plate. Three to four suspension ropes or other suspension ropes are installed, and they move up and down using a winding mechanism attached to the ceiling inside the vehicle. The takeoff inspection unit has a skeleton structure. A skeleton structure refers to a structure that allows the entire aircraft within two or more suspension ropes to be visually inspected by hand from the outside. During assembly and inspection, the assembly and inspection base is held at a height that is easy to work with by the suspension ropes, and the pilot or other personnel perform the assembly and inspection. After assembly and inspection are complete, the ceiling opening and closing device in the opening in the roof of the vehicle through which the aircraft can pass is opened, exposing the horizontal plate on which the aircraft is placed, and the securing bands are removed from inside the vehicle for takeoff. The next aircraft, which has completed assembly and inspection on a desk or other surface inside the vehicle, is then placed and secured in turn to the mounting base on the bottom plate of the takeoff inspection unit. Similarly, the aircraft are exposed to the outside while still resting on the horizontal plate, and are taken off in the same order in which permission has been obtained, following the same procedure.

[0028] The "camera with recording microphone and information storage device" mentioned above in c) is a function for automatically recording inspection results in flight. This is used when the rotorcraft takes off from the flight plate near the vehicle or the horizontal plate of the takeoff inspection unit on the roof of the vehicle. After takeoff, the pilot will use an inspection voice to confirm that there are no abnormalities. The camera with recording microphone automatically captures images of the aircraft and the pilot and aircraft voices along with the time of the inspection results in flight. This image and voice are recorded in an information storage device. The recorded inspection results are reflected in the daily inspection record. This allows the rotorcraft to quickly begin emergency flights without having to land first.

[0029] The "communications information acquisition application system" of this invention is composed of wireless communication antennas, routers, electronic information terminals such as laptop PCs, wireless communication devices, and electronic information devices such as relay monitors. In urban areas, antennas, routers, etc. are mainly for mobile broadband (MBB). If necessary, antennas, routers, etc. for satellite communications or commercial wireless communications can also be provided. The communication information acquisition application system has the following functions: 1) the function to acquire on-site location airspace information around the site, 2) the function to acquire site-specific information near the site, and 3) the function to relay information acquired by unmanned aerial vehicles in flight.These functions that allow applications based on laws and regulations are called "legal application functions."These operations are performed by an assistant PC operator.

[0030] In 1) above, while the vehicle is driving around the site, it obtains on-site location and airspace information (latitude and longitude around the site and its location on a map, flight information sharing functions such as no-fly zones, airspace control information, etc.). In 2) above, when the vehicle arrives near the site, it obtains site-specific information (flight date, time, route (location), flight altitude, flight method, departure point, etc.). In addition, it obtains information on whether or not entry control measures to be implemented by safety management personnel near the site are permitted. Based on the information in 1) and 2) above, the PC operator acts as a proxy and makes applications online, and receives communication such as permission from the supervisory authorities. The results of permission are communicated to the pilots of each aircraft. In 3) above, video, audio, and other information obtained by unmanned aerial vehicles flying in weak radio wave conditions near the site is received, and this is relayed to a control center at a remote base for specific tasks using the system's communications functions. The above 1) and 2) are information required for applications (flight plan notifications and / or flight application changes). However, the types of information to be obtained in 1) and 2) above will differ depending on the purpose of the emergency mission, the status of the no-entry measures, and the flight mode. There are cases where all of each is required, and cases where only some of them are required.

[0031] The assembly and inspection base of the assembly and inspection system of the present invention allows the pilot to easily assemble the aircraft inside the vehicle and perform inspections on the ground without being hindered by shaking or vibration. The pilot can also easily perform inspections on the ground without having to alternate between holding the aircraft, the control unit, and the tablet device. Furthermore, the takeoff inspection unit allows the aircraft to take off quickly. The camera with a recording microphone automatically records the results of the inspection of the flight status, allowing the rotorcraft to quickly begin emergency flights without having to land. This allows statutory inspections to be completed quickly after arriving at the site.

[0032] The communication information acquisition and application system of the present invention allows necessary information to be acquired in an emergency transport vehicle heading to the scene, and legal applications can be made online from the vehicle. This allows unmanned aircraft to quickly begin flying to emergency missions. Furthermore, the video and audio of the unmanned aircraft relayed by this system is sent to a control center, allowing the situation to be assessed in real time and emergency missions to be carried out rationally. [Effects of the Invention]

[0033] The vehicle transportation system of the present invention allows procedures such as application and inspection in compliance with laws and regulations for unmanned aerial vehicles used for emergency missions to be carried out quickly while the vehicle is on its way to the site. With this invention, an emergency transport vehicle carrying an unmanned aerial vehicle and personnel can assemble the aircraft while rushing to the scene, and perform pre-flight inspections including daily inspections in accordance with laws and regulations, inspections to be recorded in the flight logbook, and applications such as reporting the flight plan. After arriving at the scene, the aircraft can take off immediately, and after a short flight inspection, it can quickly begin flying for emergency missions. [Brief explanation of the drawings]

[0034] [Figure 1] FIG. 1 shows a workflow diagram of the present invention for emergency use. [Figure 2] Figure 2 is an explanatory diagram of the assembly and inspection base, which is part of the assembly and inspection system and where aircraft assembly and ground inspection work are carried out. [Figure 3]Figure 3 is an explanatory diagram of the takeoff inspection unit of the assembly inspection system, which inspects the aircraft's takeoff and flight status after takeoff. [Figure 4] FIG. 4 is an example of a layout diagram of a vehicle transport system in an emergency transport vehicle for a rotorcraft. [Figure 5] FIG. 5 is a bird's-eye view of a vehicle transport system in an emergency transport vehicle for a rotorcraft. DETAILED DESCRIPTION OF THE INVENTION

[0035] Here, an embodiment for carrying out the present invention will be described. It should be noted that the assembly inspection base, take-off inspection unit, emergency transport vehicle structure, and vehicle transport system within the vehicle shown in the drawings are merely examples and are not intended to limit the present invention.

[0036] In the remainder of this specification, the following terms will be used: Emergency use by unmanned aerial vehicles mainly refers to emergency use by fire departments, police, flood control agencies, communications stations, public interest emergency operations, natural disaster investigations, search and rescue, relief support, transport of blood, organs, and medicines, etc. In many cases, these are emergency uses designated by public agencies. A vehicle transportation system is a system in which multiple personnel (such as a driver and assistant) board a vehicle, use a communication information acquisition and application system within the vehicle, and use an assembly and inspection system with one or more assembly and inspection bases inside the vehicle to carry out inspections and applications. An emergency transport vehicle is a vehicle equipped with a vehicle transport system that rushes to the scene of an emergency. In most cases, it is an emergency vehicle that has been approved by the prefecture. An assistant is a person necessary to ensure the safety of an unmanned aircraft flight. In this book, this refers to a personal computer (PC) operator, a safety manager, etc. The vehicle driver becomes an assistant after arriving at the scene and checks the safety of the surrounding area while the aircraft is flying. The communication information acquisition and application system refers to the functions of an information processing system that is connected to wireless communication and equipped with an electronic information terminal such as a PC, and that can acquire on-site airspace information and on-site specific information, and can make applications, etc. It also has a function to relay information acquired by unmanned aerial vehicles in flight. On-site location airspace information refers to information such as the latitude and longitude of the area around the site, its location on a map, flight information sharing functions such as no-fly zones, and airspace control information, which is obtained before arriving in the area. Site specific information refers to the combined contents of site specific information 1 and site specific information 2. Site specific information 1 is the flight date and time and flight route (flight location) that should be reflected in the flight application obtained while driving around the site. Site specific information 2 is the purpose and altitude of the flight, no-fly zones and flight method, departure point, destination, required time, and access control measures that should be reflected in the flight plan obtained after arriving near the site. The assembly and inspection system mainly consists of an assembly and inspection base, a take-off inspection unit, a camera with a recording microphone, and its information storage device. These are installed in an emergency transport vehicle. The assembly and inspection base is a vibration-damping base to which a rotorcraft is fixed and secured so that it can be assembled in an emergency transport vehicle and inspected on the ground before takeoff. The takeoff inspection unit refers to a unit that exposes the assembly inspection base to the outside of the vehicle and allows the rotorcraft to take off. Among the pre-flight checks, inspection work on the ground before takeoff includes pre-flight inspection, pre-operation visual inspection, and operational inspection (flight inspection). Also, inspection work in flight after takeoff is operational inspection (flight inspection).

[0037] The examples of the present specification have the following configurations. Example 1 explains the definition, types and characteristics of unmanned aerial vehicles. Example 2 explains the definition and scope of the emergency transport vehicle and urgent business (emergency business) of the present invention. Example 3 explains the outline of the rules for safe flight of unmanned aerial vehicles. Example 4 describes specific flight categories applicable to emergency unmanned aerial vehicles. The fifth embodiment describes a method for submitting a flight application to a regulatory agency. Example 6 describes reporting flight plans to regulatory authorities. Example 7 describes a problem in reporting a flight plan. Example 8 explains how to prepare a flight logbook in accordance with laws and regulations for unmanned aircraft, and explains the inspection items and inspection contents that must be checked before flight in Table 1. Example 9 describes the challenges and solutions for routine inspections of unmanned aerial vehicles in emergency situations. In the tenth embodiment, an outline of common applications, inspections, etc. will be explained. Also, an example of the flow of applications, inspections, etc. in an emergency transport vehicle will be explained with reference to FIG. 1. Example 11 explains the measures to be taken in the event of a night flight or a flight beyond visual line of sight. Example 12 explains interim measures until permission for a flight application is received. Example 13 describes four specific examples of emergency business. In Example 14, examples of the outlines and specifications of four commercially available rotorcraft models will be explained using Table 2. A fifteenth embodiment will explain an example of a method for transmitting video and audio data from a recent rotorcraft. In the sixteenth embodiment, an example of the structure of an assembly and inspection base in an emergency transport vehicle will be described with reference to FIG. In a seventeenth embodiment, an example of the structure of a takeoff inspection unit for a rotorcraft in an emergency transport vehicle will be described with reference to FIG. In the eighteenth embodiment, the functions of a communication information acquisition application system and the arrangement of electronic information devices mounted on an emergency transport vehicle will be described. In the nineteenth embodiment, an example of the layout of an emergency transport vehicle and a vehicle transport system in the vehicle in the case of a rotorcraft will be described with reference to FIG. Example 20 shows an example of an estimate of the number of rotorcraft that can be loaded onto a specific emergency transport vehicle. In the twenty-first embodiment, a bird's-eye view of an emergency transport vehicle and a vehicle transport system in the vehicle in the case of a rotorcraft is shown in FIG. [Example]

[0038] (Definition, types and characteristics of unmanned aerial vehicles) In Example 1, we will explain the definition, types, and characteristics of unmanned aerial vehicles described in Non-Patent Document 1 (Flight Safety Instructions), which provides an overview of laws and regulations, etc. Non-Patent Document 1 is a book that summarizes the Aviation Act and related laws and regulations compiled by a regulatory agency.

[0039] Explain the definition of an unmanned aerial vehicle. Under the Aviation Act, an "unmanned aerial vehicle" is defined as a) an airplane, rotorcraft, glider, or airship that can be used for aviation purposes and that cannot carry a person due to its structure, b) a vehicle that can be flown by remote control or automatic piloting, and c) a vehicle that weighs 100 grams (g) or more. Note that automatic piloting refers to flying automatically by program.

[0040] Next, we will explain the types and characteristics of unmanned aerial vehicles. Unmanned aerial vehicles include rotorcraft (multirotors), rotorcraft (helicopters), and airplanes. Multirotors and helicopters (hereinafter referred to as "rotorcraft") are characterized by their ability to take off and land vertically and hover in the air. On the other hand, airplanes cannot take off, land, or hover vertically, but they have the advantage of being faster and more energy efficient than rotorcraft, allowing them to fly long distances and for long periods of time. Multirotors are easy to control and can perform complex attitudes and movements, but they consume a lot of energy and have a short range and flight time. Although the body of an unmanned aerial vehicle is shaped to be suitable for flight, wings, arms, and propellers protrude from the fuselage, making it surprisingly difficult to carry by hand. If carried carelessly, it may collide or come into contact with something inside the vehicle and break the aircraft. Therefore, to make it easier to handle inside the vehicle, it is important to change the shape to make it easier to carry.

[0041] This section explains the general assembly method for unmanned aircraft on site. For rotorcraft with folded rotors, the rotors are first deployed. For unmanned aircraft, propellers are often assembled or attached to the rotors on site. Depending on the intended use, the assembly or replacement of onboard cameras, sensors, and communication equipment such as sound-collecting microphones may be required. Onboard cameras include standard cameras, infrared cameras for night use, and shared cameras equipped with both an infrared camera and a standard camera. Each type is available in high-sensitivity, high-resolution, and telephoto types, and can be replaced or installed depending on the intended use. Motor-driven unmanned aircraft require the replacement of discharged batteries or the assembly of charged batteries. Engine-driven unmanned aircraft require the replenishment of fuel and oil. In the case of airplanes, long runways may be required for takeoff and landing. A runway is essential at least for landing. To take off an airplane without a long runway, an aircraft ejection device (such as a catapult) must be installed. Helicopters and multi-rotors, however, do not require takeoff devices or runways. [Example]

[0042] (Definition and scope of emergency transport vehicles and urgent business of the present invention) In Example 2, the definition and scope of emergency transport vehicles and urgent business (emergency business) of the present invention will be explained. The emergency transport vehicles of the present invention will be considered based on emergency vehicles approved by the prefectural public safety commission and managed by the police, with other necessary vehicles added. In addition, inappropriate vehicles will be excluded.

[0043] Non-Patent Document 2 gives an example of an emergency vehicle used by Shizuoka Prefecture. The emergency vehicles (emergency vehicles) defined here include those for firefighting, ambulances, doctor dispatch, police, the Self-Defense Forces, prisons, immigration offices, public emergency work (electricity, gas, railways, telephones, JAF, etc.), flood control agencies, emergency transport of blood products for transfusion, organ transport, road emergency work, communications stations, accident investigations, nuclear disaster prevention, road maintenance and repair, road patrols, etc.

[0044] The definition of "emergency transport vehicle" in this invention refers to a combination of unmanned aerial vehicle transport vehicles used for investigation, search and rescue and relief support in the event of natural disasters (earthquakes, typhoons, strong winds, tsunamis, high tides, floods, etc.), and transport of highly urgent medical supplies, as well as the aforementioned emergency vehicles. Furthermore, emergency situations that are the subject of the emergency transport vehicle of this invention are defined as "urgent business (emergency business)" in this invention. However, because unmanned aerial vehicles cannot carry people, the definition of emergency transport vehicles of this invention excludes vehicles for emergency use and those used to dispatch doctors. Furthermore, because the battery-powered motor may ignite or explode, vehicles used for emergency work at gas leak sites are also excluded. Furthermore, because unmanned aerial vehicles cannot fly in strong winds, the scope of the definition of emergency transport vehicles of this invention covers disasters after typhoons and strong winds have passed. [Example]

[0045] (Outline of the rules for the safety of unmanned aerial vehicles) In Example 3, we will explain the gist of the instruction manual on the safety of flying unmanned aerial vehicles described in Non-Patent Document 1. This instruction manual is prepared by extracting important matters on the safety of flying unmanned aerial vehicles in accordance with the Aviation Act and its regulations, notices, etc.

[0046] Ensuring the safety of unmanned aircraft flight depends on the safety of the aircraft, the safety of operation, and the safety of operation. Systems have been established to ensure the suitability of aircraft certification, pilot competency certification, and flight management methods. Separately stipulated in the Aviation Act are Type 1 and Type 2 aircraft certifications, valid for one year and three years, respectively. Separately stipulated in the Aviation Act are qualifications for first- and second-class unmanned aircraft pilots, both valid for three years. Aircraft certifications and competency certifications are applied in combination depending on the risk of the unmanned aircraft's flight mode. These are categorized as Type 1 aircraft certification and first-class unmanned aircraft pilot for Category III flight, and Type 2 aircraft certification and second-class unmanned aircraft pilot for Category II flight.

[0047] Next, we will explain how to ensure the suitability of operational control methods related to operational safety. Flights in high-risk airspace and flight methods are defined as specific flights, and special operational control is carried out. When conducting specific flights, flight records, daily inspection records, and inspection and maintenance records must be recorded in a flight logbook (paper or electronic data) without delay. The airspace that is deemed to be highly dangerous and subject to flight restrictions includes flights around airports, at altitudes of 150m or higher, emergency airspace, and over densely populated areas (hereinafter referred to as "DID"). If emergency airspace is designated for manned aircraft, unmanned aircraft cannot fly. In addition, flight methods that are highly dangerous and therefore subject to restrictions include flying beyond visual line of sight, flying within 30 meters of people or objects (hereinafter referred to as "30 meters for people"), flying over event locations, transporting hazardous materials, dropping objects, and flying at night. The suitability of the operational management method for specific flights is mainly ensured by permission or approval of the flight plan (hereinafter referred to as "permission, etc."). By submitting and applying for a flight plan in advance, the flight is reviewed by the supervisory authority and flight becomes possible only after receiving permission to operate. Permission in emergencies may also be given verbally. The procedure for permission and approval to fly an unmanned aircraft (hereinafter referred to as "flight application") will be described later in Example 5. In addition, after the flight, there is an obligation to report any accidents or serious incidents as separately stipulated by laws and regulations.

[0048] As mentioned above, designated flights are divided into Category III flights and Category II flights. Category III flights are designated flights conducted without access control measures under the flight path of unmanned aircraft. Category II flights are designated flights conducted with access control measures. Category II flights are divided into Category IIA flights and Category IIB flights. Category IIA flights are those that fly around airports, at altitudes above 150m, or over event areas, or involve flight methods such as transporting dangerous goods or dropping objects. Permission is required for flight areas. Approval is required for flight methods. This includes flights of unmanned aircraft with a maximum takeoff weight of 25kg or more. Category III and Category IIA flights are permitted with prior approval. Flights are required to carry a permit or approval and a flight competency certificate. Category III flights also require risk mitigation measures, such as emergency response plans and emergency landing sites. Category IIB flights are related to flights over DID, within 30 meters of people, at night, and beyond visual line of sight. Category IIB flights do not require permission through a flight application. However, Category IIB flights are also required to be recorded in a flight logbook and carried with them. In this case, a flight manual must be created and observed as a measure to ensure flight safety (hereinafter referred to as "safety measures"). In addition, even if an operator does not have an aircraft certification and / or a skill certificate, both Category IIA and Category IIB flights can be conducted by first undergoing an examination by the supervisory authorities regarding 1) the aircraft to be used, 2) the skills of the pilot, and 3) the method of operational management, and then obtaining permission and approval to fly. Category I flights are not considered specific flights and therefore do not require any special procedures or applications. To carry out a specific flight that has received the above-mentioned flight permission and approval, it is mandatory to report a flight plan and to prepare and carry a flight logbook. The method of reporting a flight plan will be described later in Example 6. The method of preparing a flight logbook will be described later in Example 8.

[0049] There are exceptions to the regulated airspace and methods of flight for search and rescue, etc. This means that when a national or local government, or a person requested by them, flies an unmanned aerial vehicle for urgent purposes such as search and rescue in the event of an accident, disaster, etc., the restrictions on airspace and methods of flight do not apply as an exception. According to this, among the emergency purposes of the present invention, firefighting, police, Self-Defense Forces, prisons, immigration offices, flood control agencies, accident investigations, nuclear disaster prevention, search and rescue for natural disasters, etc. are considered to fall under this exception. Therefore, restrictions on flight airspace and methods do not apply to these. Furthermore, flight dates, times, and flight routes (flight locations) can be applied for with roughly specified details. However, among the emergency services described in this document, emergency public works (electricity, gas, railways, telephones, JAF, etc.), emergency transport of blood products for transfusion, transport of organs, emergency road works, communications stations, road maintenance and repairs, road patrols, investigation and relief support for natural disasters, and transport of highly urgent medical supplies do not fall under the exceptions and are subject to restrictions on airspace and flight methods. In these cases, a prior flight application is required, taking into account the "Special Exclusion Conditions" described below. In such cases, a flight plan must be reported for each flight. In any of the above cases, pre-flight checks (airspace, pilot, weather and aircraft inspections) and preparation of a flight logbook cannot be omitted. However, flight application is not required for Category IIB / I flights. [Example]

[0050] (Classification of specific flights applicable to unmanned aircraft for emergency purposes) In Example 4, the results of examining the specific flight categories applicable to each emergency unmanned aircraft identified in Example 2 will be explained.

[0051] Flights that involve constant visual surveillance (hereinafter referred to as "visual surveillance") of unmanned aircraft and their surroundings (excluding those over DIDs) during the daytime (between sunrise and sunset) (hereinafter referred to as "visual surveillance") are considered Category I flights, and no special procedures or applications are required. This applies to daytime flights over sparsely populated rural areas or over the sea, rivers, mountains, forests, etc., within visual surveillance. Among the emergency missions mentioned above, potential examples include transporting blood, organs, or pharmaceuticals over short distances within visual surveillance on remote island coasts, between riverbanks, rural areas, and mountainous regions; disaster investigation and relief support; and emergency work for the public interest, such as electricity, railways, and roads. This does not include cases where there are separate restrictions imposed by prefectural ordinances, etc.

[0052] Category II flights require access control measures to be taken along the flight path, such as the installation of signs, cones, ropes, or observers. Flights within 30 meters of people or over DIDs during the day and at night (between sunset and sunrise) are considered Category IIB flights. Flights in urban areas fall under this category, as do all of the uses listed above for "emergency transport vehicles." Among the emergency uses listed above, examples that fall under this category include transporting blood, organs, and medicines over long distances beyond visual line of sight, such as between coasts or riverbanks on remote islands or in mountainous areas; disaster investigation and rescue support; and emergency work for the public interest, such as electricity, railways, and roads. Note that flights beyond visual line of sight and at night require a change in the qualification of the pilot's license. If dangerous goods are to be transported or objects are to be dropped, it will be a Category IIA flight, and permission must be obtained through a prior flight application. However, it is unlikely that dangerous goods will be transported or objects will be dropped for emergency purposes. Therefore, it is not expected that there will be many Category IIA flights, except for those with a maximum takeoff weight of 25 kilograms (kg) or more.

[0053] The difference between Category II and Category III flights is the presence or absence of access control measures. Category III flights are designated flights that do not require access control measures along the flight path. Emergency missions, such as firefighting, police, flood control, and natural disaster search and rescue, do not easily require these measures. Even if access control measures are in place, they may not be followed in an emergency. Category III flights require a Class 1 UAV license and a pilot with a Class 1 UAV pilot license. However, many emergency missions, such as firefighting, police, and natural disaster search and rescue, fall under the exceptions mentioned above. Because restrictions on airspace and flight methods do not apply, the content of the flight application is not affected by the flight type classification. However, even in cases of exceptions, flight plan reporting and flight logbook preparation are required. Flight logs, which must include flight records and aircraft daily inspection records for each flight, must be carried with the pilot.

[0054] Therefore, in the case of emergency missions using unmanned aircraft, such as firefighting, police, and natural disaster search and rescue, if the above-mentioned exceptions apply, there is no need to consider the flight classification when applying for a flight. For other emergency missions, if access control measures are not taken, the flight will be a Category III flight. Even within a densely populated area (DID), if access control measures can be taken, the flight will be a Category IIB flight, regardless of whether it is daytime or nighttime, or whether it is within visual line of sight or beyond. Category IIA flights are limited to those transporting hazardous materials or dropping objects. If the flight is during the day outside of a DID, it will be a Category I flight. [Example]

[0055] (How to apply for a flight to the supervisory authority) In Example 5, we will explain the method of applying for flight permission and approval to the supervisory authorities, i.e., the procedure for obtaining flight permission and approval for unmanned aircraft, as described in Non-Patent Document 1 (Flight Safety Instructions) and Non-Patent Document 3 (Guidelines for Examination of Permission and Approval).

[0056] For Category IIA and Category III flights, flight applications must be submitted 10 business days or more before the scheduled start date of the flight, and flight approval must be obtained after review by the supervisory authorities. In the case of business that falls under the special exceptions mentioned above, restrictions on airspace and flight methods do not apply. However, flight applications are not completely exempt. In either case, flight plan reporting and the preparation and carrying of a flight logbook are mandatory.

[0057] As shown in Non-Patent Document 3, a flight application is made by submitting an "Application for Permission and Approval for Flight of Unmanned Aerial Vehicles" (hereinafter referred to as the "Application") to the supervisory authority. In principle, applications for flight of unmanned aerial vehicles are made through the online service "Drone Information Infrastructure System (Flight Permission Approval Function) <commonly known as: DIPS>". DIPS is also used for communication regarding permission, etc. In an emergency, applications can also be made by telephone or email, and permission, etc. may also be communicated verbally.

[0058] The information that must be entered in the application form is as follows: a. purpose of the flight, b. access control measures, c. date and time of the flight, d. flight route (location of the flight), e. items and reasons for the designated flight airspace application, f. items and reasons for the designated flight method application, g. registration number of the unmanned aircraft, h. type certificate number and aircraft certificate number, i. pilot proficiency certificate number, j. safety measures (flight manual, etc.), k. status of third-party liability insurance, l. emergency contact information, etc. In addition to the application form, documents such as a "Confirmation of Compliance with Standards Concerning the Functions and Performance of Unmanned Aerial Vehicles" and a "Confirmation of Flight Experience, Knowledge, and Ability of the Person Flying the Unmanned Aerial Vehicle" must be attached and submitted. The aircraft and pilot are paired in the flight application. For emergency missions, a flight manual with standard content that does not specify the flight location can be submitted.

[0059] Flight applications must be submitted 10 business days prior to the flight, and generally no procedures are required at the flight site. However, in the case of emergency missions, the situation at the site becomes clear only after the aircraft arrives near the site. Therefore, in the case of emergency missions that do not fall under the special exception, additional or change application procedures may be required at the flight site upon request.

[0060] According to the annotations for Form 1 in Non-Patent Document 3, when the flight type is a Category III / IIA flight other than a night flight beyond visual line of sight over a DID and the date and time of the flight cannot be specified, it is permissible to apply for c. Date and time of flight by stating the period and time zone. Also, when the flight is outside of a separately designated flight area or flight method and the flight route cannot be specified, it is permissible to apply for d. Flight route (location of flight) by stating the expected range of the flight. In this invention, the above-mentioned c. Date and time of flight and d. Flight route (location of flight) in the application form are referred to as "special exclusion conditions." Paradoxically, the date and time of the flight must be specified only when flying beyond visual line of sight at night over DID.

[0061] Meanwhile, for d. flight route (location of flight), the separately designated flight areas or flight methods that are the aforementioned "excepted flights" include airport vicinity, emergency airspace, altitudes of 150 meters or higher, over DID, beyond visual line of sight (BVLOS) flights at night, beyond visual line of sight flights without assistants, and flights over event locations. While applications for emergency missions are permitted with a description of the scope, the scope is too limited. This means that in many cases, applications for d. flight route (location of flight) must precisely specify the specific locations where the flight is expected. However, in the case of emergency missions, the expected flight area itself is often unknown until the emergency transport vehicle arrives at the scene. Furthermore, for natural disaster investigations, search and rescue, and relief support, the location and time (daytime) of arrival are unknown. However, the above-mentioned review guidelines may be subject to future changes. In the present invention, the information for the flight application, c. flight date and time and d. flight route (flight location), which can only be known at the site of the emergency mission, is called "site-specific information 1."

[0062] According to the above, for emergency missions that do not fall under the special exceptions defined in this invention, in principle, the flight application should be submitted after the emergency transport vehicle arrives at the site, reflecting the contents of the site identification information 1. If this is not done correctly, the flight may not be permitted. On the other hand, the special exclusion conditions c. flight date and time and d. flight route (flight location) are details that will be reported in the flight plan described below. Considering that the organization in charge of emergency operations is a public interest organization, the following discussion will proceed under the following assumptions. In other words, agencies in charge of emergency operations must obtain prior approval from the supervisory authorities for the special exemption conditions outlined below. That is, assuming there are no flights beyond visual line of sight (VLOS) at night over DID, c. the flight date and time must include the period and time period. d. The flight route (location of the flight) must include the entire area under the jurisdiction of the agency at the time of the flight application, at least 10 business days from the scheduled start date of the flight. The agency also requires that an emergency vehicle carrying an unmanned aerial vehicle must report its flight plan upon arrival at the scene. In the following discussion, we consider that for emergency missions that do not fall under the exceptions, permission will be communicated when the necessary and sufficient conditions described above are met. The details of specifying the above-mentioned special exception conditions in the flight plan will be stated in the flight manual at the time of flight application.

[0063] According to the above, in the case of emergency missions that fall under the special exception, the flight application is submitted with roughly specified details of the flight date and time and flight route (flight location). In addition, the flight plan report can be submitted verbally or after the fact. For emergency missions that do not fall under the special exceptions and are designated as Category III / IIA flights, flight applications are submitted with the date, time, route (location), etc., of the flight following the special exclusion conditions described above. In this case, flight applications are submitted in advance over a period of approximately three months, with numerous applications submitted under various categories of flight airspace application items and reasons, and permission is obtained. These flight applications are submitted when arriving at the site of the emergency mission and reporting the flight plan, and the date, time, and route (location) of the flight application are also specified. If requested by the supervisory authorities, changes can be submitted as necessary. Of the emergency missions in this invention, flight applications are not required for Category IIB / I flights, which are expected to be relatively frequent. Due to the existence of the special exceptions mentioned above, flight applications for Category III / IIA flights are expected to be quite rare. [Example]

[0064] (Notification of flight plans to regulatory authorities) In Example 6, we will explain the reporting of a flight plan to a supervisory authority before a flight, including immediately before the flight, as described in Non-Patent Document 1 (Flight Safety Instructions). Reporting a flight plan is mandatory when conducting a flight (specified flight) for which a flight permit / approval has been granted in response to a flight application. If a specified flight is conducted without reporting a flight plan, a fine of up to 300,000 yen is imposed under the provisions of the Aviation Act. For Category IIB flights, which do not require a flight application under the law, reporting a flight plan is recommended.

[0065] Pilots of unmanned aircraft are required to (a) share flight information through reporting systems provided by the government, (b) avoid close encounters between aircraft and unmanned aircraft in advance by not flying if they have confirmed an aircraft in flight before flight, and (c) take other appropriate measures such as notifying the unmanned aircraft of restricted airspace during flight. While flight plans are generally notified in advance, according to Non-Patent Document 1, in the case of firefighting and on-site investigations, they may be notified after the fact if it is difficult to notify them in advance.

[0066] When conducting a specified flight, the pilot or his / her representative must submit a flight plan to the competent authorities in advance, stating the following: (a) the registration mark, type, and model of the unmanned aircraft, (b) the name of the person flying the unmanned aircraft, as well as the flight license and approval number, (c) the purpose, altitude, and speed of the flight, (d) the no-fly zone and flight method to be used, (e) the point of departure, destination, and the time required to reach the destination, (f) the existence and content of access control measures, and (g) the existence and content of insurance contracts for compensation for damages.

[0067] If an electronic information terminal connected to the Internet is available, flight plan notifications can be made using the online service DIPS. However, if it takes time to report the flight plan immediately beforehand, the unmanned aircraft may not be able to fulfill its emergency mission. Therefore, the next section (Example 7) describes the issues involved in reporting flight plans. [Example]

[0068] (Issues in reporting flight plans to regulatory authorities) In Example 7, we will explain the issues involved in reporting flight plans to regulatory authorities and the results of our investigation into them.

[0069] When rushing to the scene after receiving a call requesting emergency operations, the flight plan items (c) flight purpose and altitude, (d) no-fly zones and flight method, and (e) departure point, destination, and estimated travel time mentioned in the previous section are often not known before arriving at the scene. For example, in the case of a fire in a building, house, or property, the scale, damage, and scope of the fire cannot be determined until arriving at the scene. It is also not possible to know how many stories the building has or how high up it is. It is also not possible to know how congested the roads are near the scene. It is also not possible to know whether access control measures can be implemented at the scene. Although these are determined after arriving at the scene, there is often not much time to apply for them.

[0070] Non-Patent Document 1 states that if it is difficult to report a flight plan in advance, it is acceptable to report it after the fact. However, the contents of the above items (c) to (e) will be lost from people's memories if they are not recorded on paper or electronic data on the spot at the time. This tendency is expected to be even stronger in the case of emergency missions where people are fully occupied. In other words, the contents of flight records for emergency missions are easily lost from memory, making it difficult to report them after the fact.

[0071] Therefore, it is preferable that the contents of these flight plans be reported by a substitute immediately after the emergency transport vehicle arrives at the scene. The results of the operational check (flight check) in the daily inspection record of the flight logbook, which will be described later, should not be recorded once the aircraft has landed, but should be recorded separately and automatically, and then entered after the aircraft has returned. More preferably, in the event of an emergency, the regulatory authority and the regulated party should report the flight plan in real time via a data link, in accordance with the rules of the improved system. These should be entered in the flight manual for flight application, and applications should be made.

[0072] In the emergency operations of the present invention, the information for the flight plan, which becomes known only upon arrival at the scene, including (c) the purpose and altitude of the flight, (d) the no-fly zones and flight method, (e) the departure point, destination, required time, etc., and the status of access control measures, is called "site-specific information 2." In the present invention, the aforementioned site specific information 1 and the site specific information 2 described here are collectively referred to as “site specific information.” The flight application also requires the presence or absence of site access control measures.

[0073] The two pieces of information, c to d, in the site-specific information 1 related to the flight application can be obtained by the assistant or other representative in a vehicle heading to the site. In addition, the three pieces of information, u to e, in the site-specific information 2 related to the flight plan can also be obtained in a vehicle that has arrived near the site. However, in order to rationally apply for flights and report flight plans from inside or near a vehicle, it is necessary to devise a system that handles 1) wireless communication connections, 2) information acquisition via electronic information terminals, and 3) online applications via DIPS. Hereafter, the system that performs the above-mentioned communications, information acquisition, and applications will be referred to as the "communication information acquisition and application system." [Example]

[0074] (Procedures for pre-flight checks and flight logbook preparation for unmanned aerial vehicles) In Example 8, detailed procedures for pre-flight checks and flight logbook preparation in accordance with laws and regulations for unmanned aircraft are explained, as described in Non-Patent Document 1 (Flight Safety Instructions), Non-Patent Document 3 (Guidelines for Reviewing Flight Permits, etc.), or Non-Patent Document 4 (Guidelines for Handling Flight Logbooks).

[0075] Pre-flight checks cover the following inspection items: pre-flight inspection, pre-operation visual inspection, operational inspection (ground inspection), and operational inspection (flight inspection). Of the pre-flight checks, pre-flight inspection, pre-operation visual inspection, and operational inspection (ground inspection) are called "ground inspections." Pre-flight checks must be carried out before each flight (takeoff and landing). It is stipulated that these inspections must be carried out by the pilot himself, using his own eyes, ears, and hands. If a pilot flies without carrying out pre-flight checks, he or she may be fined up to 500,000 yen under the Aviation Act. Pilots are required to prepare a flight logbook for each flight (specified flight) for which they have received flight permission or approval. If they fail to record the items that should be recorded in the flight logbook or make false entries, or if they do not carry a flight logbook with them when conducting a specified flight, the pilot will be subject to a fine of up to 100,000 yen under the provisions of the Aviation Act. A flight logbook consists of three records: flight record, daily inspection record, and inspection and maintenance record. Non-Patent Document 1 states that when a specified flight is conducted, the flight record, daily inspection record, and inspection and maintenance record must be recorded in the flight logbook (paper or electronic data) without delay. It also states that it is desirable to record the records in the flight logbook even for flights that do not fall under specified flights. Of these, the flight record and daily inspection record must be updated for each flight (takeoff and landing). The inspection and maintenance record is updated when a certified aircraft is serviced.

[0076] The emergency operations of the present invention are performed in compliance with laws and regulations. During pre-flight inspections on the ground before takeoff, the pilot must visually inspect the entire unmanned aircraft body, manually inspect it for damage, distortion, etc., hold the control system to check its operation, and fill out a paper or electronic daily inspection record sheet with his or her hand or a writing implement. In other words, the pilot must alternate between touching the aircraft, control system, record sheet, and writing implement to perform the inspection. Furthermore, the pilot must operate the control system monitor by flipping through pages with his or her fingers. Therefore, pre-takeoff ground inspections typically require considerable time and effort. In emergency operations, this time and effort can become an obstacle and delay the flight.

[0077] Daily inspections of unmanned aerial vehicles include pre-flight inspections (hereinafter referred to as "A") and daily inspections (hereinafter referred to as "B"). In the remainder of this paper, we will consider whether these daily inspection (check) items can be easily handled in emergency situations while complying with laws and regulations. When carrying out the pre-flight inspection work, the pilot will read out loud each and every inspection item and call out whether there are any problems or abnormalities. If any problems or abnormalities are found, the flight must be stopped. The inspection items and contents for A and B are shown in Table 1. The right column of Table 1 also shows the division between ground inspections and flight inspections.

[0078] Party A's pre-flight inspection involves checking the following five items before flight: a. the condition of the flight airspace and its surroundings, b. the pilot's physical condition, etc., c. that there are no problems with the weather conditions, d. that there are no violations of the Aviation Act or other laws and regulations, and e. that the pilot is carrying any permits, approvals, skill certificates, etc.

[0079] B's daily inspections include 1) pre-operation visual inspection, 2) operational inspection (ground inspection), 3) operational inspection (flight inspection), and 4) post-flight inspection. In addition, the blank format for daily inspection records in Non-Patent Document 4 (Flight Logbook Handling Guidelines) lists nine inspection items. These inspection items are the entire aircraft, propeller, frame, communication system, power system, propulsion system, automatic control system, flight control system, and battery or fuel. In Non-Patent Document 4, overlapping inspection items are listed together, but inspections of flight control systems and the like will need to be performed multiple times during the process. In order to consider whether the present invention can be used for emergency purposes without difficulty, the inspection items are listed below in chronological order rather than being grouped together. In addition, practical inspection items (machine identification display, remote ID function, abnormal heat generation of equipment, adhesion of dust, etc.) have been added.

[0080] In the pre-operation visual inspection of item 1) of B, five items are inspected before operation: a) the aircraft as a whole, b) the propeller, c) the frame, d) the control device (appearance, soundness of stick operation), and e) that there are no abnormalities in the aircraft identification markings. Here, the pilot inspects with his own eyes and hands.

[0081] In the 2) operational inspection (ground inspection) of B, after the battery is installed and the control system and aircraft are powered on, four items are inspected: a. power supply system, b. control system (monitor error display, check control mode), c. battery, and d. remote ID function to ensure there are no abnormalities. The operational inspection (ground inspection) is conducted before takeoff. After powering on the aircraft or control system, it is often connected to a wireless LAN. Here, the pilot inspects with his own eyes and hands.

[0082] In the 3) operational inspection (flight inspection) of B, there are four items to be inspected after takeoff while the aircraft is ascending and hovering. These are: a. communication system (soundness of communication quality between the aircraft and flight controls), b. propulsion system (soundness of motor or engine, abnormal noises), c. automatic control system (soundness of flight computer and control device), and d. sound quality of flight controls (soundness of up / down, forward / backward, left / right, and rudder operations). Here, the pilot must get out of the vehicle, operate the controls by hand, visually check the aircraft's flight status after takeoff, and listen to the aircraft's own sounds to see if there are any abnormal sounds. An operational inspection (flight inspection) is called an "in-flight inspection." For the four items in 3)-a to d of Operational Inspection (Flight Inspection) B, the unmanned aircraft takes off and flies, and the pilot operates the controls with both hands. Therefore, it is impossible for the pilot to write on a paper or electronic daily inspection record sheet. It is strictly prohibited for the pilot to take even one hand off the controls for just a moment. Therefore, even if the mission is not an emergency, it is not possible to write records during flight. If the mission is not an emergency, the aircraft must land and write records on the daily inspection record. However, if the mission is an emergency, even the time to land is precious.

[0083] B's 4) post-flight inspection involves six items to be inspected after the aircraft has returned from its mission and landed. These items include a) checking for any abnormalities in the aircraft as a whole, b) the propeller, c) the frame, and d) the aircraft identification markings. In addition, e) checking for any abnormal heat generated by the equipment, and f) checking for any debris or other foreign matter adhering to the aircraft. However, these post-flight inspection items are not listed in the blanks on the daily inspection record sheet in Non-Patent Document 4.

[0084] Table 1 JPEG2025120072000002.jpg91144

[0085] Theoretically, the ground inspections of Party A's pre-flight inspection, Party B's l) pre-operation visual inspection, 2) operational inspection (ground inspection), and Party B's 4) post-flight inspection can be carried out by the pilot in the emergency transport vehicle. Party B's 3) operational inspection (flight inspection), which is carried out after the unmanned aerial vehicle takes off, obviously cannot be carried out by the pilot in the emergency transport vehicle.

[0086] The results of Party B's daily inspection must be recorded on the daily inspection record sheet in the flight log at the time. Pre-flight checks, including these, are mandatory in all cases. However, if it takes time to prepare a flight log including pre-flight inspections, the unmanned aircraft may not be able to fulfill its emergency mission. Therefore, the next section will discuss issues such as daily inspections. [Example]

[0087] (Issues and solutions for routine inspections of unmanned aerial vehicles for emergency missions) In Example 9, the issues and the results of the study on the daily inspection of unmanned aerial vehicles for emergency use according to the present invention will be explained. The inspection items are divided into those that can be done on the ground (Ground) and those that must be done after takeoff (After takeoff), and the classification of their difficulty is shown on the right side of Table 1. The legend for the difficulty of inspection for emergency use is: ◯: Inspection possible without problems, △: Ingenuity required for inspection, -: Inspection not applicable.

[0088] The five pre-flight inspection items A-a to e described above can be inspected (confirmed) by the pilot in the emergency transport vehicle, even in the case of emergency missions according to the present invention. There is no problem with inspecting (confirming) items in the transport vehicle, but as mentioned above, it may be difficult to obtain permission for item e. The permit / certificate of approval is in the process of being applied for while the emergency transport vehicle is in motion. The permit / certificate of approval can be obtained after the emergency transport vehicle arrives at the scene.

[0089] The five items 1)-a to e of the pre-operation visual inspection B mentioned above can be performed by the pilot inside the vehicle. In addition, the four items 2)-a to d of the operation inspection (ground inspection) mentioned above can also be performed inside the vehicle. However, as mentioned above, this is cumbersome, time-consuming, and laborious. In order to perform assembly inspections efficiently inside the vehicle and enable the aircraft to take off, it is necessary to devise the base on which the assembly inspection is performed and the takeoff mechanism, etc. In this invention, the base on which assembly and inspection is performed is called the "assembly and inspection base." For example, the assembly and inspection base has a structure in which a horizontal plate is fastened to a seismic isolation table. The aircraft is fixed in position on the horizontal plate with a removable, split fixing jig, and then fastened to the horizontal plate with lashing bands. The assembly and inspection base is fixed to a desk or the like inside the vehicle or to the mounting base of the takeoff inspection unit described below. Because it is fastened, the aircraft will not come off even if the vehicle receives a slight impact. In addition, the seismic isolation table prevents vehicle vibrations from being transmitted to the aircraft. As a result, the aircraft is less likely to malfunction. The top of the assembly and inspection base is an open space. Therefore, the entire aircraft can be easily seen and palpated by hand. As described above, the pilot can perform assembly and ground inspection work without being hindered by the vehicle's shaking or vibrations.

[0090] In this invention, a device that quickly exposes an aircraft that has completed assembly and inspection to the outside and allows it to take off is called a "takeoff inspection unit." For example, a takeoff inspection unit has a structure in which the lower end of a suspension rope is attached to the bottom plate and suspended. The seismic isolation platform of the assembly and inspection base described above is positioned and fixed in place by a mounting seat on the bottom plate. Three to four suspension ropes, such as suspension ropes, are installed and moved up and down by a winding mechanism attached to the ceiling of the vehicle. The takeoff inspection unit has a skeleton structure. During assembly and inspection, the suspension ropes keep the assembly and inspection base at a height that is easy to work with, and the pilot or other personnel perform the assembly and inspection. In the case of rotorcraft, after assembly and inspection is completed, the ceiling opening and closing device of the opening in the ceiling of the transport vehicle through which the assembly and inspection base can pass is opened, exposing the horizontal plate to the outside, and the aircraft is then taken off. For the next aircraft that has completed assembly and inspection on a desk or other device inside the vehicle, the seismic isolation platform of the assembly and inspection base is attached and fixed to the mounting seat on the bottom plate of the takeoff inspection unit. Similarly, the aircraft is exposed to the outside while still on a horizontal plate, and then takes off. In the case of an aircraft, a separate aircraft launch device (catapult) is required outside the vehicle.

[0091] The four items in 3)-a to d of the operational inspection (flight inspection) mentioned above are inspected after the unmanned aircraft has taken off, so the pilot cannot enter them in the paper or electronic daily inspection record. Normally, to prevent forgetting, the pilot would land the aircraft and enter them in the daily inspection record. However, because it takes time to enter them after landing, it is not suitable for emergency use. In the case of an emergency mission of this invention, the inspection results of the four items of B-3)-a. communication system, b. propulsion system, c. automatic control system, and d. flight control system in the operational inspection (flight inspection) must be automatically recorded in the emergency transport vehicle using video or audio of the inspection work along with the time. The takeoff (start of flight) time in the flight record is determined by detecting the takeoff of the aircraft using a vision sensor or the like, and automatically recording video and audio using a camera with a recording microphone. This is called the "automatic recording function of inspection results in flight state." After the emergency mission is completed, the contents of the above-mentioned automatic recordings are reflected in the daily inspection record.

[0092] The six items in 4)-a to f of the post-flight inspection section B mentioned above will be inspected after the flight even when flying an unmanned aircraft for emergency purposes.

[0093] The assembly and inspection base and takeoff inspection unit that satisfy the above-mentioned structure, along with the function of automatically recording inspection results during flight, are collectively referred to as the "assembly and inspection system" in this invention. The assembly and inspection system allows pilots to easily assemble the aircraft in the vehicle and perform inspections on the ground, enabling the aircraft to quickly take off after arriving at the site. The structure of the assembly and inspection base is shown in Example 16 below. The structure of the takeoff inspection unit is shown in Example 17 below.

[0094] As described above, in the emergency transport vehicle of the present invention, it is necessary to carry out ground inspection of one or more aircraft. To this end, the structure of the assembly inspection base is devised. After receiving permission to fly, etc., it is necessary to quickly take off one or more aircraft that have completed ground inspection. To this end, the structure of the takeoff inspection unit is devised. In addition, the operational check (flight check) performed after the aircraft takes off should be devised so that it is recorded automatically. The inspection results should be remembered to be entered in the daily inspection record after the aircraft returns to base. Preferably, a method and procedure should be devised to automatically record video of the aircraft taking off and ascending, and the pilot's voice recording of the inspection. More preferably, if the flight logbook is electronic data, the time of takeoff (start of flight) in the flight record and the inspection results of the operational check (flight check) in the daily inspection record should be automatically recorded, and the results should be automatically entered in the flight logbook. [Example]

[0095] (Outline of common applications, inspections, etc.) In Example 10, an overview of applications, inspections, etc., which are commonly performed in or near an emergency transport vehicle for reporting a flight plan (flight application or change application if necessary), pre-flight confirmation, and preparation of a flight logbook including inspection work, is explained. Figure 1 is a workflow diagram summarizing the contents of the main text and showing the flow of applications, inspections, etc., performed in an emergency transport vehicle. The right column of Figure 1 shows the usage categories of the assembly inspection system and communication information acquisition application system described in this invention. Here, an example of a daytime visual flight is shown. Measures for night flights or flights beyond visual line of sight are shown in Example 11 below. Temporary measures until permission for the flight application is received are shown in Example 12 below.

[0096] Upon receiving an emergency call, the driver and assistants at the emergency response base (hereinafter referred to as the "base") will quickly board the emergency transport vehicle. The emergency transport vehicle will depart from the base and rush down the road toward the site of the emergency. The vehicle may also turn on its warning lights (rotating lights).

[0097] While the emergency transport vehicle is in motion, a ground inspection is carried out. The operator places the unmanned aerial vehicle on the assembly inspection base, fixes and ties it down, and then assembles the aircraft. Here, they check to see if any parts are missing. Next, the pilot will check items b to e of the pre-flight inspection (Aviation Law, etc., pilot's physical condition, weather conditions, and e, carrying the pilot's flight skills certificate). Furthermore, while the aircraft is on the assembly inspection base, the pilot will initially inspect B's 1)-a to e (general aircraft, propeller, frame, controls, aircraft identification markings), which is a pre-operational visual inspection, and record the results. Next, after installing the battery and powering on the controls and aircraft, the pilot will inspect B's 2)-a to d (power supply, controls, battery, remote ID function), which is an operational inspection (ground inspection), and record the results. Recording on the daily inspection record sheet can be done on paper or electronically, and electronic recording on a tablet device is recommended.

[0098] While an emergency transport vehicle has arrived within the vicinity of the site and is driving, the driver or assistant operating the PC (hereinafter referred to as the "PC operator") turns on the power of the PC or other electronic information device in the vehicle near the site and connects the electronic information device to the Internet or other communications via a wireless line. The wireless line will connect to either a mobile broadband (hereinafter referred to as "MBB") line, a satellite line, or a commercial wireless communication line, taking into account the communication conditions at the site. These are called "wireless communication connection functions." With this function, the PC operator obtains on-site location and airspace information (latitude and longitude of the site and its location on a map, flight information sharing functions such as no-fly zones, and airspace control information) while driving around the site.

[0099] When an emergency transport vehicle arrives near the site, the PC operator obtains site-specific information. There are two types of site-specific information. One is site-specific information 1, which obtains information such as c. flight date and time and d. flight route (flight location) that should be reflected in the flight application with special exclusion conditions. The other is site-specific information 2, which obtains information related to c. flight altitude, d. no-fly zones and flight method, e. departure point, destination, required time, etc., and the status of access control measures that should be reflected in the flight plan. The pilot also enters the flight date and time and departure point on the flight record sheet. In this invention, the functions for obtaining site location airspace information and site-specific information are collectively referred to as the "site surroundings and vicinity information acquisition function."

[0100] Additionally, the safety manager, who is sitting in the passenger seat of the vehicle, retrieves signs, cones, guy ropes, etc. from the vehicle's cargo area. By placing these at the site, access control measures are taken to restrict third parties from entering the area along the flight path. This is called the "access control zone setting function." However, there are cases where the site is in an extremely chaotic state. Depending on this situation, the practical decision as to whether or not to take access control measures will be made. The flight classification will change accordingly. In other words, the flight application will be changed as necessary. However, the information required here will differ depending on the purpose of the emergency mission, the status of the access prohibition measures, the flight type, etc. Sometimes all of these items are necessary, and sometimes only some of them. The PC operator will report the flight plan etc. on DIPS, reflecting the status of access control measures obtained near the site, site location airspace information and site specific information. This is called the "legal application function." The PC operator is the pilot's substitute.

[0101] While waiting for permission, etc., the pilot will conduct a pre-flight inspection near the site (Part A's a: Checking the flight airspace and surrounding conditions). After receiving permission for the flight application and / or notification of receipt of the flight plan, the pilot will conduct Part A's e: Checking the possession of permits, approvals, etc. as part of the pre-flight inspection.

[0102] Immediately after arriving at the emergency site and receiving authorization, an inspection is performed in flight. During this inspection, the unmanned aerial vehicle's fuselage is moved outside the vehicle while still secured to the assembly inspection base, and then placed on a flight plate. As in Example 17 described below, it may also be moved onto the bottom plate of the takeoff inspection unit inside the vehicle. After being moved onto the bottom plate of the takeoff inspection unit, the assembly inspection base is raised by winding up the attached moving mechanism, and the rotorcraft fuselage, placed on a horizontal plate, is exposed outside the vehicle via the ceiling opening and closing device on the roof of the vehicle. These operations may be performed by an assistant.

[0103] The pilot moves outside the vehicle, checks the surrounding conditions for safety, then takes off and ascends. While hovering, the pilot inspects the operational inspection (flight inspection) of 3)-a to d (communication system, propulsion system, automatic control system, flight control device) of B. The resulting information, such as video and audio, is automatically recorded electronically in an information storage device along with the time. The results are entered on a daily inspection record sheet. The pilot may enter the information on paper or electronic data at a later date, or the information may be automatically entered electronically on the spot. After these applications, inspections, etc. have been completed, flights for emergency missions can begin. The above-mentioned ground inspections of the aircraft and flight controls, carried out in a chronological order, and inspections in flight are collectively referred to as the "legal inspection functions." [Example]

[0104] (Measures to be taken in the event of night flights or flights beyond visual line of sight) In Example 11, measures to be taken when an emergency mission using an unmanned aerial vehicle becomes a night flight or a flight beyond visual line of sight will be explained.

[0105] Arriving at the scene of an emergency after sunset and requiring night flight are possible situations, such as firefighting, police, public emergency work, and natural disaster investigations and searches. When flying at night, the following restrictions are added as additional requirements to the flight plan. As a general rule, night flights are not permitted beyond visual line of sight, and lights must be equipped to allow the aircraft's direction to be visually confirmed. Flights must be limited to areas where the aircraft's lights can be easily recognized, and flights must be conducted in situations where there are no third parties within the same radius as the flight altitude. Lights must be installed at the planned takeoff and landing sites, obstacles, and the planned emergency landing site, and an assistant must be stationed in a position that overlooks the flight path and where third parties may appear.

[0106] In the emergency missions of the present invention, BVLOS flight may be necessary when transporting blood for transfusion, organs, urgently needed medicines, disaster relief supplies, etc., to remote islands, the opposite bank of a river, mountainous areas, or other locations too far away for the eye to see. In such cases, the unmanned aircraft is transported by vehicle to a location such as a coast or riverbank that is easily accessible by road. Furthermore, since tasks such as receiving the package and replacing the battery are required at the destination, an assistant is often required, and it is almost unthinkable that an assistant will not be present. In the case of a BVLOS flight with an assistant, the following restrictions will be added to the flight plan: BVLOS flights will use an aircraft equipped with an autopilot system and a control device that can monitor the situation outside the aircraft using cameras, etc. The aircraft will be one that can determine the position of the unmanned aircraft and whether there are any abnormalities from the ground, and will be equipped with a crisis avoidance function (fail-safe function) to respond in the event of a malfunction. [Example]

[0107] (Temporary measures until permission for flight application is received) Example 12 explains interim measures for emergency operations using unmanned aerial vehicles when it takes time to obtain permission, etc. One of the exceptions to the regulated airspace and methods of flight is permitted to fly while tethered with a string, etc., of 30 meters or less. In other words, if an unmanned aerial vehicle is flown while tethered with a string, etc., of 30 meters or less that is sufficiently strong, and measures to control third-party access within the permitted flight area are taken, procedures related to specific flights (populated areas, night flights, flights beyond visual line of sight, flights within 30 meters of a third party, and dropping objects) are not required. Therefore, for emergency transport vehicles, when flying with a tethered rope or similar, a rope or similar and a mooring anchor are prepared. The mooring anchor has sufficient mass or foundation to moor the unmanned aerial vehicle to the rope or similar. Mooring devices are products that combine a rope or similar and a mooring anchor. Commercially available drone mooring devices include the "Drone Spider" DS-005PRO / S made by Kusaku Giken Co., Ltd. A weight is required to moor the drone mooring device. These are taken out of the vehicle when in use. In other words, if the unmanned aircraft and a mooring anchor are fastened to a string of 30 meters or less, the unmanned aircraft can be flown on-site without a flight application or flight plan notification.

[0108] By using a tether or other means and a mooring anchor, emergency missions can be carried out temporarily within a limited area until permission for the flight application is obtained. However, the flight range is limited to within 30 meters from the mooring location. In other words, the flight is limited to a reduced mission within an altitude of 30 meters, tethered with a tether or other means. Once permission and approval for the flight application is obtained, the tether or other means can be removed from the unmanned aircraft and the intended emergency mission can be flown. In this case, the unmanned aircraft generally needs to land once in order to remove the tether or other means.

[0109] In the previous section, if the part where the unmanned aerial vehicle is fastened to the rope or other device is a detachable suspension device, the unmanned aerial vehicle will not need to land. This detachable suspension device can be used as a suspension device for dropping objects. Commercially available suspension devices for dropping objects include the small-sized object drop device for the DJI Mavic 3, the large-sized object drop device for the ARRIS M900, the TBSN20 (effective payload 7-8 kg), and the object drop device for the DJI Matrice, the TH4 V2 (weight 320 g, total load capacity 40 kg). [Example]

[0110] (Four specific examples of urgent business) In Example 13, four types of emergency missions will be described. Here, emergency mission activities using one or more rotorcraft (multirotor) among unmanned aerial vehicles will be described as examples. The four types of emergency services are: [A] fires in buildings and houses in urban areas for firefighting; [B] search for escaped criminals in urban areas for police; [C] emergency work on electrical equipment for the public interest; and [D] transporting urgent medical supplies.

[0111] (Example of urgent business [A]: fire in a building or house in an urban area) This section provides an example of emergency firefighting operations using a multirotor aircraft. This section describes firefighting operations for buildings or houses during the day or night in urban areas. This section describes daytime or nighttime firefighting operations in urban areas. This flight involves visual flight with assistance over DID during the day or night. Depending on the site conditions, access control measures may or may not be possible. Because firefighting operations fall under the special exception described above, the airspace and method restrictions for flight operations do not apply. Therefore, they are not affected by Category II or Category III flight classifications, but aircraft certification and pilot proficiency certificates are required. Furthermore, flight plan reporting, pre-flight review, and flight logbook preparation are required. In the case of a fire, because of the presence of fire lights and fire engine lights at the scene, the content and methods of emergency firefighting operations do not differ significantly between daytime and nighttime. However, night flights require pilots with modified proficiency certificates. Upon receiving an emergency call, the pilot and assistants hurriedly board the emergency transport vehicle at a fire station or other fire base. The inspections and applications that are carried out from the time the emergency transport vehicle departs the fire station until the post-takeoff operational inspection (flight inspection) is completed are the same as those in Example 10. After that, the vehicle is assigned to emergency firefighting duties in accordance with the flight manual. In urban areas, when a building or house fire breaks out, an unmanned aerial vehicle first takes aerial photographs of the entire fire area to assess the situation. The video, audio, and other information acquired by the unmanned aerial vehicle is relayed by an emergency transport vehicle and data-linked to the fire department's command center. In other words, the aerial photographs are used to investigate the status of the fire in the building or house, the spread of the fire, the surrounding road conditions, the location of fire engines, and the crowd situation, and the video, audio, and other information is reported to the command center. Based on this information, the command center issues instructions to the scene regarding firefighting policies and firefighting activities via firefighting radio. Instructions from the command center enable appropriate and rational firefighting activities. Next, a search for those in need of rescue is conducted using aerial photography. The unmanned aerial vehicle approaches the burning building or house and takes aerial photographs. Video and audio information is reported to the command center. Even on high floors, if there is even a small gap, video and audio information can be obtained from the horizontal direction, allowing for a rational search for those in need of rescue. Small drones weighing less than 100g can also be used to enter buildings through small gaps such as windows to search for those in need of rescue. Small drones can enter even in the presence of toxic gases such as carbon monoxide. Small drones weighing less than 100g are exempt from the Aviation Act, and therefore do not require a flight application or flight plan notification. This allows for effective rescue operations without exposing firefighters to danger.

[0112] (Example of an urgent police mission [B]: searching for a fugitive in an urban area) This section provides an example of emergency police search operations using multirotors. This example illustrates a search for a fugitive criminal in an urban area during the day or at night. This flight is a visual flight with an escort during the day or at night over a DID without access control measures. Because search operations fall under the special exception described above, restrictions on airspace and flight methods do not apply. Therefore, they are not affected by Category II or Category III flight classifications, but aircraft certification and pilot proficiency certification are required. Furthermore, flight plan reporting, pre-flight review, and flight logbook preparation are required. The content and methods of emergency search operations differ significantly between daytime and nighttime operations. Upon receiving an emergency call, the pilot and assistants hurriedly board the emergency transport vehicle at a police base such as a police station. After the emergency transport vehicle departs the police base, the inspections and applications that are carried out until the post-takeoff operational inspection (flight inspection) are completed are the same as those in Example 10. After that, the vehicle is assigned to an emergency police mission in accordance with the flight manual. During the day, the drone first takes aerial photographs of the entire area of the target escape target to assess the situation. The video, audio, and other information acquired by the drone is relayed by an emergency transport vehicle and data-linked to the police base's command center. In other words, the drone uses aerial photography to investigate surrounding road conditions, the presence of parked vehicles, the condition of buildings and houses, and the state of crowds, and then reports the video, audio, and other information to the command center. Next, if the area is narrowed down, it takes aerial photographs of the target alley. Multi-rotor drones can enter narrow alleys to obtain video and audio information. They can also obtain video and audio information from the rooftops and side walls of tall buildings. Once the approximate location of the criminal's escape is identified, the drone lands in a nearby location and keeps watch. If the criminal is found, they can be tracked using the tracking function. At night, they are equipped with infrared cameras. First, the unmanned aerial vehicle takes an aerial photograph of the entire area of the target escape area to assess the situation. Except in urban areas in the summer, infrared cameras can detect the presence and location of people and animals. When flying multiple drones at night, an autopilot app is used to ensure the search area is complete and to avoid collisions. Once the area has been narrowed down, the drones land and keep watch. In other words, they act as temporary security cameras. Note that night flights require a pilot with a modified license.

[0113] (Example of emergency work for public interest on electrical equipment for urgent use [C]) This section provides examples of emergency operations for public utility emergency work on power transmission facilities using multirotors, a type of unmanned aerial vehicle (C). This section describes aerial photography surveys of damage to high-voltage power lines and towers in mountainous areas that have sustained power outages or other damage following disasters such as earthquakes or typhoons. These flights are conducted only during the day and are unassisted, except over DIDs, and are conducted without visual line of sight. Aerial photography surveys of disaster damage do not fall under the special exceptions described above, and therefore require prior flight approval, including special exclusions, depending on the flight category. This activity falls under Category IIB or Category III flight categories, depending on whether access control measures can be implemented. No flight application is required for Category IIB flights. However, in either case, flight plan reporting, pre-flight confirmation, and flight logbook preparation are required. Upon receiving an emergency call about a power outage or the like, the pilot and assistants will hurriedly board an emergency transport vehicle at a security base of a power company or the like. The inspections and applications that are carried out from the time the emergency transport vehicle departs from the security base until the post-takeoff operational inspection (flight inspection) is completed are the same as those in Example 10. After that, the vehicle will be assigned to emergency duties for public emergency work on electrical equipment in accordance with the flight manual. When investigating high-voltage power lines in mountainous areas, unmanned aerial vehicles first take aerial photographs of the entire route of the high-voltage power lines to grasp the situation. The video, audio, and other information acquired by the unmanned aerial vehicle is relayed by an emergency transport vehicle and data-linked to the control center at the security base. In other words, the status of damaged areas such as cut power lines, collapsed steel towers, and collapsed steel tower foundations is investigated using aerial photographs, and the video, audio, and other information is reported to the control center. Next, detailed aerial photographs of the identified damaged areas are taken. The damaged areas may be power lines, steel tower structures, or steel tower foundations. Regarding steel towers, due to an exception for airspace above 150m, the airspace within 30m of the structure is excluded from the no-fly zone for unmanned aerial vehicles. Therefore, steel towers over 150m in height can also be photographed from the air. However, procedures regarding the method of such flight, such as flying beyond visual line of sight, are required. The control center will consider a restoration plan based on the information obtained from these aerial photographs. Instructions from the control center will enable prompt, appropriate, and rational restoration. In addition, flights beyond visual line of sight require a pilot with a modified qualification certificate.

[0114] (Example of urgent business [D]: transporting urgent medicines) This section provides an example of emergency use of [D] unmanned aerial vehicles (UAVs) using multi-rotors to transport highly urgent medical supplies. Flights in this case are limited to daytime hours, and an assistant is present at the destination to receive the luggage. Because the transport of highly urgent medical supplies does not fall under the special exceptions mentioned above, permission must be obtained in advance through a flight application that takes into account special exclusion conditions according to the flight category. Furthermore, in all cases, pre-flight confirmation and the preparation of a flight logbook are required. If the flight airspace is beyond visual line of sight, it will be classified as either Category IIB or Category III flight depending on whether access control measures are taken, regardless of whether it includes the airspace over DID. If the flight airspace is between nearby points that does not include the airspace over DID, it will be classified as Category I flight. No flight application is required for Category I or Category IIB flight. However, for Category IIB flight, notification of a flight plan and safety measures are recommended. Upon receiving an emergency call for the transportation of pharmaceuticals, etc., a driver or an assistant from the sending party quickly boards an emergency transport vehicle at a transportation base of a local government, hospital, pharmaceutical company, etc. In activities such as transporting medicines, emergency transport vehicles transport the medicines by road to locations where road transport is easy, such as the coast, riverbanks, and mountain roads. The inspections and applications that are carried out from the time the emergency transport vehicle departs from the base until the post-takeoff operational inspection (flight inspection) is completed are the same as those in Example 10. After that, the medicines are transported by unmanned aerial vehicle in accordance with the flight manual. After the unmanned aircraft arrives at its destination and lands, an assistant on the receiving side removes the cargo from the aircraft. This operation does not constitute dropping an object. If necessary between remote locations, an assistant on the receiving side will turn off the aircraft's power and charge or replace the battery in accordance with the flight manual. The pilot will check the battery installation status using the receiver's mobile phone camera or other means, and after powering on the aircraft, check the battery charge status using the control device. In addition, flights beyond visual line of sight require a pilot with a modified qualification certificate. [Example]

[0115] (Examples of commercially available rotorcraft overviews and specifications) In Example 14, an example of the outline and specifications of a rotorcraft that has been commercially available in recent years will be described.

[0116] Table 2 provides an overview and specifications of four commercially available rotorcraft (multirotors). The four models are as follows: the DJI Mavic 3 classic drone (model number: (1)), the ACSL SOTEN small aerial photography drone (model number: (2)), the SONY Airpeak S1 (model number: (3)), and the ACSL PF2-CAT3 Level 4 flight drone (model number: (4)). All of these have a maximum takeoff weight of 25 kg or less. These models are shown horizontally in Table 2. Some of these models have first or second type certification, which precedes aircraft certification. The number of models with type certification is expected to increase in the near future.

[0117] Model (1), the Mavic 3 Classic, is a compact multi-rotor drone with four propellers. The propellers are foldable. It is said to be designed to capture clearer images through aerial photography. It weighs just 0.7 kg including the battery. This model comes standard with a triple-lens camera system with three different focal lengths, with multiple camera systems available as options. Furthermore, this model has a long flight time of approximately 46 minutes. Some models are capable of operating two or more controllers. The ATTI mode-compatible version of this model is used by designated testing organizations that perform skill certification. Furthermore, controllers capable of 4G mobile phone communication are available for purchase.

[0118] Model (2), SOTEN, is a small multi-rotor aircraft with four propellers. The propellers are foldable. It is said to be a model aimed at aerial photography in fields such as disaster prevention, inspection, and surveying. The weight of this model, including the battery, is 1.7 kg. This model has a maximum flight time of approximately 25 minutes, which is somewhat short. An optional infrared camera that can be easily detached and replaced is available on the market. Some models have a dual control unit. Some models are also capable of LTE communication.

[0119] Model (3), the Airpeak S1, is a small- to medium-sized multi-rotor aircraft with four propellers. The propellers are not foldable. The landing gear (legs) are retractable. This model is said to be designed to provide the maneuverability required for filming in video production. This model is capable of stable flight even in strong winds and has high wind resistance, making it difficult to be blown away by strong winds. This aircraft has obtained Type 2 certification. This model weighs 5.4 kg including the battery. This model's maximum flight time is approximately 22 minutes, which is somewhat short. The camera that can be attached is equipped with a variety of professional lenses, including wide-angle, zoom, and telephoto lenses, including SLRs. A high-definition multimedia interface output is possible from the control unit.

[0120] Model (4) PF2-CAT3 is a medium-sized multi-rotor with six propellers. The propellers are not foldable. This aircraft has obtained a first-class type certification for Level 4 flight (flight beyond visual line of sight in populated areas). This model is designed for flying above people, such as transporting goods beyond visual line of sight. For this reason, it is equipped with a parachute as an auxiliary safety device. This model weighs 8.8 kg including the battery, but can transport items weighing 1.0 kg. This model has a maximum flight time of approximately 20 minutes, which is somewhat short. Some models are also capable of LTE communication.

[0121] The four models shown in Table 2 each have different specifications, features, and objectives. Therefore, they must be used according to the purpose of the task. For urgent tasks involving the present invention, it is preferable to have a variety of models, each with its own unique features, available, rather than just one model. Furthermore, if future developments result in an even better model being commercially available that meets all the specifications of the four top-runner models, such as flight time, camera type, payload, and communication transmission functions, it would be even better to have that model available.

[0122] Table 2 JPEG2025120072000003.jpg116129 [Example]

[0123] (Example of video and audio transmission methods for modern rotorcraft) In a fifteenth embodiment, an example of a method for transmitting video and audio from a recent rotorcraft will be described.

[0124] In the case of rotorcraft, the rotorcraft's flight position and images captured by the camera can be displayed in real time on the screen of a ground-based control device connected wirelessly via the onboard drone video transmission system. The control device screen is often a smartphone or tablet device, which is an electronic information terminal, and can connect to the Internet via wireless connection. In addition, due to limitations on the radio frequencies and power output permitted for wireless aircraft, camera images and audio captured by drones are currently often interrupted. For this reason, systems and methods for transmitting camera images and audio output from drone video transmission systems over the Internet without interruption are being approached from various angles.

[0125] Here we introduce an example of an Internet transmission method. Some rotorcraft models can operate with two flight controls. The second flight control can be connected to the Internet and transmitted to the base control center using the sharing function of a commercially available web conferencing system. If this is difficult, the rotorcraft's camera video and audio output can be converted to a format and bit rate suitable for Internet transmission using an encoder from the flight control unit not being used by the pilot. Hardware encoders capture video and audio using a high-definition multimedia interface cable. Depending on the output terminal format, a converter may be used to convert between high-definition multimedia interface output and RCA output. Some hardware encoders can be directly connected to an Internet Ethernet line or wireless LAN. Models that have a standard high-definition multimedia interface output on their flight controls do not require this encoder. Some hardware encoders can also connect to cellular networks such as LTE / 4G or satellite networks. Some hardware encoders support the above features with software on high-performance electronic information terminals. Using these methods, rotorcraft camera video and audio output can be viewed by multiple users, including base control center members, via Internet communication. These methods are expected to evolve further in the near future.

[0126] At the time of filing this application, the government (Ministry of Internal Affairs and Communications) is conducting technical studies to expand available frequencies and increase maximum antenna power in order to enhance the use of radio waves by robots, including drones. In the near future, amendments to radio equipment regulations and other regulations will enable higher-quality, long-distance video transmission. Furthermore, electronic information terminals connected to wireless LANs will be able to use main line frequencies for high-quality, long-distance video transmission. The use of mobile phones in the air, equipped with mobile phone modules, to control drones and transmit video over a wide area is also being considered. This could potentially lead to drones in the air becoming mobile phone base stations. These advances in wireless communication environments will support the use of the unmanned aerial vehicle of this invention for emergency missions.

[0127] On the other hand, when disasters such as earthquakes and typhoons occur, mobile phone base stations and antennas are damaged and stop functioning, making mobile phones and the Internet unusable. This has a significant impact on early assessment of the damage situation. One of the purposes of this invention is to urgently dispatch wireless aircraft for investigation, search, and rescue operations when a natural disaster occurs. Wireless aircraft can acquire voice information. As mentioned above, it is also possible to use unmanned aircraft as a mobile phone module or terminal for calls. Furthermore, wireless aircraft dispatched to assess the damage situation can land near the disaster site after completing their emergency mission without returning and be used as a mobile phone module or terminal. This method is highly significant in that it allows early assessment of the damage situation using unmanned aircraft, even in addition to flying the unmanned aircraft. [Example]

[0128] (Example of an assembly inspection base structure inside an emergency transport vehicle) In Example 16, an example of the structure of an assembly and inspection base for an unmanned aerial vehicle in an emergency transport vehicle will be described. Here, an example of a rotorcraft (multi-rotor) will be described. Figure 2 shows an example of the structure of an assembly and inspection base in an emergency transport vehicle.

[0129] The assembly inspection base consists of a vibration control table, horizontal disk, a removable split type fixing jig, and fastening bands. The dimensions of the assembly inspection base, including the vibration control table and horizontal disk, vary in proportion to the dimensions of the aircraft. The shape of the split type fixing jig varies depending on the shape of the underside of the aircraft. Therefore, the shapes of the assembly inspection base and split type fixing jig differ for each model.

[0130] The assembly inspection base is constructed so that the aircraft is fixed in position on a horizontal plate using a removable, split fixing jig, and then secured to the horizontal plate with fastening bands, and the aircraft and horizontal plate are fastened to a vibration control table that has the function of controlling vibrations. The horizontal disc is a thin metal plate. The fastening force of the lashing band acts on the horizontal disc through the aircraft body, applying a force in the direction of bending the horizontal disc. This is also subjected to force from the vibration of the vehicle body. Therefore, the horizontal disc needs to have earthquake resistance and flexural strength. It also needs to be lightweight. For this reason, aluminum alloys or titanium alloys are preferred for this metal. The top surface of the horizontal disc is painted and has an H mark written on it. The split fixture jig is, for example, two-piece, and is a block made of, for example, resin placed on a horizontal disk, with a horizontal underside. It can also be made of plaster or wood. The upper surface of the split fixture jig is shaped to fit part of the underside of the aircraft or the shape of the landing gear. The vibration control table is, for example, a strong, somewhat hard rubber structure. The material of the vibration control table may be a three-dimensional foam object or a three-dimensionally shaped soft silicone resin. It may also be made of a composite material of these. Furthermore, the vibration control table may be a device with a gyro attitude control function. The horizontal plate is fixed to the top surface of the vibration control table by fitting it with a boss or the like. This may also be done with adhesive. The lashing bands are, for example, Velcro straps that can be attached and detached at the bottom end of the seismic isolation table. The lashing bands are made of a slightly stretchable material. The lashing bands' binding force presses and secures the aircraft and split fixing jig against a horizontal plate.

[0131] The main recording desk or lift-up desk (hereafter referred to as "desk, etc.") has a recessed shape that allows the aircraft, control device, and battery to be placed in place so that they do not move due to vehicle vibrations, etc. Furthermore, a paper recording sheet or a tablet device for electronic data is placed on a recording stand suspended from the ceiling. When the recording stand is not in use, it is folded up near the ceiling so that it does not get in the way. The recessed shape of the desk, etc. inside the vehicle is shaped so that the bottom of the cylindrical assembly inspection base can be recessed and fitted into place. The assembly inspection base is then fixed in place with a magnetic base that is attracted by a steel plate attached to the bottom of the seismic isolation table and a rotating magnet attached to the back of the desk, etc. The magnetic base can be switched between locked and unlocked by turning the rotating magnet by hand.

[0132] One of the assembly inspection bases is positioned on the mounting base on the bottom plate of the take-off inspection unit (described later), and is fixed in place. The flight control system and battery are fixed in place in the recess of the main recorder near the take-off inspection unit. The second and subsequent assembly and inspection bases are fixed on the lift-up table. The control device and battery are fixed in the recess of the lift-up table. The battery will be removed from the drone at the start of the inspection, and will be attached to the drone during the inspection.

[0133] The pilot performs inspection tasks such as aircraft assembly, pre-operation visual inspection, and operational inspection (ground inspection), using the control device on a desk or similar and the aircraft on the assembly and inspection base. The entire area above the assembly and inspection base on a desk or similar is an open space. This allows the pilot to see the entire aircraft from all directions above and touch it with his hands to assemble and inspect it. The control device is also stationary next to it, allowing him to see, touch, operate, and inspect it from close range. The inspection results are then entered by checking a check mark on an electronic sheet in an app on a tablet device mounted on a ceiling-hanging recording stand, positioned in the air close to the pilot's face. In the case of an electronic sheet, it is preferable for the results to be entered automatically in response to the pilot's voice during inspections.

[0134] Figure 2 shows the structure of the assembly and inspection base 31 for an example unmanned aerial vehicle (2), a small multi-rotor aircraft with four propellers. Figure 2 shows a front view and a plan view of the assembly and inspection base. The deployed dimensions of model (2) are 637 mm wide x 560 mm deep x 153 mm high. When deployed, the diagonal dimensions of the aircraft 01 are approximately 737 mm, the height is 153 mm, and the aircraft weighs approximately 1.7 kg. During inspection work on the ground, the propellers 03 of the aircraft 01 do not rotate. Therefore, the diameter of the horizontal plate 32 may be smaller than the diagonal dimensions. Here, as an example, the diameter of the vibration control table 33 is the average dimension obtained by dividing the sum of the width and diagonal dimensions of the aircraft by 2. The diameter of the vibration control table 33 is φ690 mm. Its height is 50 mm. The diameter of the horizontal plate 32 is φ610 mm, slightly smaller than the vibration control table, and its thickness is 2 mm. In this case, the weight of the horizontal aluminum plate is approximately 1.6 kg. The weight of the vibration control table is approximately 5.6 kg for a hollow structure made of heavy rubber, and approximately 0.6 kg for a solid structure made of polystyrene foam. The total weight of the assembly inspection base for model (2) is 3.8 to 8.8 kg. Therefore, this assembly inspection base is of a size and weight that can be lifted by hand. The removable split-type resin fixture 35 has a two-piece structure. Its dimensions are 75 mm wide x 150 mm deep x 100 mm high. The width of the part that comes into contact with the aircraft is 30 mm, and a rectangular base is attached to the bottom to prevent it from tipping over. The slightly stretchable fastening band 36 is 30 mm wide and 1,000 mm long and is fixed near the bottom end of the vibration control table with a magic cable tie 37. The vibration control table with the horizontal plate placed on it is fixed to a desk or the like with a magnetic base 39 and an iron plate 38 on the backside.

[0135] As mentioned above, multiple assembly and inspection bases with secured aircraft can exist simultaneously in one vehicle, not just one. After the aircraft is assembled and inspected on the ground, the assembly and inspection base is transferred to the takeoff inspection unit (described below) in the order in which permission is obtained. If the emergency transport vehicle is a minivan (as in Example 19), two to nine pairs of multi-rotor aircraft and assembly and inspection bases can be carried in one vehicle. In the case of helicopters, the propellers must be folded for assembly and inspection. Because helicopters have large rotor diameters, two helicopters can fit in one vehicle. [Example]

[0136] (Example of the structure of a rotorcraft takeoff inspection unit in an emergency transport vehicle) In Example 17, an example of the structure of a takeoff inspection unit in an emergency transport vehicle for a rotorcraft will be described. Here, a multi-rotor will be described as an example. Figure 3 shows an example of the structure of a takeoff inspection unit for a rotorcraft in an emergency transport vehicle. Figure 3 is a front view of the takeoff inspection unit. The takeoff inspection unit cannot launch an aircraft. To launch an aircraft, a separate launch device (catapult) is required outside the vehicle.

[0137] The takeoff inspection unit consists of a moving mechanism, a base plate, a mounting base, a protective cylinder, and a rotating base. Two convex parts are provided at diagonal corners on the outer periphery of the base plate. The main structure of the takeoff inspection unit is that the lower end of the moving mechanism is fastened to the bottom plate, and the above-mentioned assembly inspection base is attached to a mounting seat on the bottom plate and suspended. The assembly inspection base is fixed to the underside of the bottom plate with a magnetic base. The moving mechanism can be a suspension rope or other suspension line with a winding mechanism. Winding can be either electric or manual. Two or more suspension lines are installed and attached to a rotating seat on the ceiling inside the vehicle. The rotating seat is installed so as to surround the ceiling opening and closing device such as the roof of the vehicle. The suspension line is made of a metal ball chain or a resin rope. A winding mechanism is installed at the upper end of the suspension line, which moves the bottom plate carrying the assembly inspection base up and down. Winding can be either manual or electric. Some types memorize the up and down positions and stop. The moving mechanism can also be a sliding type.

[0138] The protective cylinder is attached to the outside of the suspension rope. It is installed to prevent the aircraft from falling or being damaged when a large acceleration is applied to the vehicle. The aircraft is raised from the takeoff inspection unit by the suspension rope, and the aircraft's rotor position is stored inside the protective cylinder during transport. The protective cylinder is installed with a gap between it and the ceiling large enough to allow a person's hand to reach in and remove the lashing bands from inside the vehicle. The inner diameter of the protective cylinder is slightly larger than the diameter of the vibration control table of the assembly inspection base mentioned above. The height of the protective cylinder is equal to or half the height of the aircraft. There are two diagonal grooves on the side of the protective cylinder. The width of these grooves is slightly larger than the width of the convex part on the outer periphery of the base plate. There are no particular restrictions on the material of the protective cylinder as long as it has a certain degree of self-sustaining strength. A hard urethane resin with impact absorption properties is preferable.

[0139] In addition, the propellers of rotorcraft are often able to rotate freely in a circumferential direction, regardless of the direction of rotation of the rotor. Therefore, when the aircraft is exposed to the outside of the vehicle, there is a possibility that the propeller may collide with the protective cylinder or ceiling opening device. For this reason, a protective drape is placed over the aircraft before raising the assembly and inspection base on which the aircraft is placed. The edges of the protective drape can also be secured to the seismic isolation table with Velcro ties. The protective drape prevents the propeller from protruding beyond the width of the bottom plate of the assembly and inspection base. If the propeller rotation diameter is smaller than the outer diameter of the seismic isolation table, a protective drape is not necessary. To prevent the bottom plate from swaying, it is moored with a rope attached to the floor of the vehicle by a mooring anti-sway device. The mooring anti-sway device has a mechanism that pulls the rope with a certain tension, preventing the bottom plate from swaying. The mooring anti-sway device can also be a sliding support.

[0140] At least two suspension ropes are required to be attached to the rotating seat, but more is acceptable. However, if there are too many, it becomes difficult to insert the assembly inspection base and for people to insert their hands and carry out inspection work. For this reason, it is preferable to have around three to four suspension ropes. A structure like this, which allows the entire aircraft to be seen from the outside and makes it easy for people to insert their hands and carry out inspection work, is called a "skeleton structure." The maximum length of the suspension rope must be such that the rotorcraft fuselage is completely exposed from the protective cylinder and the bottom plate of the takeoff inspection unit does not come into contact with the floor of the vehicle. The maximum length of the suspension rope varies depending on the height of the rotorcraft fuselage. Depending on the model, the height is approximately 900 to 1,500 mm.

[0141] When assembly inspection is complete and it is time to move on to takeoff, the assembly inspection base is raised by the takeoff inspection unit's suspension rope winding mechanism. At this time, the rotating seat to which the suspension rope is attached is rotated slightly in the cylindrical direction, and the two or so convex parts at the tip of the bottom plate are removed from the bottom end of the protective container and aligned with the grooves. Then the rise begins. The vehicle's ceiling opening and closing device is opened to expose the horizontal plate to the outside, making it the plane for flight. In a hurry, it is also possible to lift it manually without using the winding mechanism. Finally, an assistant from inside the vehicle can reach into the gap between the protective cylinder and the ceiling, remove the lashing bands and protective cloth, and the vehicle can be taken off.

[0142] The space between the opening of the ceiling opening / closing device of the ceiling roof, etc. and the bottom plate of the takeoff inspection unit is closed with a board or sheet attached to the inner surface of the ceiling. To make it a flat plate for flight, the horizontal plate is adjusted to a height that is flush with the outer surface of the vehicle's ceiling. When the suspension rope reaches its maximum winding limit, it must be adjusted to this flush height. This height is adjusted by adjusting the height of the mounting base on the bottom plate. In other words, the vibration isolation platform of the assembly and inspection base is fixed and placed on a mounting base with a raised bottom shape.

[0143] Meanwhile, after the aircraft assembly and inspection is completed on a desk or other surface inside the vehicle, the next assembly and inspection base is moved onto the mounting base of the takeoff inspection unit and fixed in place. This movement inside the vehicle is performed by an assistant. After that, the assembly and inspection base with the aircraft on it is similarly moved upward and exposed to the outside via the ceiling opening and closing device.

[0144] Before the aircraft takes off, the pilot exits the vehicle and checks the safety of the flight area and surrounding conditions. After takeoff, the aircraft ascends and hovers. During this time, the pilot performs an operational check (flight check) and calls out the results of the check. The check results are automatically recorded along with the time using a camera equipped with a recording microphone.

[0145] In the case of helicopters, because their rotors have a large diameter, the propellers are folded until they are exposed to the outside. Helicopters must unfold the folded propellers on a flight platform and inspect them before taking off. This requires the pilot to climb onto the roof of the vehicle to inspect them. Therefore, helicopters require one more inspection step compared to multi-rotors. In addition, emergency transport vehicles that operate helicopter takeoff inspection units are vehicles that require people to climb onto the roof, like election campaign vehicles.

[0146] A commercially available unit that can be used for storing, charging, and taking off and landing drones is the DJI Dock manufactured by DJI. The DJI Dock is a carry case for the DJI drones used for storing, taking off, and landing. However, the DJI Dock cannot be used for applications in accordance with laws and regulations, nor can it be used for inspections. Furthermore, it cannot automatically record the results of operational inspections (flight inspections). Therefore, the DJI Dock has different functions from both the assembly inspection system and the communication information acquisition application system of the present invention.

[0147] Figure 3 shows an example of the structure of a rotorcraft takeoff inspection unit 41 inside an emergency transport vehicle 51 that handles the assembly inspection base 31 of Example 16. [1] to [3] in Figure 3 indicate the vertical stopping positions of the assembly inspection base 31 inside the vehicle. [1] indicates the inspection position, [2] indicates the storage position, and [3] indicates the takeoff position. FL indicates the floor of the vehicle, and CH indicates the ceiling of the vehicle. The interior height between FL and CH is 1,565 mm. The inspection position [1] is set at a height of 700 mm from FL as an operational standard, as it is a height that allows the pilot to easily perform inspection work while sitting in the seat. The diameter of the protective cylinder 42 is 950 mm. Since the height of the rotorcraft when deployed is 153 mm, the height of the protective cylinder 42 was set to 250 mm. The vibration control platform 33 of the assembly and inspection base 31 is fitted into a mounting seat 44 on the bottom plate 43 of the takeoff and inspection unit 41. The assembly and inspection base 31 with the aircraft 01 placed on it is fixed to the underside of the bottom plate 43 with a magnetic base 39. The bottom plate 43 is connected to four suspension ropes 46 attached to a rotating seat 45 on the underside of the vehicle's ceiling 22. The suspension ropes 46 can be wound up and down using a winding mechanism 47. The suspension ropes 46 can also be positioned vertically. A protective drape 50 is draped over the aircraft 01 before winding to prevent the propeller 03 from protruding beyond the outer diameter of the bottom plate 43 of the assembly and inspection base 31. In the case of FIG. 3, the rotation diameter of the propeller is smaller than the outer diameter of the vibration control table 33, so the protective covering 50 is not shown. The magnet base 39 is moored by a mooring anti-sway device 48 attached to the upper side of the floor surface 23 of the vehicle and a mooring string 49, thereby preventing the takeoff inspection unit 41 from shaking. The bottom plate 43 of the takeoff inspection unit 41 is raised by approximately 80 mm, which is the combined height of the vibration control platform 33 and the mounting seat 44. Due to this raising, the horizontal plate 32 is flush with the outer surface of the vehicle ceiling 22 at the upper limit of the winding position of the suspension rope 47. A camera 93 with a recording microphone that automatically records the results of the operational test (flight test) is installed around the ceiling opening and closing device 55 on the ceiling 22 of the vehicle. [Example]

[0148] (Functions of the communication information acquisition application system and electronic information devices) In Example 18, the functions of the communication information acquisition application system and electronic information devices will be described. These functions are preferably installed in an emergency transport vehicle that can communicate with the driver and other assistants (such as safety managers).

[0149] Emergency transport vehicles use car navigation systems to quickly travel along roads to the location of an emergency call. In order to use the DIPS application function, flight information sharing system, and city location and map information, a notebook personal computer (hereinafter referred to as "notebook PC") must be installed in the vehicle and connected online to the Internet. The notebook PC and tablet device for electronic data are connected to a wired or wireless LAN router. In addition, a camera with a recording microphone that automatically records the results of the operational test (flight test) is connected to the laptop and its storage device via short-range wireless communication (wireless LAN or Bluetooth). The storage device of the laptop is an HDD or SSD. These can be used instead of the information storage device mentioned above. The video and audio are recorded along with the time. Furthermore, video, audio, and other information from the unmanned aircraft is relayed to the base control center. When communicating via commercial wireless lines, a relay station function is required. A mobile phone or walkie-talkie is required to receive instructions from the control center in real time. In addition, electronic devices such as an electromagnetic wave measuring device for measuring radio wave quality and a battery charger will be installed inside the vehicle.

[0150] Mobile broadband (MBB) is widespread in urban areas, allowing laptops to connect to the Internet. However, there are areas near urban areas where the signal strength is insufficient in certain areas, so vehicles are equipped with routers and LTE / 4G / 5G antennas for mobile media that can connect to them. LTE stands for Long Term Evolution. 4G / 5G are MBB communication standards. Furthermore, in rural areas, MBB is not yet fully developed. In such areas, satellite communication antennas and associated routers are installed to connect to satellite lines. For communication via commercial radio lines for fire departments, police, and other organizations, commercial radio repeaters are installed.

[0151] MBB establishes a connection environment using a mobile LTE / 4G / 5G antenna and an MBB router. There are many commercially available LTE / 4G antennas and MBB routers. Shark fin antennas, glass antennas, and other 5G antennas have been developed. For satellite lines, a satellite communication antenna and satellite router are installed. The antenna is installed outside the vehicle. Satellite communication antennas include flat antennas and short cylindrical antennas that are commercially available. The MBB router or satellite router (hereinafter referred to as "router, etc.") is installed in an electronic information equipment rack. These antennas are referred to as "antennas, etc." The antenna is installed outside the vehicle.

[0152] Routers and other electronic information devices are fixed to electronic information device racks with vibration-damping functions to prevent them from being affected by the vibrations of the vehicle while it is in motion. These must be able to be used even while the vehicle is in motion. Laptops are fixed to a PC desk with vibration-damping functions attached to its support pillars, so they can be used even while the vehicle is in motion. When the laptop is not in use, the PC desk is flipped up and folded up against the wall behind the passenger seat for storage. At this time, the laptop is also stored away at the same time. The pilot enters the aircraft's inspection results on a tablet device with check marks, and a ceiling-mounted recording stand is installed around the assembly inspection base. When not in use, the ceiling-mounted recording stand is stored compactly near the ceiling of the vehicle.

[0153] The relay station for the unmanned aerial vehicle's video, audio, and other information transmitted over the Internet is performed by a router or other device and a laptop connected to it via wired or wireless LAN. If the environment allows it, the aircraft, control unit, or control unit terminal is connected to the MBB via wireless LAN or wireless LAN. A smartphone or other mobile phone is installed inside the vehicle to receive instructions from the control center. An LCD monitor is also installed on the side of the vehicle's cargo area at the back to project instructions and relayed video.

[0154] This section explains the software that runs on a laptop. The vehicle's latitude and longitude and location on the map can be obtained from sources such as the Geospatial Information Authority of Japan's GSI Maps on the Digital National Land Web. Map and DID information can be obtained from sources such as the Ministry of Internal Affairs and Communications' Jstat MAP. Flight information sharing functions such as no-fly zones are obtained via DIPS. Flight applications and flight plan notifications are made via DIPS.

[0155] All of the electronic information devices mentioned above are included in the "Communication Information Acquisition Application System." This communication information acquisition application system realizes 1) the function of acquiring on-site location airspace information around the site, 2) the function of acquiring site-specific information near the site, and 3) the function of relaying information acquired by unmanned aerial vehicles in flight.

[0156] Other equipment includes an electromagnetic wave meter and a battery charger. The electromagnetic wave meter measures the radio wave conditions near the site. Since it does not require a desk or other equipment, it is installed on a wall inside the vehicle. The battery charger is installed in a fire-resistant battery and charger storage box under the rear-facing bench seat. Multiple batteries are charged here. If a battery runs out of capacity during flight, the aircraft can return and land near the vehicle and replace it with a charged battery.

[0157] From the perspective of CRM (Crew Resource Management), it is desirable to install the above-mentioned functions in the aircraft and emergency transport vehicle in which the pilot is aboard. The abilities required for CRM to function effectively are non-technical skills such as situational awareness, decision-making, team building, and communication. In other words, it is desirable for the pilot and assistant, especially the PC operator and safety manager, to communicate together in the same vehicle. However, if the effectiveness of CRM is not desired, this function can also be installed in a separate vehicle accompanying the emergency transport vehicle as long as it is located near the vehicle. [Example]

[0158] (Example of an arrangement diagram of emergency transport vehicles and vehicle transport systems for rotorcraft) In Example 20, an example of the structure of an emergency transport vehicle for a rotorcraft will be described. Vehicles applicable to emergency transport vehicles include vehicles such as minivans and camper vans.

[0159] Minivan-type vehicles that seat 10 to 14 people are often used as community buses and ambulances. One example of such a vehicle is the Toyota Hiace Super Long Wide Body High Roof model. The vehicle's dimensions are 5,380 mm in length, 1,880 mm in width, and 2,285 mm in height. The interior dimensions are 4,250 mm in length, 1,730 mm in width, and 1,635 mm in height. The cargo area length, excluding the driver's and passenger seats, is 3,540 mm. The standard seating arrangement is four rows. These vehicles are often modified for emergency transport, and can be extended to accommodate ambulances.

[0160] In Example 19, an example of the structure of an emergency transport vehicle for rotorcraft is shown in Figure 4. In flight applications and flight plans, aircraft and pilots are generally paired, i.e., three aircraft require three pilots, and nine aircraft require nine pilots. Figure 4 is a layout diagram of an emergency transport vehicle using model (2) as an example. That is, Figure 4 shows a case where three vehicles are operated by three operators. Figure 4 shows a front view with a half cross section from the center and a plan view with the roof of the vehicle removed as a perspective view.

[0161] In the example of model (2) in Figure 4, of the four standard rows of seats, the original second and third rows have been removed, and a bench seat facing backward in the direction of travel and a main recording desk have been installed, along with a takeoff inspection unit in the center and a PC desk for PC operators on the side of the sliding entrance door. In front of the original fourth-row rear seats are flip-up desks with assembly and inspection bases on both sides. When not in use, the flip-up desks can be flipped up towards the windows.

[0162] In Figure 4, from the sliding door 81 side to the back, there is a bench seat 61 that faces backward in the direction of travel. One PC operator sits on the sliding door side of this entrance. One pilot sits at the back side. In front of the rear-facing bench seat 61 is the takeoff inspection unit 41. Along the back wall is the main recording desk 64. A storable PC desk 63 is located on the sliding door side of the rear-facing bench seat 61. A flip-up PC desk support 62 is fixed to the wall of the passenger seat. When not in use, this can be stored compactly on the wall of the passenger seat. The notebook PC 11 remains fixed to the PC desk even after it is flipped up. The seat surface of the rearward-facing bench seat 61 can be lifted up. Beneath this is a fireproof box for storing batteries and chargers 72. An electronic information equipment rack 71 is placed below the lift-up desk 66. The electronic information equipment rack 71 is fixed to the wall of the vehicle via vibration control pads. The electronic information equipment rack 71 is located above the wheelhouses on both sides of the rear wheels of the vehicle. The electronic information equipment racks 71 are located on both the side of the entrance sliding door 81 and the opposite side, and both serve as part of the support surface and receiving surface for the lift-up desk 66.

[0163] After another operator takes his seat in the back seat, the lift-up desk 66 is lowered from the window side using a hinge mechanism and set up in front of it. An assistant places the assembly and inspection base 31 on the lift-up desk. The assembly and inspection base 31 is fixed by fitting the seismic isolation table 33 into the recess of the lift-up desk 66. The lift-up desk 66 is then lashed down with the magnetic base 39. The loaded vehicle 01 is then lashed down to the seismic isolation table 33 with the lashing bands 36. This allows the vehicle 01 to be assembled and inspected on the ground without any problems even inside the vibrating vehicle. Battery 05 and battery charger 77 are located in battery and charger storage box 72 below rear-facing bench seat 61. Rotorcraft airframe 01 is folded and stored in the space below takeoff inspection unit 41 or in the shelf below or above rear seat 65. A replacement airframe camera is wrapped in vibration-damping sheet and stored in camera storage box 78 next to battery and charger storage box 72.

[0164] In the example of model (2) in Figure 4, three people sit in total: one operator on rear-facing bench seat 61 and two on rear seats 65 in the fourth row. Three assistants sit in total: driver's seat 52 (driver), passenger seat 53 (safety officer), and rear-facing bench seat 61 (PC operator). If necessary, additional assistants can sit in rear-facing bench seat 61 or rear seats 65. A total of six or more people can rush to the scene in this vehicle. In the example of model (2) in Figure 4, three operators can ride in one minivan-type emergency transport vehicle 21, and three aircraft can be assembled and inspected on the ground. However, only one aircraft can take off immediately on the takeoff inspection unit 41. The other two aircraft are moved to the takeoff inspection unit 41 from the assembly inspection base 31 in the order in which they receive notices of receipt of permission, etc., and are exposed to the outside before taking off. In this case, movement inside the vehicle is performed by an assistant with the aircraft 01 still attached to the assembly inspection base 31.

[0165] There is a cargo area 83 inside the hatchback door 82 at the rear of the vehicle. The cargo area 83 stores signs 85, cones, etc. 84, and guy ropes for access control measures. It also stores drone tethering devices 86, suspension devices 87, weights 88, etc., which are used as temporary measures until permission for the flight application is received. After arriving at the site, the safety officer sitting in the passenger seat 53 takes out the signs 85, cones, etc. 84, and guy ropes and sets them up at the site. This allows access control measures to be implemented. Whether access control measures can be implemented depends on the presence of people near the site. If necessary, the drone tethering device 86 is installed as a temporary measure using weights 88 or anchors 89.

[0166] Antennas are installed on the exterior of the vehicle. An LTE / 4G antenna 91 for mobile media is installed at the rear of the vehicle, and a 5G antenna 92 is installed on the ceiling. For emergency transport vehicles deployed in areas with poor MBB signal environments, satellite communication antennas 94 are installed on the ceiling or inside the windows of the vehicle.

[0167] Furthermore, if the propellers 03 of the aircraft 01 are folded, even more aircraft can be loaded onto the emergency transport vehicle 21. Furthermore, if there are other accompanying vehicles and pairs of aircraft and pilots, there is no upper limit to the number of aircraft (pilots) that can submit flight applications or report flight plans. Therefore, other pilots who rush to the scene in a different vehicle can use this emergency transport vehicle 21 to quickly complete assembly and pre-flight inspection work, enabling them to take off early. The same procedure applies to aircraft transported in a different vehicle. [Example]

[0168] (Example of calculation of the number of rotorcraft that can be carried on an emergency transport vehicle) Example 20 shows an example of a trial calculation of the number of rotorcraft that can be loaded onto a specific emergency transport vehicle for the above-mentioned models (1) to (4).

[0169] Table 3 shows the estimated number of aircraft and assembly inspection bases that can be inspected by an emergency transport vehicle with specific minivan dimensions. Table 3 lists the aforementioned models (1) to (4) horizontally. The vertical axis of Table 3 lists the item names used in the calculations. The vertical item names first indicate the dimensions of the aircraft, assembly inspection base, takeoff inspection unit, and the specific vehicle assumed. The vertical axis then lists the length, width, and height of the vehicle's cargo compartment. Here, the lengthwise dimension of one row is defined as the diameter of the assembly inspection base plus 500 mm of seating width within the vehicle, and we considered how many rows could be accommodated within the vehicle. In the widthwise dimension, we considered how many assembly inspection bases could be lined up. These values are integers, excluding fractions. The number of aircraft in the height direction is one, regardless of model, since takeoff operations are required. The assumed vehicle is the same as in Example 19.

[0170] In the layout diagram of Example 19, we considered the SOTEN model (2) manufactured by ACSL, and stated that the assembly and inspection base in the transport vehicle can assemble and inspect three aircraft on the ground. Also, there are three pilots and usually three assistants on board the transport vehicle. If necessary, three additional assistants can sit on the bench seat and the rear seat. The same results are shown in the feasibility column for model (2) SOTEN in Table 3. The legend in Table 3 is: ◯: Operational, △: Operational with some modifications / condition changes. In other words, in the length direction, in addition to the takeoff inspection unit, another row of assembly inspection bases + a row of people is possible. This means X = 1 row. Also, in the width direction, two assembly inspection bases are lined up. This means Y = 2 units. Each one carries one aircraft. As there is one aircraft inside the takeoff inspection unit, the total number of aircraft is three.

[0171] According to the calculations in Table 3, model (1) DJI's Mavic 3 can assemble nine aircraft inside the vehicle and inspect them on the ground. This calculation results in X = 3 rows and Y = 4 units. In other words, there are four aircraft in the rear seats. Also, taking into account the space for pilots to enter and exit, the width of the two rows in front of them is set to two aircraft. As there is one aircraft inside the takeoff inspection unit, the total number of aircraft is considered to be nine. Also, there are three pilots and usually three assistants on board the transport vehicle. If necessary, one additional assistant can sit on the bench seat.

[0172] According to the calculations in Table 3, the Sony Airpeak S1 model (3) can accommodate four aircraft assembled inside the vehicle and inspected on the ground. This results in two rows of X and two units. In other words, there are two aircraft in the rear seats. Also, considering the pilot's entry and exit space, the width of the row in front of them is assumed to be one aircraft. Since there is one aircraft inside the takeoff inspection unit, the total number of aircraft is assumed to be four. The transport vehicle typically accommodates four pilots and three assistants. If necessary, three additional assistants can sit on the bench seat and the rear seat. Model (3) is taller than model (2). With an inspection position [1] height of 700 mm, the maximum inspection height is 1,368 mm, making it difficult to inspect the upper parts inside the vehicle. However, because the lower parts of the aircraft are the landing gear, operational changes, such as lowering the height of the inspection position [1], are necessary.

[0173] According to the calculations in Table 3, the ACSL PF2-CAT3 model (4) can assemble two aircraft inside the vehicle and inspect them on the ground. This calculation results in X=1 row and Y=1 unit. In other words, there is one aircraft in the rear seat. Since there is one aircraft inside the takeoff inspection unit, the total number of aircraft is assumed to be two. The transport vehicle typically has two pilots and three assistants. If necessary, four additional assistants can be seated on the bench seat and rear seat. However, like model (3), model (4) is large in height. With the inspection position [1] height of 700 mm, the maximum height during inspection is 1,431 mm, making it difficult to inspect the upper part of the vehicle. Furthermore, since the aircraft weighs 8.8 kg, the total weight is approximately 15–20 kg, requiring a monorail-type manual hoist or similar for moving the aircraft inside the vehicle. Therefore, the vehicle must be modified to extend the interior height.

[0174] According to the calculation results in Table 3, the number of aircraft that can be assembled and inspected on the ground using an emergency transport vehicle the size of a minivan is nine for model (1), three for model (2), four for model (3), and two for model (4). However, models (3) and (4) require changes in operation or vehicle modifications. These calculation results are rough desk-based, two-dimensional estimates, and even under the same preconditions, it is believed that more rotorcraft and pilot pairs could be transported with a more detailed study that takes into account vertical arrangement.

[0175] Table 3 JPEG2025120072000004.jpg91124 [Example]

[0176] (Aerial view of emergency transport vehicle and vehicle transport system for rotorcraft) In Example 21, a bird's-eye view of an emergency transport vehicle for a rotorcraft will be described with reference to Figure 5. Figure 5 is a bird's-eye view of an emergency transport vehicle 51. At the top, the unmanned aerial vehicle body 01 in a hovering state after taking off is shown, and at the right side, bird's-eye views of the assembly inspection base 31 and takeoff inspection unit 41 are added. Arrows are added toward the top, and speech bubbles are added toward the right. These added bird's-eye views are enlarged views of the bird's-eye view of the emergency transport vehicle 51.

[0177] The operator performs legal inspection work on the ground while the vehicle is moving. There are three assembly inspection bases 31 inside the emergency transport vehicle 51 in Figure 5. One assembly inspection base 31 is located inside the takeoff inspection unit 41, and the other two are located on the pop-up desk 66 in front of the rear seat. Here, the aircraft 01 is fixed with a split fixing jig 35 and secured with a securing band 36. Here, the aircraft 01 is fixed and secured on the vibration isolation table 33, so the operator is not affected by the shocks and vibrations caused by the vehicle moving.

[0178] The assistant PC operator collects information around and near the site for legal applications. In the emergency transport vehicle 51 shown in Figure 5, internet communication is available via a laptop PC 11 connected via wireless communication. The vehicle 51 is equipped with an LTE / 4G antenna 91 for mobile media. If necessary, a 5G antenna 92 and a satellite communication antenna 94 are also installed. An MBB router 74 and other equipment are installed inside the vehicle. Through the wireless connection, the PC operator obtains the site's latitude and longitude, a map, and site location and airspace information such as no-fly zones while driving around the site.

[0179] When the vehicle arrives near the site, the assistant safety manager removes cones 84, signs 85, and guy ropes from the loading platform 83 of the vehicle 21 and sets up an access control zone at the site. Whether access control measures are possible depends on the situation on the ground at the site. The PC operator obtains site-specific information such as flight path (location) and altitude, as well as information on access control measures, near the site. The flight altitude and route also depend on the situation in the air above the site, such as buildings along the route and the height of the antenna. The content of the legal application will change depending on the status of the target of the emergency mission and the possibility of access control measures, which become clear after arriving at the site. The PC operator makes the legal application based on the obtained site location airspace information and site-specific information. The PC operator waits for permission or other communication from the supervisory authorities. During this time, the pilot continues to perform the following inspection tasks.

[0180] In the case of a rotorcraft, the aircraft 01 can be taken off from a takeoff inspection unit 41 installed in the center of an emergency transport vehicle 51 as shown in Figure 5. At the bottom of the takeoff inspection unit 41, there is an assembly inspection base 31 suspended by a suspension rope 46. The assembly inspection base 31 moves up and down by a winding mechanism 47 of the suspension rope 46. At the top end of the takeoff inspection unit 41, there is a ceiling opening and closing device 55 for the vehicle's roof or the like. After the rotorcraft has completed inspection on the ground, the ceiling opening and closing device 55 is opened to expose the aircraft 01 to the outside. The pilot can take off the aircraft 01 after confirming that the surrounding area is safe. After taking off, aircraft 01 ascends and hovers to perform inspection work while in flight. The pilot calls out the inspection items and vocally confirms that there are no abnormalities. A camera 93 with a recording microphone is mounted on the ceiling of vehicle 51. The camera 93 with a recording microphone automatically records the results of the inspection while in flight, along with the time, using images of the aircraft and the pilot and the aircraft's voice. This automatically records the results. This eliminates the need for the pilot to land temporarily to fill out a daily inspection record sheet on-site. Once flight permission has been received, the pilot can begin emergency flight operations directly from the hovering state.

[0181] The above-mentioned components necessary for wireless connection, such as the laptop PC 11, the LTE / 4G antenna 91 for mobile media, and the router 74 for MBB, are collectively referred to as the communications information acquisition application system. This allows for legal applications to be made inside the vehicle. The above-mentioned assembly inspection base 31, takeoff inspection unit 41, and camera with microphone 93 for automatically recording inspection results in flight are collectively referred to as the assembly inspection system. This allows for legal inspections to be made inside the vehicle. These two systems allow the aircraft 01 to quickly begin flying for emergency missions while following the procedures prescribed by laws and regulations. [Explanation of symbols]

[0182] 01. Unmanned aerial vehicle body 02. Unmanned aerial vehicle control device 03. Propeller 04. Frame 05. Battery 06.Aircraft camera 11. Laptop 12. Tablet devices 13. Recording sheet 14. Ceiling stand for recording 21. Emergency transport vehicles 22. Vehicle ceiling 23. Vehicle floor 24. Car navigation system 25. Broadcast monitor 26. Mobile Phone 27. Console box 28. Step 31. Assembly and inspection base 32.Horizontal plate 33. Seismic isolation platform 34. Boss 35. Split type fixture 36. Lashing band 37. Magic Cable Ties 38. Iron Plate 39.Magnetic base 41. Takeoff Inspection Unit 42. Protective cylinder 43.Bottom plate 44. Mounting seat 45. Rotating seat 46. Cable rope 47. Winding mechanism 48. Mooring anti-sway device 49. Mooring rope 51. Emergency transport vehicles 52. Driver's seat 53. Passenger seat 54. Warning light (rotating light) 55. Ceiling opening and closing device 56.Flying Plane 61. Bench seat (rear-facing) 62.PC desk support 63.PC desk 64. Main Recording Desk 65. Rear seat 66. Flip-up desk 67. Folding desk 68. Control device stand 71. Electronic information equipment rack 72. Battery and charger storage box 73. Satellite Router 74. Router for MBB 75.Commercial radio repeater 76.Electromagnetic wave measuring device 77. Battery Charger 78. Camera storage box 81. Sliding door 82. Hatchback door 83. Cargo bed 84. Cohn et al. 85. Signboard 86. Drone mooring device 87. Suspension device 88. Weight 89. Mooring anchor 91. LTE / 4G antenna for mobile media 92. 5G antennas for mobile media 93. Camera with recording microphone 94. Satellite communication antenna 95. Information storage device

Claims

1. In the case of land transportation of unmanned aerial vehicles for urgent business, One or more aircraft and more personnel than the number of aircraft are placed inside the vehicle, The aircraft was placed on a base that would not be affected by the vibrations of a moving vehicle. The aircraft is secured with elastic and easily removable fastening straps, On a pedestal with an open space above, By having the pilot inspect the aircraft and its control devices with his own eyes and hands, A vehicle transport system characterized by rapid on-ground legal inspection within the vehicle.

2. 2. The vehicle transport system according to claim 1, After arriving near the site of an urgent matter, From an opening provided in the box-shaped housing vehicle through which the base can pass, The aircraft, still on the base, is moved to expose it outside the vehicle. By releasing the fastening of the base by the fastening belt, Vehicle transport system characterized in that the rotorcraft body can take off immediately

3. 3. The vehicle transport system according to claim 1 or claim 2, The horizontal plate, which has earthquake resistance and bending strength, is fixed to a vibration control table with vibration control function. A vehicle transport system having an assembly and inspection base that is a pedestal structure for fastening the body of an unmanned aerial vehicle to a horizontal plate.

4. 4. The assembly and inspection base according to claim 3, The horizontal plate is placed and fixed on a vibration control table having a vibration control function, The unmanned aerial vehicle is positioned and fixed on a horizontal plate using a split fixture. The aircraft is secured with elastic, easily removable straps. An assembly inspection base characterized by a structure that allows the entire body of an unmanned aerial vehicle to be visually inspected and palpated by hand.

5. 4. The assembly and inspection base according to claim 3, It is fixed in place inside the takeoff inspection unit, The assembly inspection base is moved to the outside through an opening in the vehicle that is a box-shaped enclosure that can pass through, The aircraft is exposed to the outside of the vehicle, By releasing the fastening of the base, Assembly and inspection base characterized in that the rotorcraft fuselage can be immediately taken off

6. The takeoff inspection unit according to claim 5, The bottom plate is suspended by two or more suspension ropes on the roof of the vehicle. The assembly and inspection base is attached to the seat of the bottom plate and fixed; Opening a ceiling opening / closing device for the opening in the ceiling of the box-shaped vehicle; By operating the moving mechanism that can move the bottom plate upward, A takeoff inspection unit that exposes the fuselage of a rotorcraft to the outside

7. 3. The vehicle transport system according to claim 1 or claim 2, Immediately after the aircraft took off near the scene, By having the function of automatically recording video and / or audio information along with time when the pilot is conducting a statutory inspection of the flight status of the aircraft and its control device, A vehicle transport system characterized by the ability of unmanned aerial vehicles to quickly transition into flight

8. 3. The vehicle transport system according to claim 1 or claim 2, Connect to wireless communication inside the transport vehicle heading to the site, Obtaining site location airspace information and site specific information using an electronic information terminal; By having a communication information acquisition application system that allows you to make legal applications online and receive permits, etc. A vehicle transport system that allows the aircraft to fly immediately after arriving at the site.

9. 9. The communication information acquisition application system according to claim 8, Using an electronic information terminal connected to wireless communication inside the transport vehicle heading to the site, Obtaining on-site location and airspace information around the site, consisting of latitude and longitude, location on a map, and flight information sharing function. Obtain site-specific information near the site, including the status of access control measures at the site and the purpose, altitude, route, and departure point of the flight; promptly make statutory requests consisting of flight plan notifications and / or flight applications; Communication information acquisition application system characterized by being able to receive permission for application etc.

10. 10. The communication information acquisition application system according to claim 9, Connect to wireless communication inside a vehicle near the site, A communication information acquisition application system having a function to relay video, image, audio and / or sensor information acquired by an unmanned aerial vehicle after takeoff to a control center.

11. In the case of land transportation of unmanned aerial vehicles for urgent business, A vehicle transport system characterized by having, inside the vehicle, the wireless communication connection function necessary for flying an unmanned aerial vehicle, the function of acquiring information on the surrounding area of the site, the function of legal application, the function of legal inspection, and the function of setting an access control area.

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