Port, moving body, multiple port installation method

Abstract

To provide a compact port which has a simple mechanism and can improve reliability when receiving cargo while suppressing costs. [Solution] The port of the present invention has a cargo receiving section that rotates around a rotation axis that extends at least vertically, and the cargo receiving section rotates by switching between a cargo receiving mode and a standby mode based on an external control signal. The control signal is a control signal transmitted from a mounting section suspended from an aircraft. The control signal is a control signal transmitted from another port. The control signal is a control signal transmitted from the aircraft. The control signal is a control signal transmitted from a management server that manages deliveries.

Description

[Technical Field]

[0001] The present invention relates to a port, a mobile body, and a method for installing multiple ports. [Background technology]

[0002] In recent years, the practical application of delivery services using aerial vehicles such as drones and unmanned aerial vehicles (UAVs) (hereinafter collectively referred to as "aerial vehicles") has been progressing. 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 therefore can be operated in relatively small areas, making them ideal for transport services such as delivery.

[0003] In the case of airborne transportation, there are cases where individual delivery to rooms in homes, apartments, buildings, hotels, etc. is desired. To deliver directly to the desired room, a well-known method is to deliver packages using a window or balcony. In detached houses, it is also possible to use the garden, but landing on the ground can sometimes be difficult because it may result in contact with people or animals.

[0004] However, existing windows and balconies are generally equipped with structures such as window frames and handrails, making them hardly suitable for the entry of flying objects. Furthermore, if an flying object comes into contact with a structure, it may lead to damage to the structure or the flying object. In consideration of this situation, Patent Document 1 discloses a delivery and receiving device that can deliver and receive packages by flying objects by installing a package receiving device on the exterior wall of a building (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Patent No. 6547084 Summary of the Invention [Problem to be solved by the invention]

[0006] It is desirable for ports (especially those installed by individuals) to have a simple mechanism from the viewpoints of ease of installation and cost. When rotating around the X-axis or Y-axis as disclosed in Patent Document 1, the weight of the port's load-receiving portion supported by the rotating part must be pulled up or down, which may require a large force or result in a complex structure.

[0007] It is also known that rising air currents occur on the walls of buildings, and strong crosswinds flow along the walls. In order to improve the reliability of the landing of cargo and aircraft, it is important to reduce the influence of these air currents. If the X-axis or Y-axis is used as the rotation axis, there is a possibility that a load will be applied in the rotation direction of the rotating part when the distance between the load receiving part and the structure is increased.

[0008] SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a compact port that has a simple mechanism, is cost-effective, and can improve reliability when receiving cargo. [Means for solving the problem]

[0009] According to the present invention, it is possible to provide a port or the like that is characterized by having a load receiving portion that rotates around a rotation axis that extends at least vertically. [Effects of the Invention]

[0010] According to the present invention, it is possible to provide a port or the like that can improve reliability when receiving cargo. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a schematic diagram of a rotation port according to the present invention, seen from above; [Figure 2] FIG. 2 is a side view of the pivot port of FIG. 1. [Figure 3] 1 is a schematic diagram of one configuration of a pivot port according to the present invention, seen from above. FIG. [Figure 4] FIG. 4 is a side view of the pivot port of FIG. 3. [Figure 5] 1 is a schematic side view of an aircraft according to the present invention; [Figure 6] FIG. 6 is a diagram of the flying object of FIG. 5 moving forward. [Figure 7] FIG. 6 is a top view of the aircraft of FIG. 5. [Figure 8] FIG. 2 is a functional block diagram of the aircraft of FIG. 1. [Figure 9] FIG. 1 is a schematic diagram showing an airflow colliding with a structure. [Figure 10] FIG. 1 is a top view of a pivot port in standby mode according to the present invention. [Figure 11] FIG. 11 is a top view of the rotary port of FIG. 10 during transition to a load receiving mode. [Figure 12] FIG. 11 is a top view of the pivot port of FIG. 10 in a load receiving mode. [Figure 13] FIG. 1 is a side view of the aircraft with the mounting unit suspended. [Figure 14] FIG. 14 is a diagram showing the aircraft of FIG. 13 when the payload is lowered. [Figure 15] FIG. 14 is another view of the aircraft of FIG. 13 when the payload is lowered. [Figure 16] FIG. 14 is an enlarged front view of the mounting portion of FIG. 13 that has reached the vicinity of the port. [Figure 17] FIG. 14 is a view of the loading section of FIG. 13 when the load is released. [Figure 18] FIG. 14 is a view of the loading section of FIG. 13 after unloading has been completed. [Figure 19] 14 is a diagram showing the port of FIG. 13 with the fall prevention member protruding upward. [Figure 20] FIG. 20 is a top view of the port of FIG. 19. [Figure 21] 1 is a side view showing an example of the configuration of a port according to the present invention. FIG. [Figure 22] FIG. 22 is a view of the port of FIG. 21 cutting the string-like member. [Figure 23] FIG. 10 is a top view of a port according to the present invention having an elevator function. [Figure 24]FIG. 24 is a side view of the port of FIG. 23 when the elevator is lowering. [Figure 25] 1 is a top view of an example configuration of a port according to the present invention. FIG. [Figure 26] FIG. 10 is another top view of an example configuration of a port according to the present invention. [Figure 27] FIG. 10 is a top view of a port according to the present invention when the port is a moving body. [Figure 28] FIG. 28 is a side view of the port of FIG. 27. [Figure 29] FIG. 1 is a top view of a port according to the present invention when connected to a rail. [Figure 30] FIG. 30 is a side view of the port of FIG. 29. DETAILED DESCRIPTION OF THE INVENTION

[0012] The contents of the embodiments of the present invention will be listed and explained below. The port etc. according to the embodiments of the present invention has the following configuration. [Item 1] A port having a load receiving portion that rotates around a rotation axis that extends at least vertically, The receiving unit rotates by switching between a receiving mode and a standby mode based on an external control signal. A port characterized by: [Item 2] The control signal is a control signal transmitted from a mounted unit suspended from the aircraft. 2. The port according to item 1, characterized in that [Item 3] The control signal is a control signal transmitted from another port. 2. The port according to item 1, characterized in that [Item 4] The control signal is a control signal transmitted from an aircraft. 2. The port according to item 1, characterized in that [Item 5] The control signal is a control signal transmitted from a management server that manages delivery. 2. The port according to item 1, characterized in that [Item 6] The load receiving portion is connected to the rotation shaft via an elongated support portion. 6. The port according to any one of items 1 to 5, characterized in that [Item 7] The length of the elongated support portion is equal to or greater than the length of the load receiving portion in the extension direction of the support portion. 7. The port according to item 6, characterized in that [Item 8] The support portion has an extension mechanism. 7. The port according to item 6, characterized in that [Item 9] The cargo receiving section has a fall prevention member. 9. A port according to any one of items 1 to 8. [Item 10] a holding mechanism for holding a string-like member for suspending the cargo or the payload from the aircraft; and a cutting mechanism for cutting the string-like member. 10. The port according to any one of items 1 to 9. [Item 11] A mobile object comprising the port according to any one of items 1 to 10. [Item 12] A multiple port installation method for arranging the port according to any one of items 1 to 10 in multiple predetermined rooms of a building, In adjacent rooms above and below, the X and Y coordinates are shifted. A multiple port installation method characterized by:

[0013] <Details of the embodiment of the present invention> Hereinafter, a port according to an embodiment of the present invention will be described with reference to the drawings.

[0014] <Details of the First Embodiment>

[0015] Ports, which are one of the destinations for aircraft, have been known to date as pads or ports installed on the ground or rooftops, or ports installed in the windows or balconies of buildings. It is easy to install a port on the premises of homes or facilities with gardens. However, when there is insufficient space to install a port on the ground, or when delivering to locations where there is no land (for example, an apartment building on the second floor or above, or an office in a building), a compact port installed in a window or balcony is desirable.

[0016] As shown in Figures 1 to 4, the port 30 of the present invention comprises a cargo receiving section 31 that receives cargo 10 when the flying vehicle 100 lands or connects, or when only the cargo 10 touches down or connects, and a rotating section 33 that rotates the cargo receiving section. The port 30 is preferably installed in a location that is easily accessible from above the structure 200, such as a balcony 210, veranda, window, exterior wall, roof, bridge, or tower of the structure 200. The port 30 may be movable for temporary use, or may be fixed to the structure to reduce the possibility of tipping over and improve reliability. Furthermore, if the cargo receiving section 31 and the rotating section 33 are spaced apart, a support section 32 may be provided that connects and supports the cargo receiving section and the rotating section.

[0017] The pivot axis 33 extends in a direction that includes a larger component in the Z direction than at least the X and Y directions (i.e., the pivot axis extends so that the angle between the pivot axis 33 and the vertical Z axis is smaller than the angle between the pivot axis 33 and the horizontal X axis or Y axis), which enables rotation with less force than when rotating around an axis extending in the X or Y direction. Also, because the extension direction of the pivot axis 33 is approximately the same as the vertical direction, which is the direction of the load applied to the port 30 by updrafts and the weight of the aircraft and cargo, the load is significantly reduced.

[0018] As shown in Figures 1 to 4, a port 30 according to an embodiment of the present invention is used in combination with an aircraft 100. The aircraft 100 may be configured to be able to carry a package 11 to be delivered, as shown in Figure 5.

[0019] The aircraft 100 takes off from the takeoff point and flies to the destination. Upon reaching the destination, the aircraft 100 completes the delivery by landing at port 30 or by separating the cargo. After separating the cargo, the aircraft 100 travels to another destination.

[0020] As shown in Figure 5, an aircraft 100 according to an embodiment of the present invention has a flying section including at least a main body 10, multiple rotor sections consisting of a propeller 110 and a motor 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., a secondary battery, a fuel cell, a fossil fuel, etc.) to operate these components.

[0021] 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.

[0022] The flying object 100 moves forward in the direction of arrow D in the figure (-Y direction) (details will be described later).

[0023] 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

[0024] 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.

[0025] 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.

[0026] 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.

[0027] 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).

[0028] 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.).

[0029] 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.

[0030] 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.

[0031] The above-described air vehicle 100 has the functional blocks shown in FIG. 8. Note that the functional blocks in FIG. 8 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.

[0032] 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.

[0033] 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.

[0034] 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).

[0035] 5-7, the plane of rotation of propeller 110 provided on aircraft 100 according to an embodiment of the present invention is tilted forward toward the direction of travel when the aircraft is moving. The forward-tilted plane of rotation of propeller 110 generates upward lift and thrust in the direction of travel, causing aircraft 100 to move forward.

[0036] The aircraft 100 has a main body that can house an onboard processing unit, battery, payload, etc. The main body is fixedly connected to the flight unit, and the attitude of the main body changes in accordance with changes in the attitude of the flight unit. By optimizing the shape of the main body and improving the speed at the attitude of the aircraft 100 during cruising, which is expected to be maintained for a long time while the aircraft 100 is moving, the flight time can be efficiently shortened.

[0037] 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.

[0038] 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.

[0039] The shape of the aircraft 100 may be directional. For example, as shown in Figures 5 and 6, the aircraft 100 may have a streamlined body with little drag when cruising in windless conditions, or a shape that improves flight efficiency when the nose of the aircraft faces the wind.

[0040] As shown in Figures 2 to 4, the port 30 has at least a standby mode in which it does not receive cargo, and a cargo receiving mode in which it receives cargo 11 from an air vehicle 100 or the like. In the standby mode, the cargo receiving unit 31 is in a state close to the structure 200. Desirably, the position is such that people in the building can easily unload the cargo 11 placed on the cargo receiving unit 31 and the position is less affected by wind. More specifically, the position may be such that at least a portion (or all) of the cargo receiving unit 31 is inside a building area such as a shared area (e.g., a balcony or hallway) or a private area (e.g., a room). In the cargo receiving mode, the rotation of the rotating unit 33 causes the cargo receiving unit 31 and the support unit 32 to rotate in an approximately horizontal direction, and the cargo receiving unit 31 moves to a position farther from the structure than in the standby mode. More specifically, the position may be such that at least a portion (or all) of the cargo receiving unit 31 is outside a building area such as a shared area or a private area.

[0041] The rotation axis 40 of the rotation unit 33 extends in a direction including at least a Z-axis component (more preferably, a direction including a large Z-axis component), allowing the load receiving unit 31 and the support unit 32 to rotate. Rotation may be performed manually or automatically using a hand crank, an electric motor, an engine, or the like. When automated, the port 30 is equipped with a control device (not shown), which rotates and receives loads at a predetermined timing based on delivery information such as the estimated arrival time of the aircraft and approach signs, and rotation instruction signals from the aircraft 100. When the operation of the port 30 is automated, switching between standby mode and load receiving mode and operation of the fall prevention member 34 (details of the fall prevention member 34 will be described later) are controlled by instruction signals from a processing unit included in the port 30, the aircraft 100, the onboard unit 10, or an external control device. The content of the operation control of the port 30 may be determined based on the type of request signal used by each device.

[0042] As shown in the schematic diagram of FIG. 9, near the wall of the structure 200, wind impacting the wall creates updrafts and downdrafts in the front (impact surface) and strong horizontal winds on the sides. Because these air currents flow along the wall, it is desirable for the receiver 31 in the receiving mode to be located further outward than the strong wind flow. However, if the receiver 31 is located further away from the structure 200, the support section 32 will be longer. The optimal configuration is determined based on the strength and manufacturing cost of the support section 32, the area of ​​the balcony and windows, and other factors. For example, the length of the support section 32 in the extension direction of the support section 32 may be equal to or greater than the length of the receiver 31, or may be at least twice the length of the receiver 31.

[0043] 10 to 12, the support section 32 may be provided with an extension mechanism so that it can be further extended after rotating when transitioning to the receiving mode. This makes it possible to increase the distance between the structure 200 and the receiving section 31 in the receiving mode while suppressing the expansion of the port size in the standby mode.

[0044] The telescopic mechanism may be of any structure that can support the load applied to the load receiving section 31, and preferably of a structure that can perform telescopic movement in a short time. Examples include a rod system using pipes of different diameters, a multi-joint link mechanism, and a sliding system using rails on a plate-like member, but are not limited to these.

[0045] When viewed from above, it is desirable that the width (short side) of the support portion 32 of the port 30 be shorter than the width (short side) of the load receiving portion 31. As mentioned above, rising air currents may occur on the wall surface, and the air currents flow along the wall surface. If the width of the support portion 32 is wide, the air currents may flow along the side surfaces of the support portion instead of avoiding them, and the rising air currents may flow all the way to the load receiving portion 31. In this case, even if the load receiving portion 31 is separated from the wall surface, the effects of rising air currents, etc., may not be sufficiently reduced.

[0046] If the cargo receiving section 31 has a shape that allows cargo 11 to be placed thereon, it is desirable that the cargo receiving section 31 be provided with a function to prevent the placed cargo 11 from moving or falling due to wind, etc. Examples of the configuration of the cargo receiving section 31 are listed below. (1) A movable wall or fence is provided around the cargo receiving section 31. (2) The floor surface of the cargo receiving section 31 is provided with a step or a slope. (3) Suction by negative pressure. (4) Temporarily fix the item using magnetic attachment, adhesive, hook-and-loop fasteners, etc. (5) Install a permanent wall or fence around the cargo receiving area 31. 16-20, when fall prevention members 34 such as fences or walls are provided, if the fall prevention members 34 are always installed high, they may hinder the landing operation of the flying object 100 or the operation of placing the cargo 11, so it is desirable to be able to adjust the length that extends above the plane using a mechanism such as an extension or opening / closing mechanism. Also, in the case of cargo that can be allowed to fall a short distance, the fall prevention members 34 may not be movable and may fall into an enclosed space.

[0047] The cargo receiving section 31 may have a flat surface on which the aircraft 100 can land or on which the cargo 11 can be placed, or may have an arm or robotic hand for receiving the cargo. In addition, in the case of a system in which the cargo 11 is suspended from the aircraft 100 or the like by a string-like member 20 (e.g., a flexible, long material such as a wire, an electric cable, a fishing line, a rope, or a tape) and descends, as shown in FIGS. 21 and 22 , for example, a holding mechanism 35 for grasping and holding the cargo 11 or the string-like member 20 is provided, and a cutting mechanism 36 for the string-like member 20 is provided above the holding mechanism 35. This eliminates the need to provide a mechanism for separating the cargo 11 in the aircraft 100 or the like, thereby suppressing an increase in the weight of the aircraft 100. In the configurations of FIGS. 21 and 22 , the holding mechanism 35 for grasping the string-like member is provided below the cutting mechanism for the string-like member 20, but the arrangement of the cutting mechanism and the holding mechanism is not limited thereto.

[0048] As shown in Figures 24 and 30, the port 30 may have a function (for example, an elevator or conveyor) to pull the package 11 into a balcony or into a room after receiving it. This not only prevents the package from being lost, but also makes it easier for people in the building to access the package. Furthermore, after the package is pulled in, the package receiving section 31 is ready to receive another package, improving package receiving efficiency.

[0049] The support portion 32 only needs to be strong enough to withstand the weight of the load 11 placed on it and the pressure of the surrounding wind. The material and shape are selected based on the weight of the load to be supported and the conditions of the installation location. For example, when a plate-shaped member is used, it is possible to reduce the pressure from the wind by drilling multiple holes in the member to create spaces for air to pass through.

[0050] Furthermore, when constructed from a combination of pipes (such as a truss structure), the cross-sectional shape of the pipes can be made elliptical or symmetrical wing-shaped rather than circular to reduce the pressure received from wind coming from a certain direction.In addition, for the construction of support parts, load-receiving parts, and ports, it is desirable to use shapes and materials that are less susceptible to external influences (especially wind and rain), thereby reducing maintenance costs and extending service life.

[0051] When the port 30 is fixed to the structure 200, it is desirable to determine the structural components, pillars, beams, etc. according to the required strength. When installing the port 30 in an existing building such as an apartment building, house, or hotel, it is also possible to install it using the handrail of a balcony in a room. However, if the strength is insufficient, it is necessary to install it by connecting it to a high-strength structure such as a pillar.

[0052] As mentioned above, the port 30 may not be fixed to the structure 200 or may be fixed in a way that allows it to be easily attached and detached, allowing for temporary use. For example, if the rotating part 33 is connected to a heavy object that can sufficiently withstand the weight of the aircraft 100 or the cargo 11, such as a pole base made of concrete or metal, the port can be used even if it is not connected to a structure. Furthermore, because it can be installed and removed by people or heavy machinery such as a crane, it is suitable for ports intended for short-term use.

[0053] Pole bases that can be used when using port 30 temporarily include those made of steel or concrete, such as those used to set up signs or clotheslines, those with tanks used to set up flags or parasols, and those that are driven into the ground with stakes. If the cargo or aircraft to be delivered is lightweight, the pole base itself can be made of a lightweight material like the latter to make it easier to carry, but from the perspective of stability when rotating or delivering the cargo, it is preferable to use a heavier pole base like the former.

[0054] The relocatable port can be installed on a balcony or window sill of a private home, allowing it to be used without having to renovate the building. Also, in places that are only used for a certain period of time (campsites, beach houses, tourist spots, event venues, etc.), it can be removed from outdoors when not in use, which is expected to prevent deterioration due to wind and rain and vandalism by third parties.

[0055] The mobile body to which the rotating unit 33 as shown in Figures 27-28 is connected may be movable only within a specified range, or may have unlimited movement. For example, if a port is movable on rails using pulleys or the like on the exterior wall of an apartment building, one port can receive packages from multiple rooms at different times, thereby reducing the overall number of ports installed. Also, as shown in Figures 27-28, if the port is connected to a mobile body with self-propelled means such as a vehicle or ship, receiving times can be set within the community, allowing packages to be received in a specified area at specific times, eliminating the need for multiple permanent ports.

[0056] From the viewpoint of the influence of the rising air currents mentioned above, it is desirable that the cargo receiving section 31 provided in the port 30 be provided at a certain distance or more from the structure 200. Furthermore, in order to prevent the influence of the air currents, it is desirable that the support section 32 has a small area and a shape that provides low resistance to winds coming from a predetermined direction.

[0057] Furthermore, multiple ports 30 may be provided for one structure 200, such as an apartment building or building. For example, if one port is provided for each window or balcony in each room with an opening, each user of the room can have their own dedicated port. Compared to when users of different rooms each use the same port in turn to receive their packages 11, this reduces waiting time. It is also expected that delivery efficiency will improve due to a reduction in the waiting time for the air vehicle 100 that delivers the package 11 to unload, and that energy consumption of the air vehicle will be reduced.

[0058] When multiple ports 30 are provided for one structure 200, it is desirable to position them with X and Y coordinates staggered in adjacent rooms above and below (for example, by placing ports on the left edge of the balcony in every other room from the top floor, and on the right edge of the balcony in every other room from the floor immediately below the top floor, the port positions will be staggered from the top floor down to the left, right, left of the balcony). If ports 30 are provided with the same or nearby X and Y coordinates, when a port in an upper room and a port in a lower room are receiving cargo at the same time, the port in the upper room may become an obstacle to delivery to the port in the lower room.

[0059] In rooms adjacent to each other on the left and right or front and back, the ports can be spaced farther apart to prevent them from obstructing the receiving of goods. For example, in rooms with balconies next to each other, placing the ports on the left edge of each balcony allows for a certain distance to be maintained.

[0060] Furthermore, in some cases, a hanging mechanism is used for unloading cargo, and cargo 11 is lowered from flying vehicle 100 by unwinding string-like member 20 or the like. In this case, if a port with a short or no support part 32 is used, string-like member 20 will be in a position where it is likely to come into contact with the lower edge of the balcony above port 30 where the cargo is received. In order to prevent contact between the upper balcony and the string-like member, it is desirable to provide a relief by chamfering or the like on the lower edge of the upper balcony where the port is located below, and to prevent deterioration of string-like member 20 due to contact, it is also desirable to provide protective material for the string-like member, such as a pulley, corner pad, or slip-promoting tape, at the corners of the lower edge of the balcony.

[0061] In detached houses and the like, there are often no balconies on the upper floors, but when a port is installed on a balcony or the first floor, there is a possibility that the balcony roof, eaves, or shed may come into contact with the string-like member 20. Even in this case, it is possible to provide relief sections in areas where contact is possible or to use protective materials for the string-like member 20. In addition, by using an openable awning or the like for the balcony roof or eaves, the roof or eaves can be stored and contracted when the port 30 is in use, thereby reducing the possibility of contact with the string-like member 20.

[0062] When the distance between ports 30 is insufficient or to improve safety, the use and deployment of ports may be controlled. For example, if a port located on an upper floor than the port where cargo is about to be received is in use (in cargo receiving mode), cargo receiving may not begin and the aircraft 100 may be placed on standby, or the takeoff time of the aircraft 100 itself may be delayed, allowing the aircraft used for delivery to each port to fly or unload cargo in an environment with fewer obstacles. Furthermore, even in cases where the cargo 11 descends from the aircraft by unwinding the string-like member 20, the cargo 11 and the string-like member 20 may be prevented from coming into contact with or becoming entangled with the port on the upper floor.

[0063] The deployment of ports can be controlled by managing multiple delivery schedules through communication from the entire delivery system, or by transmitting a signal to the port from the aircraft 100 or onboard unit 10 approaching the port 30. In addition, when ports 30 communicate with each other to share usage status or issue control instructions to ports on lower floors, part of the control can be completed within the structure.

[0064] Furthermore, by enabling deployment control of the port 30, it is possible to specify the behavior of the port 30 at times other than when receiving goods. Examples of behaviors resulting from deployment control are listed below. (1) When a specific port has an excess of cargo to receive, another available port will receive the cargo on its behalf. Alternatively, a substitute port can be set up in advance on the roof, in an empty room, or in the caretaker's office, and the substitute port can receive the cargo on its behalf. (2) In the event of an emergency such as a fire, the port will be controlled by a management server or equipped with a communication device that will communicate directly with the port in an emergency, thereby uniformly stopping the port from accepting cargo. (3) When an event that may pose a danger to the aircraft 100 or the port 30, such as an emergency earthquake alert, localized strong winds, or downburst, is detected by sensors such as an anemometer or environmental information such as weather information, the port will be placed in standby mode. (4) When a signal requesting landing is received from an external flying object, ports that are not in use or that are not scheduled to receive cargo are deployed into cargo receiving mode. (5) Even if the cargo reception is not carried out as scheduled due to an obstacle in the aircraft or an error in separating the cargo, if the elapsed time exceeds a threshold, the mode will switch from the cargo reception mode to the standby mode. (6) In cargo receiving mode, if the position of the sun causes the port to cast a shadow on the floor below or adjacent rooms, the deployment position is controlled to minimize the shadow.

[0065] <Details of the second embodiment> In the details of the second embodiment of the present invention, the components that overlap with those of the first embodiment operate in the same manner, and therefore will not be described again.

[0066] In recent years, various types of aircraft have been considered for use in industries other than home delivery (e.g., inspection, survey, photography, surveillance, agriculture, disaster prevention, etc.). Depending on the operating environment, it can be difficult to provide landing space for 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 rivers or oceans. In such cases, it is desirable for the aircraft to be able to take off and land on the bridge. However, there are cases where it is difficult to prohibit third parties from passing through, or where it is not possible to provide sufficient space to ensure the safety of people around the aircraft when it takes off or lands.

[0067] The pivoting unit 33 may be connected to a mobile object (such as a vehicle, ship, or train). The mobile object 300 may be movable within a predetermined range or may have unlimited movement. For example, as shown in FIGS. 29 and 30 , if the port is movable on rails 310 using a pulley or other device, the port can be positioned laterally or vertically in a more suitable location as the inspection of a bridge, building exterior wall, or other structure progresses. Furthermore, as shown in FIGS. 27 and 28 , if the port is connected to a mobile object with self-propelled means, such as a vehicle or ship, the port can be used even in locations where rails or other components are not installed or where installation is difficult. Even when the port is installed on such a mobile object capable of free movement, a port equipped with the pivoting unit 33 is expected to reduce the space and time required for rotation compared to a case in which the mobile object itself changes direction.

[0068] In this way, in the port 30 of the second embodiment, unloading and takeoff and landing of the aircraft are performed with the rotating part 33 providing a distance between the vicinity of the load receiving part 31 where the aircraft 100 actually approaches and the vicinity of the rotating part 33 where the port is installed. For example, when performing work involving takeoff and landing of an aircraft on a bridge, a takeoff and landing port must be installed on the bridge (road, etc.), which requires a lot of space and may bring the aircraft with its propellers rotating close to people in the vicinity. By using the port 30 of the present invention, the load receiving part 31 where the aircraft actually takes off and lands can be extended out into the air outside the bridge, thereby further increasing the distance between people and the aircraft and is expected to reduce the footprint of the port on the bridge.

[0069] 1-4, a port 30 according to an embodiment of the present invention is used in combination with an aircraft 100. The aircraft may be equipped with cameras, sound collection devices, sensors, granular material scattering devices, liquid spraying devices, inspection devices for hammering tests, and working units for performing predetermined tasks, such as robotic hands and tools. These mounted objects may be connected via one or more axes so that they can be displaced independently of the aircraft.

[0070] The configuration of the aircraft in each embodiment can be implemented by combining multiple configurations. It is desirable to consider an appropriate configuration depending on the cost of manufacturing the aircraft and the environment and characteristics of the location where the aircraft will be operated.

[0071] The above-described embodiment is merely an example for facilitating understanding of the present invention, and is not intended to limit the present invention. The present invention can be modified and improved without departing from the spirit thereof, and it goes without saying that the present invention includes equivalents thereof. [Explanation of symbols]

[0072] 10 Mounting section 11 Payloads and baggage 12 Load holding mechanism 13 Rotor section 20 String-like member 21 Winch 30 ports 31 Receiving section 32 Support part 33 Rotating part 34 Fall prevention member 35 Retention mechanism 36 Cutting mechanism 40 Rotating shaft 100 flying objects 110a~110e propeller 111a~111e motor 200 Structures 210 Balcony 300 Mobile 310 Rail

Claims

1. A port having a load receiving portion that rotates around a rotation axis that extends at least vertically, The receiving unit rotates by switching between a receiving mode and a standby mode based on an external control signal. A port characterized by:

2. The control signal is a control signal transmitted from a mounted unit suspended from the aircraft.

2. The port of claim 1.

3. The control signal is a control signal transmitted from another port.

2. The port of claim 1.

4. The control signal is a control signal transmitted from an aircraft.

2. The port of claim 1.

5. The control signal is a control signal transmitted from a management server that manages delivery.

2. The port of claim 1.

6. The load receiving portion is connected to the rotation shaft via an elongated support portion.

6. A port according to any one of claims 1 to 5.

7. The length of the elongated support portion is equal to or greater than the length of the load receiving portion in the extension direction of the support portion.

7. The port of claim 6.

8. The support portion has an extension mechanism.

7. The port of claim 6.

9. The cargo receiving section has a fall prevention member.

9. A port according to any one of claims 1 to 8.

10. a holding mechanism for holding a string-like member for suspending the cargo or the payload from the aircraft; and a cutting mechanism for cutting the string-like member.

10. A port according to any one of claims 1 to 9.

11. A moving object comprising the port according to any one of claims 1 to 10.

12. A multiple port installation method for arranging the port according to any one of claims 1 to 10 in a plurality of predetermined rooms in a building, comprising: In vertically adjacent rooms, the X and Y coordinates are shifted. A multiple port installation method characterized by:

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