Flight vehicle

Abstract

The present invention can provide an aircraft including a suspension member for suspending a mounted object, wherein the suspension member includes a first portion for reducing the weight of the entire suspension member and a second portion for facilitating gripping from the outside.SOLUTION: According to the present invention, there is provided an aerial vehicle that suspends a mounted object via a suspension member, wherein the suspension member includes a first portion and a second portion that has a configuration different from that of the first portion and is to be gripped. Further, the first part and the second part are different string-shaped members and are connected to each other. Further, the second portion uses a member thicker than the first portion. The second portion is covered with the covering member. Further, the second portion is configured to have a higher friction coefficient than the first portion.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an air vehicle. [Background technology]

[0002] In recent years, delivery services using drones, unmanned aerial vehicles (UAVs), and other aerial vehicles (hereinafter collectively referred to as "aerial vehicles") have been put into practical use. Aerial vehicles equipped with multiple propellers, commonly called multicopters (hereinafter collectively referred to as multicopters), do not require runways for takeoff and landing like typical fixed-wing aircraft, and can therefore be operated in relatively small areas, making them ideal for providing delivery services such as home delivery.

[0003] In transportation by aircraft, when cargo is detached from the aircraft, a known method is for the aircraft to land at a port or the like, and then release the cargo on the spot and allow it to land, or for a person to remove the cargo.

[0004] However, it is known that a landing operation involving a vertical descent of an aircraft is more likely to make the aircraft unstable than a cruising operation, etc. Also, a person needs to approach and come into contact with the aircraft to remove the luggage. In consideration of this situation, Patent Document 1 discloses a luggage delivery system using an aircraft in which luggage is suspended from the aircraft and descended, making it possible to remove the luggage without the aircraft having to land (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0005] [Patent Document 1] U.S. Patent Application Publication No. 2020 / 0207474 [Patent Document 2] Japanese Patent Application Publication No. 2019-001309 Summary of the Invention [Problem to be solved by the invention]

[0006] Patent document 1 discloses a cargo delivery system using an aircraft in which the aircraft and the cargo are connected by a cable, the cable is let out toward the ground to lower the cargo, and a mechanism is provided to automatically release the cargo from the cable when the cargo reaches the ground.

[0007] When lowering cargo from an aircraft in the sky, it can be difficult to improve the cargo's positioning accuracy. For example, environmental wind or the movement of the aircraft can cause the cargo suspended from the cable to sway or shift in position. Furthermore, when controlling the aircraft's position using GNSS, the positioning accuracy can change depending on the satellite acquisition status.

[0008] When cargo is separated from the mainland at a large port or on the ground, misalignment of the cargo is not a problem. However, when cargo is to be delivered to a small area or a compact port, improved cargo positioning accuracy is required.

[0009] Furthermore, for the purpose of restricting the amount of movement of the flying object, Patent Document 2 discloses an area restriction means using a mooring member and a winding device.

[0010] However, for applications such as home delivery and inspection, the aircraft is required to fly over a wide area, making it difficult to perform the task while tethered to one point. Therefore, one object of the present invention is to provide a location restriction system that allows temporary area restriction at a predetermined point such as a takeoff and landing point without requiring the aircraft to be tethered at all times during flight. [Means for solving the problem]

[0011] According to the present invention, it is possible to provide an aircraft that suspends an object via a suspension member, the suspension member comprising a first part and a second part that has a different configuration from the first part and is to be grasped.

[0012] Other problems and solutions disclosed in this application will be made clear in the section on preferred embodiments of the invention and the drawings. [Effects of the Invention]

[0013] According to the present invention, in an aircraft equipped with a suspension member for suspending a payload, the suspension member can be provided as a first part that reduces the weight of the entire suspension member and a second part that makes it easier to grasp from the outside. [Brief explanation of the drawings]

[0014] [Figure 1] FIG. 1 is a schematic side view of a position restriction according to the present invention. [Figure 2] FIG. 2 is a view of the position limiting device of FIG. 1 in use. [Figure 3] 2 is a schematic diagram of the position limiting device of FIG. 1 as seen from above. FIG. [Figure 4] 3 is a schematic diagram of the position limiting device of FIG. 2 as seen from above. FIG. [Figure 5] 10A and 10B are top views showing other examples of position limiting devices. [Figure 6] 10A and 10B are top views showing other examples of position limiting devices. [Figure 7] 10A and 10B are top views showing other examples of position limiting devices. [Figure 8] 8A and 8B are diagrams illustrating an example of the operation of the position limiting device of FIG. 7. [Figure 9] FIG. 1 is a side view of an air vehicle that can be used in conjunction with the present invention. [Figure 10] FIG. 13 is a top view of the air vehicle of FIG. 12. [Figure 11] FIG. 2 is a functional block diagram of the aircraft of FIG. 1. [Figure 12] FIG. 10 is a side view showing an example of the configuration of a suspension member connected to the aircraft. [Figure 13] FIG. 10 is a side view showing an example of the configuration of a suspension member connected to the aircraft. [Figure 14] FIG. 10 is a diagram showing an example of a cross-sectional view of a suspension member. [Figure 15] FIG. 10 is a diagram showing an example of a cross-sectional view of a suspension member. [Figure 16] FIG. 10 is a diagram showing an example of a cross-sectional view of a suspension member. [Figure 17] FIG. 2 is a side view showing an example of the configuration of a suspension member. [Figure 18] FIG. 2 is a side view showing an example of the configuration of a suspension member. [Figure 19] FIG. 10 is a side view showing an example of the configuration of a suspension member connected to the aircraft. [Figure 20] FIG. 20 is a view of the suspension member of FIG. 19 when it is unwound. [Figure 21] 1 is a side view showing an example of the configuration of a position limiting device according to the present invention; [Figure 22] FIG. 22 is a front view of the position limiting device of FIG. 21. [Figure 23] FIG. 23 is a view of the position limiting device of FIG. 22 in use. [Figure 24] FIG. 10 is a side view showing a configuration example of a mounting section equipped with a suspended section moving means. [Figure 25] FIG. 10 is a side view showing a configuration example of a mounting section equipped with a suspended section moving means. [Figure 26] 1 is a side view illustrating an example of the configuration of a position limiting device according to the present invention; [Figure 27] FIG. 27 is a view of the position limiting device of FIG. 26 in use. [Figure 28] 1 is a diagram showing a state in which a person holds a suspension member according to the present invention. [Figure 29] 10A and 10B are diagrams showing an example of the configuration of a suspension member in which second portions are provided at a plurality of locations. DETAILED DESCRIPTION OF THE INVENTION

[0015] The details of the embodiments of the present invention will be described below. An aircraft according to an embodiment of the present invention has the following configuration. [Item 1] An aircraft that suspends a payload via a suspension member, The hanging member includes a first portion and a second portion that has a different configuration from the first portion and is to be grasped. A flying vehicle characterized by: [Item 2] The first portion and the second portion are different string-like members and are connected to each other. 2. The aircraft described in item 1. [Item 3] The second portion uses a thicker material than the first portion. 3. The aircraft according to item 1 or 2. [Item 4] The second portion is covered by the covering member. 4. The aircraft according to any one of items 1 to 3. [Item 5] The second portion is configured to have a higher coefficient of friction than the first portion. 5. The aircraft according to any one of items 1 to 4. [Item 6] the first portion and the second portion have a common string-like member; The second portion is provided with a member that covers the common string-shaped member. 2. The aircraft described in item 1. [Item 7] The member covering the common string-shaped member is a covering member with a high friction coefficient. 7. The aircraft described in item 6. [Item 8] The member covering the common string-shaped member is a member having an uneven surface. 8. The aircraft according to claim 6 or 7. [Item 9] the cross-sectional shape of the second portion is different from the cross-sectional shape of the first portion; 9. The aircraft according to any one of items 1 to 8, [Item 10] The cross-sectional shape of the second portion is polygonal. 10. The aircraft described in item 9. [Item 11] The second portion is provided in the vicinity of the load. 11. The aircraft according to any one of items 1 to 10. [Item 12] The suspension member is connected to a mounting portion on which the object is mounted. 12. The aircraft according to any one of items 1 to 11, [Item 13] The mounting portion includes a rotor. Item 13. The aircraft described in item 12. [Item 14] The suspension member comprises a first suspension member provided between the aircraft and the mounting unit, and a second suspension member provided between the mounting unit and the mounted object. 14. The flying vehicle according to any one of items 12 and 13. [Item 15] the first suspension member and the second suspension member both have the second portion. Item 15. The aircraft described in item 14. [Item 16] the first suspension member has the second portion; the second suspension member does not have the second portion; Item 15. The aircraft described in item 14. [Item 17] the first suspension member does not have the second portion; the second suspension member has the second portion; Item 15. The aircraft described in item 14.

[0016] <Details of the embodiment of the present invention> Hereinafter, an aircraft according to an embodiment of the present invention will be described with reference to the drawings.

[0017] <Details of the First Embodiment>

[0018] 1 and 2, the flying object 100 is connected to a position limiting device 30 or a suspension member 10 that can be held by a person, and the movement of the flying object is restricted by restricting the movement of the suspension member 10. The connection position of the suspension member 10 to the flying object 100 is preferably a location where the flying object will not become unstable due to being held (for example, a location where the suspension member passes through the center part of the aircraft when viewed from above or below the aircraft, particularly the center part of the bottom surface of the aircraft).

[0019] By using the position limiting device 30 to limit the amount and direction of movement of the flying object 100, the movement of the flying object 100 and the payload 11 is limited even when there are environmental influences such as wind or control failures of the flying object 100, so that deviations in the position of each part are reduced, and for example, if the payload 11 is a package to be delivered, it becomes easy to detach the package to a compact port or the like without the flying object having to land. Also, when the flying object lands, the descent and landing operations are performed with the range of movement limited, so that safety of the surrounding area can be ensured even if the flying object becomes unstable.

[0020] The aircraft 100 takes off from a takeoff point and flies to a destination. For example, if the aircraft 100 is making a delivery, the aircraft 100 reaches the destination and lands at a port or the like or detaches the cargo, thereby completing the delivery. After detaching the cargo, the aircraft 100 travels to another destination.

[0021] As shown in Figures 9 and 10, an aircraft 100 according to an embodiment of the present invention has a flying section including at least a main body, multiple rotor sections consisting of propellers 110 and motors 111, a motor mount and frame 120 that support the rotor sections, and other elements for flight, and it is desirable that the aircraft be equipped with energy (e.g., secondary batteries, fuel cells, fossil fuels, etc.) to operate these components.

[0022] The illustrated flying vehicle 100 is depicted in a simplified manner to facilitate explanation of the structure of the present invention, and detailed configurations of, for example, the control unit, etc. are not shown.

[0023] The flying object 100 moves forward in the direction of arrow D in the figure (-Y direction) (details will be described later).

[0024] In the following explanation, terms may be used according to the following definitions: forward / backward direction: +Y direction and -Y direction, up / down direction (or vertical direction): +Z direction and -Z direction, left / right direction (or horizontal direction): +X direction and -X direction, forward direction (forward): -Y direction, backward direction (rearward): +Y direction, upward direction (upward): +Z direction, downward direction (downward): -Z direction

[0025] The propeller 110 rotates upon receiving output from the motor 111. The rotation of the propeller 110 generates a thrust force for causing the flying object 100 to take off from a departure point, move, and land at a destination. The propeller 110 can rotate clockwise, stop, and rotate counterclockwise.

[0026] The propeller 110 of the aircraft of the present invention has one or more blades. Any number of blades (rotors) may be used (e.g., 1, 2, 3, 4, or more blades). The blades may be flat, curved, twisted, tapered, or any combination thereof. The blade shape may be variable (e.g., retractable, foldable, or bent). The blades may be symmetrical (having identical upper and lower surfaces) or asymmetrical (having upper and lower surfaces with different shapes). The blades may be formed into airfoils, wings, or any other geometric shape suitable for generating aerodynamic forces (e.g., lift, thrust) as the blade moves through the air. The blade geometry may be selected to optimize the blade's aerodynamic characteristics, such as increasing lift and thrust and reducing drag.

[0027] The propellers of the aircraft of the present invention may be of fixed pitch, variable pitch, or a combination of fixed pitch and variable pitch, but are not limited to these.

[0028] The motor 111 generates the rotation of the propeller 110; for example, the drive unit can include an electric motor or an engine. The blades can be driven by the motor and rotate around the motor's rotation axis (e.g., the motor's longitudinal axis).

[0029] The blades can all rotate in the same direction, or they can rotate independently. Some blades rotate in one direction and others in the other. The blades can all rotate at the same speed, or they can each rotate at a different speed. The speed can be determined automatically or manually based on the dimensions of the moving object (e.g., size, weight) and the control state (speed, direction of movement, etc.).

[0030] The flying object 100 determines the rotation speed of each motor and the flight angle according to wind speed and direction using a flight controller, radio control, etc. This allows the flying object to move by ascending and descending, accelerating and decelerating, and changing direction.

[0031] The aircraft 100 can fly autonomously according to routes and rules set in advance or during flight, or can fly by being controlled using a radio control.

[0032] The above-described air vehicle 100 has the functional blocks shown in FIG. 11. Note that the functional blocks in FIG. 11 are a minimum reference configuration. The flight controller is a so-called processing unit. The processing unit may have one or more processors, such as a programmable processor (e.g., a central processing unit (CPU)). The processing unit has and can access memory (not shown). The memory stores logic, code, and / or program instructions that the processing unit can execute to perform one or more steps. The memory may include, for example, a separable medium such as an SD card or random access memory (RAM), or an external storage device. Data acquired from a camera or sensors may be directly transmitted to and stored in the memory. For example, still and video data captured by a camera or the like is recorded in an internal or external memory.

[0033] The processing unit includes a control module configured to control the state of the rotorcraft. For example, the control module may have six degrees of freedom (translational x, y, and z, and rotational θ x , θ y and θ z The control module controls the propulsion mechanisms (e.g., motors) of the rotorcraft to adjust the spatial position, speed, and / or acceleration of the rotorcraft. The control module can control one or more of the onboard components and the state of the sensors.

[0034] The processing unit can communicate with a transceiver configured to transmit and / or receive data from one or more external devices (e.g., a terminal, a display device, or other remote controller). The transceiver can use any suitable communication means, such as wired or wireless communication. For example, the transceiver can utilize one or more of a local area network (LAN), a wide area network (WAN), infrared, radio, WiFi, a point-to-point (P2P) network, a telecommunications network, cloud communication, etc. The transceiver can transmit and / or receive one or more of data acquired by sensors, processing results generated by the processing unit, predetermined control data, user commands from a terminal or a remote controller, etc.

[0035] The sensors according to this embodiment may include inertial sensors (acceleration sensors, gyro sensors), GPS sensors, proximity sensors (e.g., lidar), or vision / image sensors (e.g., cameras).

[0036] In this embodiment of the present invention, the plane of rotation of propeller 110 provided on flying vehicle 100 is tilted forward toward the direction of travel when traveling. The forward-tilted plane of rotation of propeller 110 generates upward lift and thrust in the direction of travel, causing flying vehicle 100 to move forward.

[0037] The aircraft 100 may have a main body that can house an onboard processing unit, battery, etc. The main body can optimize the shape of the aircraft 100 in its cruising attitude, which is expected to be maintained for a long time while the aircraft 100 is moving, and improve its flight speed, thereby efficiently shortening the flight time.

[0038] The main body preferably has an outer shell strong enough to withstand flight, takeoff, and landing. For example, plastic, FRP, etc. are suitable materials for the outer shell because they are rigid and waterproof. These materials may be the same as or different from the frame 120 (including the arms) included in the flight section.

[0039] Furthermore, the motor mount, frame 120, and main body section of the flying section may be constructed by connecting the individual parts, or may be molded as a single unit using a monocoque structure or integral molding (for example, the motor mount and frame 120 may be molded as a single unit, or the motor mount, frame 120, and main body section may all be molded as a single unit, etc.). By integrating the parts, it is possible to smooth the joints between the parts, which is expected to reduce drag and improve fuel efficiency in flying bodies such as blended wing bodies and lifting bodies.

[0040] The shape of the aircraft 100 may be directional. For example, the shape may be a streamlined body that reduces drag when the aircraft 100 is cruising in calm conditions, or a shape that improves flight efficiency when the nose of the aircraft faces the wind.

[0041] The suspension member 10 connected to the aircraft is composed of a first portion 10a and a second portion 10b which are different from each other.

[0042] First portion 10a is a string-like member, and is desirably lightweight to reduce the load on aircraft 100 flying with first portion 10a connected. Furthermore, if first portion 10a has the strength to withstand the propulsion force of aircraft 100 or the weight of the payload, it is possible to prevent unintentional release of aircraft 100 or the payload.

[0043] For this reason, examples of materials that can be used for the first portion 10a of the suspension member include ropes made of cotton or hemp, and high-strength line members made of resins such as nylon, fluorocarbon, polyester, and polyethylene. Furthermore, when electric wires made of copper or aluminum wires are used, it becomes possible to supply power through the suspension member 10.

[0044] However, the thinness of first portion 10a can be an obstacle when a port or person grips suspension member 10 or raises or lowers an aircraft or payload by applying pressure to suspension member 10. Making first portion 10a thicker can facilitate gripping, etc. However, if a thicker member is used, the weight and air resistance of suspension member 10 will increase, which is expected to increase the load on aircraft 100, cause suspension member 10 to slacken, and cause payload to swing downwind, making it difficult to achieve both ease of gripping, etc.

[0045] Therefore, as illustrated in Figures 12 and 13, the suspension member 10 of the present invention is configured so that only a predetermined area of ​​the suspension member 10 where gripping is performed uses a second part 10b that is different from the first part 10a, thereby making it easier to grip with a minimum increase in weight and air resistance.

[0046] The second portion 10b is a member having a different configuration from the first portion 10a (for example, a different thickness, cross-sectional shape, surface or entire material, etc.), and it is desirable to use a member having a higher surface friction coefficient or a larger area than the first portion.

[0047] When the first portion 10a and the second portion 10b are made of the same material, as shown in Figures 14 to 16, by making the thickness of the second portion 10b thicker than that of the first portion 10a, it becomes possible to minimize the increase in the amount of freedom of the suspending member while making it easier to grip, preventing it from being dropped, improving the reliability of the mooring, etc. Furthermore, the same effect can be expected by changing the material of the second portion 10b.

[0048] When the material of second portion 10b is changed, it is preferable that second portion 10b be made of a material with a higher surface friction coefficient than first portion 10a (for example, a cable coated with rubber, silicone, vinyl, or the like, or a rope made of twisted cotton or metal, etc.) compared to the constituent members of first portion 10a. In particular, second portion 10b may have a circular cross-sectional shape as exemplified in Fig. 14, but a polygonal cross-sectional shape as exemplified in Figs. 15 and 16 may make it easier to grip.

[0049] As a specific example, as shown in FIG. 17, the first portion 10a is a polyethylene fishing line, and the second portion 10b is a rope made of a blend of vinylon and polyester. In this case, the second portion 10b is thicker and has a higher coefficient of friction than the first portion 10a. Alternatively, as shown in FIG. 18, the first portion 10a is a string-like member, and the second portion 10b is a molded part made of resin with high grip (especially a part with an uneven surface). In this case, the second portion 10b is thicker and has a higher coefficient of friction than the first portion 10a. However, compared to when the second portion 10b is made of a string-like material, the second portion 10b is less flexible, which may make it difficult to winch up the rope when a winch is used.

[0050] In addition, the second portion 10b, which is made of the same material as the first portion 10a, may be coated with a material having a high friction coefficient, thereby increasing the frictional force and simultaneously increasing the diameter.

[0051] The location and range of the second portion 10b are determined by the use of the aircraft 100. For example, as shown in Figures 19 to 25, in a system in which an aircraft 100 performing home delivery lowers a payload 11 (baggage) connected to a suspension member 10 and a port grasps the suspension member 10 to assist in unloading, the second portion 10b of the suspension member 10 grasped by the port is in a limited range near the payload.

[0052] 1 and 2, a suspension member 10 according to an embodiment of the present invention can be used in combination with a position limiting device 30. In the following description, a multicopter is used as an example of an aircraft 100 that can be used in combination with a position limiting device 30 according to an embodiment of the present invention, but this does not limit the shape or operation of the aircraft in implementing the present invention. It goes without saying that the suspension member 10 can also be used in combination with fixed-wing aircraft, VTOL aircraft, helicopters, etc.

[0053] The position limiting device 30 has a structure that can restrict movement by blocking or narrowing the entrance when the suspension member 10 enters a predetermined position, or can pinch or grip the suspension member 10, thereby restricting the movement of the flying object 100.

[0054] As illustrated in FIG. 3-8, the position limiting device 30 may include a guide portion 31 that guides the suspended member 10 so that it can easily enter a position where it can be restricted by the restricting member 32. Furthermore, an enclosed space 33 that is at least partially surrounded by the guide portion 31 and has an opening through which the suspended member 10 can enter can also be used as a space for retaining the suspended member 10 by the operation of the restricting member 32, as illustrated in FIG. 3-5. Note that the configuration of the restricting member 32 may be combined with a configuration that restricts the movement of the suspended member 10 by directly gripping it, or a first step may be performed in which the guide portion 31, as illustrated in FIGS. 6-8, roughly restricts the movement of the suspended member 10, and then a second step may be performed in which the restricting member 32 restricts the movement by directly gripping the second portion 10b of the suspended member 10, thereby precisely restricting the movement.

[0055] For example, as illustrated in Figures 4 and 5, by using a limiting member 32 as a movable member that slides or bends to block the entrance, it is possible to restrict movement in the X and Y directions. The limiting member 32 shown in Figures 3 and 4 is in the shape of a ring lock, and when the hanging member 10 enters a predetermined position, the latch rotates to restrict the position of the hanging member 10. The limiting member 32 shown in Figure 5 is stored with its tip facing the +Y direction when not in use, and when the hanging member 10 enters a predetermined position, it rotates inward, restricting the position of the hanging member 10. Furthermore, when the limiting member 32 grips the hanging member 10 as shown in Figures 6 to 8, it is possible to restrict movement in all of the X, Y, and Z directions.

[0056] In the position limiting device 30 illustrated in FIGS. 6-8, the limiting member 32 may simply be a gripping portion that grips the second portion 10b of the suspended member 10. Alternatively, it may be, for example, a roller portion of a hoisting device. After the suspended member 10 enters, the roller portion rotates around the rotation axis 34, allowing the suspended member 10 to descend. Furthermore, reversing the direction of rotation allows the suspended member 10 to ascend. In the position limiting device 30 illustrated in FIGS. 7 and 8, when the suspended member 10 is positioned within a predetermined range (here, the range assumed to be affected by the rotation of the roller portion rotated to the position illustrated in FIG. 8), the guide portion 31 and the limiting member 32 rotate, sandwiching the second portion 10b of the suspended member 10, and then the roller portion rotates, allowing the suspended member 10 to ascend or descend. Note that the limiting member 32 may have the effect of restricting the amount of movement of the suspended member 10, and the method of restriction is not limited to the above example.

[0057] If the position limiting device 30 has a roller portion of a hoist as the limiting member 32, when the hoist 14 of the aircraft 100 reels in or out the suspension member 10 in accordance with the rotation direction and speed of the roller portion, the position of the aircraft in the Z direction remains unchanged, but the positions of the suspension member 10 and the payload 11 change. If the roller portion of the hoist of the position limiting device 30 rotates but the hoist 14 of the aircraft 100 does not operate, the position of the aircraft 100 in the Z direction changes. By controlling the method and timing of the operation of the hoist of the position limiting device 30 and the hoist 14 of the aircraft 100, it is possible to control the amount of movement and speed of the aircraft 100 and the payload 11 in the Z direction.

[0058] The position limiting device may be equipped with a sensor (for example, an optical sensor, a pressure sensor, an infrared sensor, etc.) that detects that the suspension member 10 has entered a predetermined position, or a physical trigger (a cable, a wire, a latch, etc.). The limiting member 32 may also be operated based on information input to the sensor. For example, when a sensor detects that the suspension member 10 shown in FIG. 6 has moved to the position shown in FIG. 7, the limiting member 32 is operated to limit the position of the suspension member 10.

[0059] The suspension member 10 connected to the flying vehicle 100 may have attached to it an end portion thereof different from the end portion connected to the flying vehicle 100 an attached object 11 including cargo to be transported, a case for containing the cargo, a camera or sound collection device for taking pictures or inspecting, sensors, a granular scattering device, a liquid spraying device, an inspection device, an operating unit for performing a predetermined task, etc. Also, the suspension member 10 and the attached object 11 may be connected in a manner that allows the connection to be automatically or manually released.

[0060] When the suspension member 10 is made of a material that can be wound around a spool, such as a cable, wire, chain, or string, it can be unwound or wound up using a winch, hoist, or other winch 14 provided on the aircraft, as illustrated in Figures 19 and 20.

[0061] 24 and 25, the mounting unit 11 connected to the suspension member 10 may be equipped with a suspension member movement means 13 (for example, a propeller or an air blowing device). The suspension member 10 and the mounting unit 11 can move independently of the operation of the flying object 100 by the suspension member movement means 13. The suspension member movement means 13 may be provided only on one side of the mounting unit 11, but is not limited to this. The suspension member movement means 13 may be provided in at least two directions (for example, in FIG. 25, a suspension member movement means 13 may be provided on the front side of the page, and the propulsion directions of the multiple suspension member movement means 13 may be arranged with a 90-degree difference) so as to be freely movable in the X and Y directions.

[0062] Methods for storing the suspension member 10 in the enclosed space 33 include a method in which the suspension member 10 moves and enters by the aircraft 100 moving in a plane or by the payload 11 connected to the suspension member 10 moving in a plane, as illustrated in Figures 1 and 2, and a method in which at least a part of the position limiting device 30 approaches the suspension member 10 and stores it in the enclosed space 33.

[0063] When the method of moving the position limiting device 30 closer to the suspension member 10 is used, the position limiting device 30 has a structure such as a robot arm or a rail system that can move the guide unit 31 and the limiting member 32 in at least one of the X, Y, and Z directions. This allows the flying object 100 connected to the suspension member 10 to be subject to positional restrictions by hovering within a predetermined range.

[0064] After the suspended member 10 enters the enclosed space 33, the movement of the suspended member 10 is restricted by the restricting member 32. The movement can be restricted, for example, by using the restricting member 32 as a movable member to close the open portion as shown in Figs. 3 to 5 above, or by using the restricting member 32 as a gripping device or a hoisting device and fixing it as shown in Figs. 6 to 8. Figs. 21 to 23 show a specific example of the case where the restricting member 32 is used as a hoisting device or a gripping device to unload a load onto the load receiving section 40.

[0065] When the limiting member 32 has the function of gripping or fixing and moving the suspension member 10, such as when it is configured as an integrated hoisting unit and gripping unit as illustrated in FIGS. 6-8, when it is configured as a separate hoisting device as illustrated in FIGS. 21-23, or when it is configured as an arm with a gripping unit as illustrated in FIGS. 26 and 27, it becomes possible to move the suspension member 10 to any position regardless of the movement of the air vehicle 100 or the payload 11. For example, when a delivery parcel is connected to the suspension member 10, if the gripping position of the suspension member is not suitable for unloading from the parcel receiving unit 40, the position limiting device 30 can change the height (Z direction) or horizontal (XY direction) position of the delivery parcel by hoisting it with the hoisting unit (hoisting device) or by bending the arm, etc., to a height suitable for detaching the delivery parcel. This eliminates the need for position adjustment by equipment connected to the air vehicle 100.

[0066] When the limiting member 32 uses a configuration for gripping the suspension member 10 (e.g., a hoist, a clamp, a magnet, etc.), the position limiting device 30 can be used to tether the aircraft 100. Furthermore, the hoisting device 14 can be used to limit the amount of planar movement of the aircraft 100 while allowing it to ascend and descend. This allows the aircraft 100 to be tethered at a position higher than a predetermined altitude, preventing unintended planar movement or runaway of the aircraft 100 while allowing it to descend or land. Conversely, if the aircraft 100 is tethered at a low altitude and then released after being raised to a predetermined height, it is possible to prevent planar movement or runaway of the aircraft 100 until it reaches the predetermined height.

[0067] In order for the position limiting device 30 to move the suspension member 10 and the payload 11 connected to the suspension member 10, the position limiting device 30 may be equipped with, in addition to a hoisting device, an arm, etc., a sensor for recognizing the position of the object, etc., and a processing device for acquiring the amount of movement, etc., thereby improving the accuracy of position control when moving the payload 11 or the aircraft 100 to a predetermined position.

[0068] When position limiting device 30 is not in use, the position limiting device including the guide portion may be partially or completely folded or stored in a structure such as a building, as illustrated in Figures 26 and 27. For example, when stored under a roof or inside a structure that protects it from exposure to wind, rain, etc., deterioration or damage to the position limiting device can be prevented.

[0069] In recent years, various types of aircraft have been considered for use in industries other than home delivery (e.g., inspection, investigation, photography, surveillance, agriculture, disaster prevention, etc.). Depending on the operating environment, it may be difficult to provide landing space for the aircraft. For example, when inspecting a bridge at a high altitude, there are cases where the aircraft is far from the ground or cannot approach the bridge due to a river or sea. In such cases, the aircraft can be used as temporary takeoff and landing equipment by mooring or grasping the aircraft using a position limiting device 30 connected to the bridge.

[0070] The position limiting device 30 may be provided in a moving body (such as a vehicle, ship, train, or aircraft). The moving body may be limited to a predetermined range of movement, or may have no restrictions on movement.

[0071] Furthermore, although the above has been described as an example of use in combination with the position limiting device 30, the suspension member according to the present invention can also be used as a means of improving the ease of gripping and the ease of applying force when gripped by hand, as illustrated in Figure 28.

[0072] The position where the second portion 10b is provided varies depending on the position where the position limiting device, etc., acts on the suspension member. The second portion 10b may be positioned with both ends sandwiched between the first portion as shown in FIG. 1, or may be positioned at the end of the first portion 10a as shown in FIGS. 20 and 28. Furthermore, when there are multiple gripped portions, multiple second portions 10b may be provided within a single suspension member 10 as shown in FIG. 29. In this case, the material and shape of the second portions 10b may be the same or different. On the other hand, in the configuration shown in FIG. 29, there may be cases where only the suspension member connected to the mounting unit 11 or only the suspension member connected to the aircraft 100 is gripped, so the second portion 10b may be provided on only one of the suspension members 10.

[0073] The above-described embodiments are merely examples for facilitating understanding of the present invention and are not intended to limit the present invention. The present invention can be modified and improved without departing from the spirit thereof, and it goes without saying that the present invention includes equivalents thereof. Furthermore, the features shown in each embodiment can be applied to other embodiments as long as they are not mutually inconsistent. [Explanation of symbols]

[0074] 10 Suspension member 10a first part 10b Second part 11 Payloads and baggage 13 Suspended section movement means 14 Windlass 30 Position limiting device 31 Guide section 32 Restriction member 33 Containment space (enclosed space) 34 Rotation axis 40 Receiving section 100 flying objects 110a-110e propeller 111a-111e motor 120 frames 200 Structures

Claims

1. An aircraft that suspends a payload via a suspension member, The hanging member includes a first portion and a second portion that has a different configuration from the first portion and is to be grasped. A flying vehicle characterized by:

2. The first portion and the second portion are different string-like members and are connected to each other.

2. The flying vehicle according to claim 1 .

3. The second portion uses a thicker material than the first portion.

3. The flying vehicle according to claim 1 or 2.

4. The second portion is covered with a covering member.

4. The flying vehicle according to claim 1, wherein the flying vehicle is a vehicle having a wing.

5. The second portion is configured to have a higher coefficient of friction than the first portion.

5. The flying vehicle according to claim 1.

6. the first portion and the second portion have a common string-like member; The second portion is provided with a member that covers the common string-shaped member.

2. The flying vehicle according to claim 1 .

7. The member covering the common string-shaped member is a covering member with a high friction coefficient.

7. The flying vehicle according to claim 6.

8. The member covering the common string-shaped member is a member having an uneven surface.

8. The flying vehicle according to claim 6 or 7.

9. the cross-sectional shape of the second portion is different from the cross-sectional shape of the first portion; 9. A flying vehicle according to claim 1.

10. The cross-sectional shape of the second portion is polygonal.

10. The flying vehicle according to claim 9.

11. The second portion is provided in the vicinity of the load.

11. The flying vehicle according to claim 1.

12. The suspension member is connected to a mounting portion on which the object is mounted.

12. The flying vehicle according to claim 1.

13. The mounting portion includes a rotor.

13. The flying vehicle according to claim 12.

14. The suspension member comprises a first suspension member provided between the aircraft and the mounting unit, and a second suspension member provided between the mounting unit and the mounted object.

14. The flying vehicle according to claim 12 or 13.

15. the first suspension member and the second suspension member both have the second portion.

15. The flying vehicle according to claim 14.

16. the first suspension member has the second portion; the second suspension member does not have the second portion; 15. The flying vehicle according to claim 14.

17. the first suspension member does not have the second portion; the second suspension member has the second portion; 15. The flying vehicle according to claim 14.

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