Control method and program

Abstract

To provide control methods and the like that can be further improved. [Solution] A method for controlling an automated guided vehicle (AGV) in a management system used for a service that delivers goods to a delivery destination using an AGV, comprising: obtaining scheduled time information from the user's information terminal indicating the scheduled time for the user to receive the goods ordered by the user at the delivery destination; obtaining weather information indicating the wind speed forecast in the area including the delivery destination; and, based on the scheduled time information and weather information, determining that the wind speed in the area including the delivery destination will exceed a predetermined wind speed at the scheduled time, sending a message to the user's information terminal to confirm whether or not to cancel the order.

Description

[Technical Field]

[0001] This disclosure relates to a control method and a program. [Background technology]

[0002] Control methods have been proposed to enhance the safety of drones during flight (see, for example, Patent Document 1).

[0003] Patent Document 1 discloses a technology for detecting abnormalities in drone flight by various means and recovering the drone performing abnormal flight using a recovery means installed on power lines or utility poles, etc. [Prior art documents] [Patent Documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2018-12477 [Overview of the project] [Problems that the invention aims to solve]

[0005] However, the system using the unmanned aerial vehicle described in Patent Document 1 above has room for improvement.

[0006] Therefore, this disclosure provides a control method and the like that is improved compared to conventional methods. [Means for solving the problem]

[0007] A control method according to one aspect of the present disclosure is a control method for an automated guided vehicle (AGV) in a management system used for a service that delivers goods to a delivery destination using an AGV, comprising: obtaining scheduled time information from the user's information terminal indicating the scheduled time at which the goods ordered by the user will be received at the delivery destination; obtaining weather information indicating the wind speed forecast in the area including the delivery destination; and, based on the scheduled time information and the weather information, determining that the wind speed in the area including the delivery destination exceeds a predetermined wind speed at the scheduled time, sending a message to the user's information terminal to confirm whether or not to cancel the order.

[0008] These comprehensive or specific embodiments may be implemented as control methods, unmanned aerial vehicles, storage devices, one or more thruster devices, systems, control methods, integrated circuits, computer programs, or recording media such as computer-readable CD-ROMs, or in any combination thereof. [Effects of the Invention]

[0009] The control methods and other aspects of this disclosure may be further improved. [Brief explanation of the drawing]

[0010] [Figure 1A] Figure 1A is a block diagram illustrating the management server in Embodiment 1. [Figure 1B] Figure 1B is a perspective view illustrating the lifting system and cargo in Embodiment 1. [Figure 2] Figure 2 is a schematic diagram illustrating how the first thruster device is gripping two loads. [Figure 3] Figure 3 is a schematic diagram illustrating how the first thruster device stores two packages into a delivery box. [Figure 4] Figure 4 is a schematic diagram illustrating how the first thruster device stores four packages into a delivery box. [Figure 5]Figure 5 is a schematic diagram illustrating how the first thruster device stores eight packages into a delivery box. [Figure 6] Figure 6 is a perspective view illustrating the lifting system and cargo in a modified example 1 of Embodiment 1. [Figure 7] Figure 7 is a perspective view illustrating the lifting system and cargo in a modified example 2 of Embodiment 1. [Figure 8] Figure 8 is a perspective view illustrating the lifting system in a modified example 3 of Embodiment 1. [Figure 9] Figure 9 is a perspective view illustrating the lifting system in Embodiment 2. [Figure 10] Figure 10 is an enlarged perspective view illustrating the connector in Embodiment 2. [Figure 11] Figure 11 is an enlarged perspective view illustrating multiple connectors connected to multiple rails in Embodiment 2. [Figure 12] Figure 12 is an enlarged perspective view illustrating a connecting body in Modification 1 of Embodiment 2. [Figure 13] Figure 13 is an enlarged perspective view illustrating a connecting body in a modified example 2 of Embodiment 2. [Figure 14] Figure 14 is a schematic diagram illustrating how the lifting system in Embodiment 3 retrieves packages for delivery. [Figure 15] Figure 15 is a schematic diagram illustrating how cargo is loaded onto the lifting system in Embodiment 3. [Figure 16] Figure 16 is a schematic diagram illustrating how an unmanned aerial vehicle takes off after a load has been loaded onto the lifting system in Embodiment 3. [Figure 17] Figure 17 is a schematic diagram illustrating how the lifting system in Embodiment 3 retrieves packages via a delivery box installed in a public facility. [Figure 18] Figure 18 is a schematic diagram illustrating how the first thruster device of the lifting system in Embodiment 4 retrieves the cargo. [Figure 19]Figure 19 is a schematic diagram illustrating how the first thruster device of the lifting system in Embodiment 4 stores the retrieved package into a delivery box. [Figure 20] Figure 20 is a schematic diagram illustrating how the first thruster device of the lifting system in Embodiment 4 moves away from the delivery box after storing a package in it. [Figure 21] Figure 21 is a schematic diagram illustrating how the unmanned aerial vehicle of the lifting system in Embodiment 4 is attached to the first thruster device. [Figure 22] Figure 22 is a schematic diagram illustrating how the first thruster device of the lifting system in Embodiment 4 is tilted with respect to the horizontal plane. [Figure 23] Figure 23 is a schematic diagram illustrating the overall layout of the logistics system in Embodiment 5. [Figure 24] Figure 24 is another schematic diagram illustrating the overall overview of the logistics system in Embodiment 5. [Figure 25] Figure 25 is a schematic diagram illustrating the support columns and rails of the logistics system in Embodiment 5. [Figure 26] Figure 26 is a perspective view illustrating an unmanned aerial vehicle in a modified example of Embodiment 5. [Figure 27] Figure 27 is a schematic diagram illustrating how an unmanned aerial vehicle in a modified embodiment of Embodiment 5 passes over one of the rail support sections that supports the first rail as it travels along the first rail. [Figure 28] Figure 28 is a schematic diagram illustrating how the connection between the first and second connectors of the unmanned aerial vehicle and the first rail is released in a modified example of Embodiment 5. [Figure 29] Figure 29 is a schematic diagram illustrating how the first and second connectors of the unmanned aerial vehicle are connected to the second rail in a modified example of Embodiment 5. [Figure 30] Figure 30 is a schematic diagram illustrating how the third connector of the unmanned aerial vehicle is connected to the second rail in a modified example of Embodiment 5. [Figure 31]Figure 31 is a schematic diagram illustrating how the first and third connectors of the unmanned aerial vehicle pass through other rail support sections in a modified example of Embodiment 5. [Figure 32] Figure 32 is a schematic diagram illustrating how the second connector of the unmanned aerial vehicle passes over other rail support sections in a modified example of Embodiment 5. [Figure 33] Figure 33 is a perspective view illustrating the first, second, and third connectors of the unmanned aerial vehicle in Embodiment 6. [Figure 34] Figure 34 is a perspective view illustrating how the second connecting body of the unmanned aerial vehicle in Embodiment 6 moves in the vertical direction. [Figure 35] Figure 35 is a perspective view illustrating how the first connecting body of the unmanned aerial vehicle in Embodiment 6 passes through the second rail. [Figure 36] Figure 36 is a perspective view illustrating how the third connector of the unmanned aerial vehicle in Embodiment 6 passes through the second rail. [Figure 37] Figure 37 is a perspective view illustrating how the second connector of the unmanned aerial vehicle in Embodiment 6 passes through the second rail. [Figure 38] Figure 38 is a schematic diagram illustrating how the unmanned aerial vehicle in Embodiment 6 connects from the first rail to the second rail. [Figure 39] Figure 39 is a schematic diagram illustrating how the connection between the third connector and the first rail of the unmanned aerial vehicle in Embodiment 6 is released. [Figure 40] Figure 40 is a schematic diagram illustrating how the unmanned aerial vehicle in Embodiment 6 passes through the connection point between the first and second rails after the third connector of the unmanned aerial vehicle is connected to the second rail. [Figure 41] Figure 41 is a perspective view illustrating an example of a connector for an unmanned aerial vehicle in a modified example of Embodiment 6. [Figure 42] Figure 42 is a front view illustrating a modified example of Embodiment 6, showing the connection body of an unmanned aerial vehicle viewed from the front. [Figure 43]Figure 43 is a front view illustrating how the first hook is connected to the rail when viewed from the front of the connecting body of the unmanned aerial vehicle in a modified embodiment of Embodiment 6. [Figure 44] Figure 44 is a front view illustrating the process of releasing the connector connected to the first rail when viewed from the front of the connector of the unmanned aerial vehicle in a modified embodiment of Embodiment 6, and a schematic diagram illustrating an overhead view of the unmanned aerial vehicle. [Figure 45] Figure 45 is a front view illustrating the process of switching the connection of the unmanned aerial vehicle's connector from the first rail to the second rail when viewed from the front, as well as a schematic diagram illustrating an overhead view of the unmanned aerial vehicle in a modified example of Embodiment 6. [Figure 46] Figure 46 is a front view illustrating how the connector of an unmanned aerial vehicle in a modified embodiment of Embodiment 6 is connected to the second rail when viewed from the front. [Figure 47] Figure 47 is a perspective view illustrating the mounting platform for the system in Embodiment 7. [Figure 48] Figure 48 is a perspective view illustrating how the first thruster device of the lifting system in Embodiment 7 retrieves a load placed on the platform. [Figure 49] Figure 49 is a side view illustrating how the first thruster device of the lifting system in Embodiment 7 retrieves a load placed on the platform. [Figure 50] Figure 50 shows an example of a mounting platform for the system in a modified example of Embodiment 7, and a plan view of the mounting platform. [Figure 51] Figure 51 is a perspective view illustrating how the mounting platform of the system deforms in Modification 1 of Embodiment 7. [Figure 52] Figure 52 is a perspective view illustrating how the first thruster device of the lifting system in Modification 1 of Embodiment 7 retrieves a load placed on the platform. [Figure 53] Figure 53 is a perspective view illustrating how the first thruster device of the lifting system in Modification 1 of Embodiment 7 retrieves a load placed on the platform. [Figure 54] Figure 54 is a perspective view illustrating the movement of the second guide section of the first thruster device of the lifting system in a modified example 1 of Embodiment 7. [Figure 55] Figure 55 is a perspective view illustrating the movement of the second guide section of the first thruster device of the lifting system in a modified example 2 of Embodiment 7. [Figure 56] Figure 56 is a perspective view illustrating how the first thruster device of the lifting system in a modified example 2 of Embodiment 7 retrieves a load placed on a platform. [Figure 57] Figure 57 is a perspective view illustrating how the first thruster device of the lifting system in a modified example 2 of Embodiment 7 retrieves a load placed on the platform. [Figure 58A] Figure 58A is a schematic diagram illustrating an unmanned aerial vehicle in Embodiment 8. [Figure 58B] Figure 58B is a schematic diagram illustrating the first projection plane and the second projection plane of the unmanned aerial vehicle in Embodiment 8. [Figure 59] Figure 59 is a schematic diagram illustrating the connector support and ratchet of an unmanned aerial vehicle in Embodiment 8, and a cross-sectional view illustrating the cross-section of the connector support and ratchet. [Figure 60] Figure 60 is a flowchart illustrating the operation of the first connecting body of the unmanned aerial vehicle in Embodiment 8 as it passes through the second rail. [Figure 61] Figure 61 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in Figure 60. [Figure 62] Figure 62 is a flowchart illustrating the operation of the airframe of the unmanned aerial vehicle in Embodiment 8 when it rotates. [Figure 63] Figure 63 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in Figure 62. [Figure 64] Figure 64 is a flowchart illustrating the operation when the first and second connectors of the unmanned aerial vehicle in Embodiment 8 are connected to the second rail, and then the third connector is detached from the first rail. [Figure 65]Figure 65 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in Figure 64. [Figure 66] Figure 66 is a flowchart illustrating the operation when connecting the third connector of the unmanned aerial vehicle to the second rail in Embodiment 8. [Figure 67] Figure 67 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in Figure 66. [Figure 68] Figure 68 is a flowchart illustrating the operation of the second connecting body of the unmanned aerial vehicle in Embodiment 8 as it passes through the first rail. [Figure 69] Figure 69 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in Figure 68. [Figure 70] Figure 70 is a flowchart illustrating the movement of the unmanned aerial vehicle (UAV) when it turns back at the intersection of the first and second rails, and the UAV's body rotates further. [Figure 71] Figure 71 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in Figure 70. [Figure 72] Figure 72 is a flowchart illustrating the operation when an unmanned aerial vehicle turns back at the intersection of the first and second rails, specifically when the main body of the unmanned aerial vehicle rotates and then connects the first and second connectors to the first rail. [Figure 73] Figure 73 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in Figure 72. [Figure 74] Figure 74 is a flowchart illustrating the operation of the unmanned aerial vehicle (UAV) when it turns back at the intersection of the first and second rails, specifically when the third connector of the UAV is detached from the second rail and shifted eccentrically. [Figure 75] Figure 75 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in Figure 74. [Figure 76]Figure 76 is a flowchart illustrating the operation when an unmanned aerial vehicle (UAV) turns back on the rail it has been traveling on at the intersection of the first and second rails. This involves connecting the third connector of the UAV to the first rail, then detaching the second connector from the first rail, and finally connecting the second connector, which has passed the first rail, back to the first rail. [Figure 77] Figure 77 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in Figure 76. [Figure 78] Figure 78 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in Figure 76. [Figure 79] Figure 79 is a schematic diagram illustrating the connector support and ratchet when an unmanned aerial vehicle rotates, and a cross-sectional view illustrating the cross-section of the connector support and ratchet. [Figure 80] Figure 80 is a schematic diagram illustrating the tension spring of the connecting support when an unmanned aerial vehicle rotates. [Figure 81] Figure 81 is a schematic diagram illustrating the state of the third connector when the unmanned aerial vehicle rotates, and a cross-sectional view illustrating the connector support and ratchet. [Figure 82] Figure 82 is a schematic diagram illustrating how the third connector of the unmanned aerial vehicle passes through the first rail, and a cross-sectional view illustrating the connector support and ratchet. [Figure 83] Figure 83 is a schematic diagram illustrating how the second connector of the unmanned aerial vehicle passes through the first rail, and a cross-sectional view illustrating the connector support and ratchet. [Figure 84] Figure 84 is a schematic diagram illustrating how an unmanned aerial vehicle (UAV) might pass around a utility pole. [Figure 85] Figure 85 is a schematic diagram illustrating how the unmanned aerial vehicle in Modification 1 of Embodiment 8 detaches the first connecting body from the horizontal rail. [Figure 86] Figure 86 is a schematic diagram illustrating the relationship between the second connector and the horizontal rail when the second connector is in the closed state, and the relationship between the second connector and the horizontal rail when the second connector is in the half-open state. [Figure 87]Figure 87 is a schematic diagram illustrating how the center of gravity of the airframe of the unmanned aerial vehicle is moved to the rearward side in a modified example 1 of Embodiment 8, and how the first connecting body is connected to the rail on the inclined section. [Figure 88] Figure 88 is a schematic diagram illustrating how, in Modification 1 of Embodiment 8, the unmanned aerial vehicle detaches the third connector from the horizontal rail and the third connector passes vertically below the connecting portion. [Figure 89] Figure 89 is a schematic diagram illustrating how, in Modification 1 of Embodiment 8, the unmanned aerial vehicle detaches the second connecting body from the horizontal rail and the second connecting body passes vertically below the connecting portion. [Figure 90] Figure 90 is a schematic diagram illustrating how the unmanned aerial vehicle connects the second connecting body to the rail on the inclined portion in a modified example 1 of Embodiment 8. [Figure 91] Figure 91 is a schematic diagram illustrating how an unmanned aerial vehicle in a modified example 2 of Embodiment 8 detaches the first connecting body from the horizontal rail. [Figure 92] Figure 92 is a schematic diagram illustrating how the center of gravity of the airframe of the unmanned aerial vehicle is moved to the rearward side in a modified example 2 of Embodiment 8, and how the first and fourth connecting members are connected to the rails on the inclined section. [Figure 93] Figure 93 is a schematic diagram illustrating how, in a modified example 2 of Embodiment 8, the center of gravity of the airframe of the unmanned aerial vehicle is moved to the rear, the second and third connectors are connected to the rails on the inclined section, and the fourth connector is detached from the rails on the inclined section. [Figure 94] Figure 94 is a schematic diagram illustrating an unmanned aerial vehicle in Embodiment 9. [Figure 95] Figure 95 is a schematic diagram illustrating the first and third connectors of the unmanned aerial vehicle in Embodiment 9 as viewed from the side. [Figure 96] Figure 96 is a plan view illustrating the unmanned aerial vehicle in Embodiment 9, a partially enlarged view of the third connector and the turntable, and a schematic diagram illustrating how the third connector and the turntable rotate around a central point. [Figure 97]Figure 97 is a schematic diagram illustrating the state in which the first connector of the unmanned aerial vehicle in Embodiment 9 is in the open state. [Figure 98] Figure 98 is a schematic diagram illustrating how the first connecting body of the unmanned aerial vehicle in Embodiment 9 is eccentric with respect to the axis of rotation. [Figure 99] Figure 99 is a schematic diagram illustrating the state in which the first connector of the unmanned aerial vehicle in Embodiment 9 is in a closed state and the third connector is in an open state. [Figure 100] Figure 100 is a schematic diagram illustrating how the third connector of the unmanned aerial vehicle in Embodiment 9 is eccentric with respect to the center point of the turntable, and how the third connector is in a closed state. [Figure 101] Figure 101 is a schematic diagram illustrating how the second connector of the unmanned aerial vehicle in Embodiment 9 opens and the main body of the aircraft rotates. [Figure 102] Figure 102 is a schematic diagram illustrating how the second connector of the unmanned aerial vehicle in Embodiment 9 is in a closed state. [Figure 103] Figure 103 is a schematic diagram illustrating the unmanned aerial vehicle in Embodiment 10 and the process of the unmanned aerial vehicle storing a package in a delivery box. [Figure 104] Figure 104 is a schematic diagram illustrating how an unmanned aerial vehicle in Embodiment 10 stores packages in a delivery box during rainy weather. [Figure 105] Figure 105 is a schematic diagram illustrating the process in Embodiment 10 where an unmanned aerial vehicle (UAV) stores packages in a delivery box during rainy weather before taking off. [Figure 106] Figure 106 is a schematic diagram illustrating how products ordered by a user are delivered using the delivery system in Embodiment 11. [Figure 107] Figure 107 is a block diagram illustrating the delivery system in Embodiment 11. [Figure 108] Figure 108 is a schematic diagram illustrating how an unmanned aerial vehicle in the delivery system of Embodiment 11 recognizes a delivery box and delivers a package, as well as a perspective view of the delivery box. [Figure 109] Figure 109 illustrates a method used to ensure the heat retention of the cargo bed and delivery box of the unmanned aerial vehicle in the delivery system of Embodiment 11. [Figure 110] Figure 110 is a flowchart illustrating the operation of the unmanned aerial vehicle of the delivery system in Operation Example 1 of Embodiment 11 when it checks the full and empty status of the delivery box. [Figure 111] Figure 111 is a flowchart illustrating another operation in the operation example 2 of Embodiment 11 when the unmanned aerial vehicle of the delivery system checks the full and empty status of the delivery box. [Figure 112] Figure 112 is a flowchart illustrating the operation of the delivery system's parcel box in Operation Example 3 of Embodiment 11 when it checks its own full and empty state. [Figure 113] Figure 113 is a flowchart illustrating the operation when ordering goods using the delivery system in Operation Example 4 of Embodiment 11. [Figure 114] Figure 114 is a flowchart illustrating another operation when ordering goods using the delivery system in Operation Example 5 of Embodiment 11. [Figure 115] Figure 115 is a flowchart illustrating the operation when a product is ordered using the delivery system in Operation Example 6 of Embodiment 11, and the product is distributed across multiple store systems. [Figure 116] Figure 116 is a flowchart illustrating the operation when a user application instructs a user to empty the delivery box when ordering goods using the delivery system in Operation Example 7 of Embodiment 11. [Figure 117] Figure 117 is a flowchart illustrating another operation when the delivery system in operation example 8 of Embodiment 11 instructs the user to empty the inside of the delivery box when ordering goods. [Figure 118]Figure 118 illustrates a case in which the delivery system in Operation Example 9 of Embodiment 11 swaps the delivery order when it receives orders A and B. [Figure 119] Figure 119 is a flowchart illustrating the operation in the example 9 of the operation of Embodiment 11 when the delivery system receives orders A and B and changes the order of delivery. [Figure 120] Figure 120 is a flowchart illustrating the operation of the unmanned aerial vehicle (UAV) of the delivery system in Operation Example 10 of Embodiment 11 when it delivers a package to a user within a predetermined transport temperature range. [Figure 121] Figure 121 is a diagram illustrating the time it takes to reach the permissible upper temperature limit in the delivery system according to the operation example 11 of Embodiment 11, based on the relationship between time and ambient temperature. [Figure 122] Figure 122 is a flowchart illustrating an alternative operation in the case where the unmanned aerial vehicle of the delivery system in Operation Example 12 of Embodiment 11 is unable to deliver the package to the user within a predetermined transport temperature range. [Figure 123] Figure 123 is a diagram illustrating the time required to reach an acceptable lower value in the delivery system according to the operation example 13 of Embodiment 11, based on the relationship between time and the value of the package. [Figure 124] Figure 124 illustrates the dynamic setting of delivery charges when using the delivery system according to Embodiment 11. [Figure 125] Figure 125 is an example illustrating how the cargo handling device according to Embodiment 12 delivers cargo. [Figure 126] Figure 126 illustrates how another cargo handling device delivers cargo. [Figure 127] Figure 127 illustrates how another cargo handling device delivers cargo. [Figure 128] Figure 128 illustrates how another cargo handling device delivers cargo. [Figure 129] Figure 129 is a flowchart illustrating the operation of the cargo handling device according to Embodiment 12. [Figure 130] Figure 130 is a diagram illustrating the operation of the cargo handling device according to Embodiment 12. [Figure 131] Figure 131 is a diagram illustrating the operation of the cargo handling device according to Embodiment 13. [Figure 132A] Figure 132A illustrates the operation of the cargo transport device according to Embodiment 13 when it connects from the first rail to the second rail. [Figure 132B] Figure 132B is a diagram illustrating a connector according to Embodiment 13. [Figure 132C] Figure 132C illustrates another operation of the cargo transport device according to Embodiment 13 when it travels after connecting from the first rail to the second rail. [Figure 133A] Figure 133A illustrates another operation when the cargo transport device according to Embodiment 13 is connected from the first rail to the second rail. [Figure 133B] Figure 133B illustrates another operation of the cargo transport device according to Embodiment 13 when it travels after connecting from the first rail to the second rail. [Figure 134] Figure 134 illustrates the operation of the cargo transport device according to Embodiment 13 when it is moving up an inclined rail. [Figure 135A] Figure 135A illustrates the operation of the cargo transport device according to Embodiment 13 when it turns right on a rail that curves to the right. [Figure 135B] Figure 135B illustrates the operation of the cargo transport device according to Embodiment 13 when it travels along the rails after turning to the right. [Figure 135C] Figure 135C illustrates the operation of another cargo transport device according to Embodiment 13 when it turns right on a rail that curves to the right. [Figure 135D] Figure 135D illustrates the operation of a cargo transport device when it turns right on a rail that curves to the right, given that the rail support positions are different. [Figure 136] Figure 136 illustrates the operation of the cargo transport device according to Embodiment 13 when it turns left on a rail that curves to the left. [Figure 137] Figure 137 illustrates the operation of the cargo transport device according to Embodiment 13 when it travels over a small hill. [Figure 138] Figure 138 is a diagram illustrating a luggage transport device according to a modified example 1 of Embodiment 13. [Figure 139] Figure 139 is a diagram illustrating how a cargo transport device according to modification 1 of Embodiment 13 travels over a small hill. [Figure 140] Figure 140 is a diagram illustrating the state of the connecting body when the cargo transport device according to Modification 1 of Embodiment 13 is traveling over a small hill. [Figure 141] Figure 141 is a diagram illustrating another cargo handling device according to a modified example 2 of Embodiment 13. [Figure 142] Figure 142 illustrates how the position of the connecting body of the cargo transport device according to a modified example 2 of Embodiment 13 is displaced. [Figure 143] Figure 143 illustrates the appearance of the connecting body when another cargo transport device according to a modified example 2 of Embodiment 13 travels over a small hill. [Figure 144] Figure 144 illustrates how the position of another connecting body of the cargo handling device according to a modified example 2 of Embodiment 13 is displaced. [Figure 145] Figure 145 is a detailed illustration of the configuration of the connecting body when the cargo transport device according to modified example 2 of Embodiment 13 travels over a small hill. [Figure 146] Figure 146 is a diagram illustrating a rotating platform for a cargo handling device according to a modified example 3 of Embodiment 13. [Figure 147] Figure 147 illustrates the operation of a cargo transport device according to a modified example 3 of Embodiment 13 when it makes a left turn. [Figure 148] Figure 148 illustrates the operation of another cargo transport device according to Modification 3 of Embodiment 13 when it makes a left turn. [Figure 149] Figure 149 illustrates the operation of a cargo transport device according to a modified example 3 of Embodiment 13 when it makes a right turn. [Figure 150]Figure 150 illustrates the operation of another cargo transport device according to Modification 3 of Embodiment 13 when it makes a right turn. [Figure 151] Figure 151 illustrates another operation of the cargo transport device according to Modification 3 of Embodiment 13 when it makes a right turn. [Figure 152A] Figure 152A is a diagram illustrating a luggage transport device and delivery box according to Embodiment 14. [Figure 152B] Figure 152B is a block diagram illustrating a delivery box according to Embodiment 14. [Figure 152C] Figure 152C is a diagram illustrating the movement of the delivery box according to Operation Example 1 of Embodiment 14, as viewed from the side. [Figure 152D] Figure 152D is a diagram illustrating the movement of the delivery box according to Operation Example 1 of Embodiment 14, as viewed from a square orientation. [Figure 152E] Figure 152E is a diagram illustrating the movement of the delivery box according to Operation Example 2 of Embodiment 14, as viewed from the side. [Figure 152F] Figure 152F is a diagram illustrating the movement of the delivery box according to Operation Example 2 of Embodiment 14, as viewed from a square orientation. [Figure 152G] Figure 152G is a diagram illustrating the movement of the delivery box according to Operation Example 3 of Embodiment 14, viewed from the side. [Figure 152H] Figure 152H is a diagram illustrating the movement of the delivery box according to Operation Example 4 of Embodiment 14, as viewed from the side. [Figure 152I] Figure 152I is a diagram illustrating the movement of a delivery box according to a modified example of Embodiment 14, viewed from the side. [Figure 153A] Figure 153A is a block diagram of the autonomous driving box and operation management system according to Embodiment 15. [Figure 153B] Figure 153B is a front view illustrating the autonomous driving box according to Embodiment 15 as seen from the front. [Figure 153C]Figure 153C is a side view illustrating the autonomous driving box according to Embodiment 15 as seen from the side. [Figure 154] Figure 154 is a flowchart illustrating the operation of the autonomous driving box according to Embodiment 15. [Figure 155] Figure 155 is a diagram illustrating the relationship between the cargo transport device and the power lines according to Embodiment 16. [Figure 156A] Figure 156A is a diagram illustrating the front view of a delivery box according to Embodiment 17. [Figure 156B] Figure 156B is a diagram illustrating a side view of the delivery box according to Embodiment 17. [Figure 156C] Figure 156C is a diagram illustrating the top surface of a delivery box according to Embodiment 17. [Figure 157] Figure 157 is a flowchart illustrating the operation of the delivery box according to Embodiment 17. [Figure 158] Figure 158 is an example of a map in Embodiment 18 that includes the user's home and vending machines located around the user's home. [Figure 159A] Figure 159A is a flowchart illustrating the operation of the delivery service management system according to Embodiment 18. [Figure 159B] Figure 159B is a flowchart illustrating the operation of the operation management system according to Embodiment 18. [Figure 160A] Figure 160A is a block diagram illustrating a management system, etc., according to Embodiment 19. [Figure 160B] Figure 160B is a schematic diagram illustrating the rails from the origin to the destination of the delivery. [Figure 161] Figure 161 is a flowchart illustrating the operation of the delivery service management system according to Operation Example 1 of Embodiment 19. [Figure 162] Figure 162 is a flowchart illustrating the operation of the management system according to Operation Example 2 of Embodiment 19. [Figure 163A]Figure 163A is a flowchart illustrating the operation of the product ordering system according to Operation Example 3 of Embodiment 19. [Figure 163B] Figure 163B is a flowchart illustrating the operation of the product ordering system according to Operation Example 4 of Embodiment 19. [Figure 163C] Figure 163C is a flowchart illustrating the operation of the product ordering system according to Operation Example 5 of Embodiment 19. [Figure 164] Figure 164 is a flowchart illustrating the operation of the cargo handling device according to Operation Example 6 of Embodiment 19. [Figure 165] Figure 165 is a flowchart illustrating the operation of the cargo handling device according to Operation Example 7 of Embodiment 19. [Figure 166A] Figure 166A is a diagram illustrating the operation of a ground-positioned luggage transport device according to Operation Example 8 of Embodiment 19, in which a person receives luggage. [Figure 166B] Figure 166B illustrates the operation in the case of an aerial receiving type where a person directly receives a package from a package handling device according to Operation Example 8 of Embodiment 19. [Figure 167] Figure 167 is a flowchart illustrating the operation of the product ordering system according to Operation Example 9 of Embodiment 19. [Figure 168] Figure 168 is a flowchart illustrating the operation of the delivery service management system according to Operation Example 10 of Embodiment 19. [Figure 169] Figure 169 is a flowchart illustrating the operation of the delivery service management system according to Operation Example 11 of Embodiment 19. [Figure 170A] Figure 170A is a perspective view illustrating a rail according to Embodiment 20. [Figure 170B] Figure 170B is a top view illustrating a rail according to Embodiment 20. [Figure 170C] Figure 170C is a side view illustrating a rail according to Embodiment 20. [Figure 170D] Figure 170D is a top view and a side view illustrating a rail according to Embodiment 20. [Figure 171] Figure 171 is a perspective view illustrating a rail and cargo transport device according to Embodiment 20. [Figure 172A] Figure 172A is a top view illustrating a rail according to Embodiment 20. [Figure 172B] Figure 172B is a side view illustrating a rail according to Embodiment 20. [Figure 172C] Figure 172C is a partially enlarged perspective view illustrating a rail according to Embodiment 20. [Figure 172D] Figure 172D shows an example of a rail according to Embodiment 20, including a top view, a side view, and an enlarged top view of the connection portion between the third rail and the first rail. [Figure 173] Figure 173 is a perspective view illustrating a rail according to Embodiment 20. [Figure 174A] Figure 174A is a top view illustrating a rail according to Embodiment 20. [Figure 174B] Figure 174B is a side view illustrating a rail according to Embodiment 20. [Figure 174C] Figure 174C is a partially enlarged perspective view illustrating a rail according to Embodiment 20. [Figure 175] Figure 175 is a perspective view, a side view, and a top view illustrating a modified rail and rail support according to Embodiment 20. [Figure 176] Figure 176 is a top view and a side view illustrating another rail and another rail support according to a modified example of Embodiment 20. [Figure 177] Figure 177 is a perspective view illustrating a cargo handling device according to Embodiment 21. [Figure 178A] Figure 178A is a diagram illustrating the internal structure of the first and second connecting members of the cargo transport device according to Embodiment 21. [Figure 178B] Figure 178B is a diagram illustrating the internal structure of the third connector of the cargo transport device according to Embodiment 21. [Figure 179A] Figure 179A is a diagram illustrating the internal structure of the turntable of the cargo handling device according to Embodiment 21. [Figure 179B] Figure 179B is a side view illustrating the slide rail of a cargo handling device according to Embodiment 21. [Figure 179C] Figure 179C is a front view illustrating the slide rail of a cargo handling device according to Embodiment 21. [Figure 179D] Figure 179D is a front view illustrating the left-side component, pole screw, and guide of the slide rail of the cargo handling device according to Embodiment 21. [Figure 179E] Figure 179E is a front view illustrating the right-side component, pole screw, and guide of the slider of the cargo handling device according to Embodiment 21. [Figure 180] Figure 180 is a perspective view illustrating a modified example of the cargo transport device according to Embodiment 21. [Figure 181A] Figure 181A is a perspective view illustrating a rail and rail connector according to Embodiment 22. [Figure 181B] Figure 181B is another perspective view illustrating the rail and rail connector according to Embodiment 22. [Figure 182] Figure 182 is a perspective view illustrating the first connection point of the first rail and the second connection point of the second rail according to Embodiment 22. [Figure 183] Figure 183 is a top view and a side view illustrating the operation of the cargo handling device according to Embodiment 23. [Figure 184A] Figure 184A is a top view and a side view illustrating the operation of the cargo transport device according to Embodiment 23 when it turns left at the intersection of the first and second rails. [Figure 184B] Figure 184B is a top view and a side view illustrating the operation of the cargo transport device according to Embodiment 23 when it makes a right turn at the intersection of the first and second rails. [Figure 185] Figure 185 is a side view illustrating the operation of the cargo transport device according to Embodiment 23 when it passes over a support column that supports the rail. [Figure 186]Figure 186 is a top view and a side view illustrating the operation of the cargo transport device according to Embodiment 23 when it passes through a curved rail. [Modes for carrying out the invention]

[0011] A luggage transport device according to one aspect of the present disclosure comprises a main body, a rail holding part held on a rail located on the upper part of the main body, a rotating base installed between the main body and the rail holding part for rotating the main body, a first slider part extending from the main body, and a luggage holding part for holding luggage attached to the first slider part.

[0012] According to this, the first slider unit can transport the cargo holder, which is holding the cargo, to a position away from the rail. Therefore, cargo can be delivered to the destination without having to install rails individually at each delivery location.

[0013] Furthermore, because the cargo can be transported by the first slider section, the cargo transport device can be kept away from people. As a result, people are less likely to feel pressured by the operating noise or the presence of the cargo transport device. Therefore, the cargo transport device is less likely to cause anxiety to people when transporting cargo.

[0014] In another aspect of the present disclosure, a control method for controlling a luggage transport device, the luggage transport device comprising: a main body; a rail holding portion held on a rail located on the upper part of the main body; a turntable installed between the main body and the rail holding portion for rotating the main body; a first slider portion extending relative to the main body; and a luggage holding portion for holding luggage attached to the first slider portion, the control method comprising: a rotation step for rotating the main body with respect to the turntable; and an extension step for extending the first slider portion relative to the main body after the turntable has rotated the main body.

[0015] This control method also produces the same effects as described above.

[0016] In a control method according to another aspect of the present disclosure, the main body has a rectangular frame in plan view, the first slider has a load-holding portion located at one end of the first slider and a weight of a predetermined weight at the other end of the first slider, the rotation step rotates the main body so that the longitudinal direction of the frame intersects substantially perpendicular to the direction along the rail, and the extension step extends the first slider in front of and behind the longitudinal direction of the rectangular frame so as to balance the weight of the load and the weight of the weight of the weight.

[0017] This control method also produces the same effects as described above.

[0018] In a control method according to another aspect of the present disclosure, the rail holding portion includes a first rail holding portion located on one side in the longitudinal direction of the frame, a second rail holding portion located on the other side in the longitudinal direction of the frame, and a third rail holding portion located in the center between the one side and the other side in the longitudinal direction of the frame, wherein the first rail holding portion and the main body are provided with a second slider portion extending toward the main body, the second rail holding portion and the main body are provided with a third slider portion extending toward the main body, and the third rail holding portion and the main body are provided with the turntable, wherein in the rotation step, the control method extends the second slider portion and the third slider portion to separate the first rail holding portion and the second rail holding portion from the rail, and then rotates the turntable.

[0019] This control method also produces the same effects as described above. Furthermore, by adjusting the position of the weight relative to the main body, the posture of the cargo transport device can be tilted, allowing the slider to be extended towards delivery destinations that are higher or lower than the rail. This makes it possible to deliver cargo to destinations that are at different heights relative to the rail.

[0020] In another embodiment of the present disclosure, the first slider extends relative to the main body after the turntable has rotated the main body.

[0021] According to this design, the first slider can be rotated toward the delivery destination, and then extended relative to the main body. This allows for more accurate delivery of packages to their destinations.

[0022] In another embodiment of the present disclosure, the main body has a rectangular frame in plan view, and the turntable rotates the main body such that the longitudinal direction of the frame intersects substantially perpendicular to the direction along the rail.

[0023] According to this design, the orientation of the main body relative to the turntable can be changed by rotating the turntable. Therefore, the direction in which the first slider extends relative to the main body can be adjusted. This allows for more accurate delivery of packages to their destinations.

[0024] In another embodiment of the present disclosure, the first slider portion has a luggage holding portion located at one end of the first slider portion and a weight of a predetermined weight at the other end of the first slider portion, and extends to ensure balance between the weight of the luggage and the weight of the weight.

[0025] According to this, when transporting cargo using the first slider section, the posture of the cargo transport device can be adjusted by the weight and the cargo. For example, the position of the weight relative to the main body can be adjusted to maintain a horizontal posture. This allows for more accurate delivery of cargo to the destination.

[0026] In a luggage carrying device according to another aspect of this disclosure, the weight is a battery.

[0027] According to this, the posture of the cargo transport device can be adjusted by using the necessary equipment for the cargo transport device. Therefore, it becomes unnecessary to carry additional weights.

[0028] In another embodiment of the present disclosure, the first slider portion has a luggage holding portion located at one end of the first slider portion and a rotating blade at the other end of the first slider portion, and extends to ensure balance between the weight of the luggage and the buoyancy provided by the rotating blade.

[0029] According to this, even if the load is heavy, the load handling device is less likely to tilt relative to the horizontal plane, so the load handling device can deliver the load to a predetermined height.

[0030] In another embodiment of the present disclosure, the rail holding portion includes a first holding portion that is held on the rail from above, and a second holding portion that is held on the rail by pushing up on the rail from below.

[0031] According to this design, the rail holder can be connected to the rail by clamping it from above and below. As a result, the cargo handling device is less likely to come off the rail, and the possibility of the cargo handling device falling can be suppressed, thus ensuring safety in the cargo handling device.

[0032] In another embodiment of the present disclosure, the rail holding portion includes a first rail holding portion located on one side in the longitudinal direction of the frame, a second rail holding portion located on the other side in the longitudinal direction of the frame, and a third rail holding portion located in the central part between the one side and the other side in the longitudinal direction of the frame.

[0033] According to this design, the luggage transport device can be supported on the rail by three rail-holding parts, making it less likely for the luggage transport device to come off the rail. This prevents the luggage transport device from falling, thus ensuring safety in the luggage transport device.

[0034] In another embodiment of the present disclosure, the first rail holding portion has a first rotating roller that contacts the rail and is driven by an electric motor, the second rail holding portion has a second rotating roller that contacts the rail and is driven by an electric motor, and the third rail holding portion has a third rotating roller and a fourth rotating roller that contact the rail and are driven by an electric motor.

[0035] According to this design, the rotating rollers contact the rails, allowing the cargo handling device to move along the rails. Furthermore, because all four rotating rollers contact the rails, the cargo handling device can move stably along the rails.

[0036] In another embodiment of the present disclosure, the luggage transport device comprises a second slider portion disposed between the first rail holder and the main body portion and extending toward the main body portion, a third slider portion disposed between the second rail holder and the main body portion and extending toward the main body portion, and a rotating base disposed between the third rail holder and the main body portion, wherein the rotating base extends the second slider portion and the third slider portion, separates the first rail holder and the second rail holder portion from the rails, and then rotates the main body portion.

[0037] According to this, with two rails of different heights, the cargo transport device can move from one rail to the other by extending its slider section. Therefore, the cargo transport device can turn right or left while traveling along the rails.

[0038] In a luggage transport device according to another aspect of the present disclosure, the third rail holding portion holds the rail by pushing it up from below, and the first rail holding portion and the second rail holding portion are held on the rail above.

[0039] According to this, the rail can be sandwiched between the first rail holding part, the second rail holding part, and the third rail holding part, so the cargo transport device can move stably along the rail.

[0040] A luggage transport device according to another aspect of the present disclosure includes a motor that rotates the rail holding portion to release the rail holding portion from holding the rail, so that the rail support portion supporting the rail does not come into contact with the rail holding portion when the luggage transport device travels along the rail.

[0041] According to this, when the cargo transport device travels along the rails, it can avoid contact with the rail holding parts by avoiding the rail support parts. Therefore, the cargo transport device can travel along the rails toward the delivery destination.

[0042] An unmanned aerial vehicle according to one aspect of the present disclosure comprises: a body having a first length in a first direction longer than a second length in a second direction perpendicular to the first direction; a plurality of main rotors rotating in a virtual plane parallel to the first and second directions; a plurality of main motors mounted on the body for rotating each of the plurality of main rotors; at least one connector mounted on the body and suspendable from at least one rail located above the ground; at least one secondary rotor for providing thrust to propel the body in the first direction; at least one secondary motor mounted on the body for rotating the at least one secondary rotor; and a control circuit for controlling the plurality of main motors and the at least one secondary motor.

[0043] According to this, the main unit can be connected to a rail and suspended by a connector, thus preventing the unmanned aerial vehicle from falling even if the main rotor blades are not rotating.

[0044] Furthermore, by connecting the connector to a rail and suspending the unmanned aerial vehicle (UAV) while rotating the secondary rotor, the UAV can move along the rail, thus reaching its destination. In this case, the UAV can be moved by driving the secondary motor instead of the main motor, thus reducing the power consumption of the UAV.

[0045] In another aspect of the present disclosure, the connector includes a first connector, a second connector, and a third connector, wherein the first connector is located on the first side of the center of the body, the second connector is located on the opposite side of the center of the body from the first side, and the third connector is located between the first and second connectors and near the center of the body.

[0046] According to this, using three connectors will allow unmanned aerial vehicles to more safely switch from one rail to another.

[0047] Furthermore, the three connectors allow for a more stable connection of the unmanned aerial vehicle to the rails. This ensures safety for this unmanned aerial vehicle.

[0048] An unmanned aerial vehicle according to another aspect of the present disclosure includes a rotating platform disposed between the third connector and the main body, and a ratchet having an engaged portion that engages with an engaging portion formed on the rotating platform when biased by the rotating platform.

[0049] According to this design, the rotation of the turntable allows the orientation of the unmanned aerial vehicle to be rotated. Furthermore, when the turntable is rotated by a predetermined angle, the engaging part of the turntable and the engaged part of the ratchet engage, allowing the rotation of the turntable to be controlled. As a result, the orientation of the main body can be set to a desired direction, enabling the unmanned aerial vehicle to safely transfer from one rail to another.

[0050] In a control method according to another aspect of the present disclosure, the unmanned aerial vehicle is provided with a rotating platform between the third connector and the body of the unmanned aerial vehicle, and the orientation of the unmanned aerial vehicle is changed by rotating the body relative to the rotating platform.

[0051] This allows the vehicle's orientation to be adjusted to a desired direction, enabling the unmanned aerial vehicle to safely transfer from one rail to another.

[0052] In another aspect of the present disclosure, the first area of ​​the first smallest rectangle circumscribing the first projection plane obtained by projecting the unmanned aircraft onto a first plane whose normal vector is the first direction is smaller than the second area of ​​the second smallest rectangle circumscribing the second projection plane obtained by projecting the unmanned aircraft onto a second plane whose normal vector is the second direction.

[0053] According to this, the main body becomes longer along the length of the rail, allowing the unmanned aerial vehicle to travel stably along the rail.

[0054] In another aspect of the present disclosure, the plurality of main rotors include a first main rotor, a second main rotor adjacent to the first main rotor in a second direction, a third main rotor adjacent to the first main rotor in a first direction, and a fourth main rotor adjacent to the second main rotor in a first direction and adjacent to the third main rotor in a second direction, wherein the first spacing between the first main rotor and the second main rotor is narrower than the second spacing between the first main rotor and the third main rotor.

[0055] According to this, the first and second main rotors, and the third and fourth main rotors can be arranged along the length of the rail. This allows the attitude of the main body to be more stable when the unmanned aerial vehicle travels along the rail.

[0056] In other embodiments of the present disclosure, the rotation axis of the at least one auxiliary motor extends in the first direction.

[0057] This would make it easier to provide propulsion to allow unmanned aerial vehicles to travel along rails.

[0058] In other aspects of the present disclosure, the at least one secondary rotor is positioned below the virtual plane.

[0059] According to this method, contact between the main rotor and the secondary rotor can be suppressed, thereby improving the safety of unmanned aerial vehicles.

[0060] In another aspect of the present disclosure, the rotation axis of the at least one sub-motor has a variable inclination angle with respect to the first direction in a plane normalized to the second direction.

[0061] According to this, the rotation axis of the auxiliary motor can be varied, allowing the unmanned aerial vehicle to rotate in the yaw direction (horizontal direction). Therefore, the orientation of the unmanned aerial vehicle can be changed.

[0062] In another aspect of the present disclosure, each of the at least one connector includes a fixed part, a first arm with one end connected to the fixed part and the other end opening and closing relative to the fixed part, a second arm with one end connected to the fixed part and the other end opening and closing relative to the fixed part, a first actuator for opening and closing the first arm, and a second actuator for opening and closing the second arm, wherein the control circuit controls the first actuator and the second actuator, and the first arm is positioned in front of the second arm in the first direction.

[0063] According to this, when the first arm of an unmanned aerial vehicle (UAV) is connected to the first rail, the second arm can be connected to another rail, the second rail, and then the first arm can be detached from the first rail. Therefore, the UAV can move (switch) by switching its connection from the first rail to the second rail.

[0064] In another aspect of the present disclosure, the first region enclosed by the closed first arm and the fixed portion is separate from the second region enclosed by the closed second arm and the fixed portion.

[0065] According to this, a single connector can be used to connect to two rails simultaneously. This allows for stabilization of the attitude of the unmanned aerial vehicle.

[0066] In other embodiments of the present disclosure, each of the at least one connector includes an arm that can be suspended from the rail and a roller provided on the inner surface of the arm and rotatably contacting the rail.

[0067] According to this, if the unmanned aerial vehicle's (UAV) connector is connected to a rail, the rollers will come into contact with the rail and rotate, allowing the UAV to move along the rail. In other words, the UAV can move along the rail using only its own thrust in the direction of travel. Therefore, it does not need to expend energy on lift to raise itself, resulting in energy savings.

[0068] A system according to another aspect of the present disclosure is a system comprising an unmanned aerial vehicle, a device including at least one first adapter connectable to at least one load carried by the unmanned aerial vehicle, and at least one second adapter detachable from the unmanned aerial vehicle, and a wire connecting the unmanned aerial vehicle and the device, wherein the unmanned aerial vehicle comprises a reel to which one end of the wire is connected, and a lift motor for unwinding the wire.

[0069] According to this, even if there are obstacles around the designated location, the first and second devices can be moved to bypass the obstacles. As a result, the second device can be moved to a position vertically above the designated location, ensuring that the cargo is delivered to the designated location reliably.

[0070] In a system according to another aspect of the present disclosure, the apparatus includes a support on which the at least one first adapter is provided, a plurality of motors arranged on a plurality of sides of the support, and a plurality of propellers driven by the plurality of motors, wherein the angle made by the rotation axes of the plurality of motors with respect to a virtual plane passing through the center of each of the plurality of propellers is -45 degrees or more and +45 degrees or less.

[0071] According to this method, by controlling the angle of the rotation axes of multiple motors relative to a virtual plane, it is possible to align the load to a predetermined position when placing the load in that position.

[0072] In a system according to another aspect of the present disclosure, the plurality of sides include a first side and a second side facing each other in the first direction when the device is mounted on the unmanned aerial vehicle, and a third side and a fourth side facing each other in the second direction when the device is mounted, the plurality of motors include a first motor located on the first side, a second motor located on the second side, a third motor located on the third side, and a fourth motor located on the fourth side, and the plurality of propellers include a first propeller rotated by the first motor, a second propeller rotated by the second motor, a third propeller rotated by the third motor, and a fourth propeller rotated by the fourth motor.

[0073] According to this, the device can be moved in a desired direction by driving the first, second, third, and fourth motors. This allows for precise fine-tuning of the device's position relative to a predetermined location.

[0074] A control method according to one aspect of the present disclosure is a control method for controlling an unmanned aerial vehicle, the unmanned aerial vehicle comprising: a body whose first length in a first direction is longer than a second length in a second direction perpendicular to the first direction; a plurality of main rotors that rotate in a virtual plane parallel to the first and second directions; a plurality of main motors mounted on the body and rotating each of the plurality of main rotors; at least three connectors mounted on the body and suspendable from at least one rail located above the ground; at least one secondary rotor that provides thrust to propel the body in the first direction; at least one secondary motor mounted on the body and rotating the at least one secondary rotor; and a control circuit that controls the plurality of main motors and the at least one secondary motor, wherein the first connector is located on the side of the first direction from the center of the body, and the second connector is located on the side of the first direction from the center of the body. Located on the opposite side, the third connector is between the first connector and the second connector, and is located near the center of the main body. At the intersection where the two rails intersect, when switching the connection of the unmanned aerial vehicle from the first rail to the second rail, it is determined whether the first connector is approaching the second rail. If it is determined that the first connector is approaching the second rail, the first connector is detached from the first rail, and the auxiliary rotor is rotated to propel the unmanned aerial vehicle in the first direction. It is then determined whether the first connector has passed the second rail. If it is determined that the first connector has passed the second rail, the second connector is detached from the first rail, and the unmanned aerial vehicle is rotated so that its first direction is parallel to the direction of the second rail. After the rotation of the unmanned aerial vehicle, the first connector and the second connector are connected to the second rail.

[0075] According to this, unmanned aerial vehicles can reliably switch (transfer) their connection from the first rail to the second rail.

[0076] In a control method according to another aspect of the present disclosure, when it is determined that the first connector has passed the second rail, the first connector is connected to the first rail, it is determined whether the center of gravity of the unmanned aerial vehicle is balanced, and if it is determined that the center of gravity of the unmanned aerial vehicle is balanced, the first connector and the second connector are detached from the first rail, the unmanned aerial vehicle is rotated so that the first direction of the unmanned aerial vehicle is parallel to the direction of the second rail, and after the rotation of the unmanned aerial vehicle, the first connector and the second connector are connected to the second rail.

[0077] According to this, even if the second rail is inclined relative to the first rail, for example, by changing the center of gravity balance of the unmanned aerial vehicle, the unmanned aerial vehicle can reliably switch (transfer) its connection from the first rail to the second rail.

[0078] In a control method according to another aspect of the present disclosure, after the unmanned aerial vehicle has rotated, the first connector and the second connector are connected to the second rail, and then the third connector is detached from the first rail and the turntable is rotated to match the orientation of the third connector with the orientations of the first connector and the second connector, respectively.

[0079] According to this, by detaching the third connector from the first rail, the orientation of the third connector can be adjusted to match the orientations of the first and second connectors. Therefore, the third connector can be connected to the second rail together with the first and second connectors.

[0080] In a control method according to another aspect of the present disclosure, the unmanned aerial vehicle is equipped with a rotating rotor at a position corresponding to the secondary rotor in the first direction, and the orientation of the unmanned aerial vehicle is changed by the thrust of the rotating rotor.

[0081] According to this, the direction of travel of an unmanned aerial vehicle can be easily changed by rotating its rotor blades.

[0082] A lifting system according to another aspect of the present disclosure comprises an unmanned aerial vehicle, a first device detachably attached to the unmanned aerial vehicle, a first wire connecting the first device and the unmanned aerial vehicle, a first reel capable of winding the first wire, a second device detachably attached to a load and detachably attached to the first device, a second wire connecting the first device and the second device, a second reel capable of winding the second wire, and a control unit, wherein the control unit may, when the unmanned aerial vehicle is located away from the ground, detach the first device and the second device from the unmanned aerial vehicle, control the first reel to unwind the first wire, detach the second device from the first device, and control the second reel to unwind the second wire.

[0083] According to this, even when it is difficult to transport the cargo to a designated location, such as when there is an obstacle vertically above the designated location, the first and second devices can move to bypass the obstacle. As a result, the second device can be moved to vertically above the designated location, ensuring that the cargo is delivered to the designated location reliably.

[0084] In another aspect of the present disclosure, the lifting system includes a first support detachably attached to the unmanned aerial vehicle, a plurality of first motors arranged on a plurality of sides of the first support, and a plurality of first propellers driven by the plurality of first motors, and the second device may include a second support detachably attached to the first device, a plurality of second motors arranged on a plurality of sides of the second support, and a plurality of second propellers driven by the plurality of second motors.

[0085] According to this, the position of the first device relative to the unmanned aerial vehicle can be adjusted, and the position of the second device relative to the first device can be adjusted. As a result, the first and second devices can be moved to avoid obstacles. Consequently, the cargo can be reliably delivered to the designated location.

[0086] In a lifting system according to another aspect of the present disclosure, the control unit may drive the plurality of first motors and / or the plurality of second motors after detaching the first and second devices from the unmanned aerial vehicle, and drive the plurality of first motors and the plurality of second motors after detaching the second device from the first device.

[0087] According to this, the first and second devices can move together to the target position for bypassing obstacles. Therefore, the control unit can suppress the increased processing load of driving and controlling multiple first motors and multiple second motors.

[0088] In a lifting system according to another aspect of the present disclosure, the control unit may, after detaching the second device from the first device, perform different controls on the plurality of first motors and the plurality of second motors to cause a first suspension direction in which the first wire extends between the unmanned aerial vehicle and the first device and a second suspension direction in which the second wire extends between the first device and the second device to be different.

[0089] According to this, even if there is an obstacle vertically above the predetermined position, the first and second devices can be positioned to reliably bypass the obstacle. As a result, this lifting system can reliably deliver cargo to the predetermined position.

[0090] In a lifting system according to another aspect of the present disclosure, the control unit may, after detaching the second device from the first device, perform different controls on the plurality of first motors and the plurality of second motors to reduce the overlapping area of ​​the first device and the second device when viewed from a direction perpendicular to the ground, or to eliminate the overlap between the first device and the second device.

[0091] According to this, the relative positions of the first and second devices can be changed so that the first device is not positioned vertically above the second device. Therefore, even if there is an obstacle vertically above a predetermined location, the first and second devices can be positioned to reliably bypass the obstacle. As a result, the cargo can be reliably delivered to the predetermined location.

[0092] In a lifting system according to another aspect of the present disclosure, the control unit may, after detaching the load from the second device, wind up the second wire with the second reel to attach the second device to the first device, wind up the first wire with the first reel to attach the first device and the second device to the unmanned aerial vehicle.

[0093] According to this system, after delivering the cargo to the designated location, the second device can be attached to the first device while winding up the second wire, and the first and second devices can be attached to the unmanned aerial vehicle while winding up the first wire. This prevents the first and second wires from being damaged or entangled by contact with obstacles. As a result, a decrease in the operating efficiency of the lifting system can be suppressed.

[0094] In a lifting system according to another aspect of the present disclosure, the unmanned aerial vehicle has an arm capable of gripping a rail, and the control unit may detach the first and second devices from the unmanned aerial vehicle when the unmanned aerial vehicle is located away from the ground and the arm is gripping the rail.

[0095] According to this, the arm can hold the unmanned aerial vehicle on the rail. Therefore, even if the first and second devices are detached from the unmanned aerial vehicle, they can still be held in place via the first and second wires. This prevents the first and second devices from falling.

[0096] Because the unmanned aerial vehicle (UAV) can be held on rails without needing to be flown, energy consumption by the UAV can be reduced.

[0097] In a lifting system according to another aspect of the present disclosure, the lifting system may include a third device detachably mounted between the first device and the second device, a third wire connecting the first device and the third device, a third reel capable of winding the third wire, a fourth wire connecting the third device and the second device, and a fourth reel capable of winding the fourth wire.

[0098] According to this, after delivering the cargo to the designated location, the second device can be attached to the third device while winding up the fourth wire, the second and third devices can be attached to the first device while winding up the third wire, and the second, third, and first devices can be attached to the unmanned aerial vehicle while winding up the first wire. Therefore, it is possible to suppress damage or entanglement of the first, third, and fourth wires due to contact with obstacles. Therefore, it is possible to suppress a decrease in the operating efficiency of the lifting system.

[0099] In another aspect of the present disclosure, the angle formed by the rotation axis of each of the plurality of first motors with respect to a virtual plane passing through the center of each of the plurality of first propellers is -45 degrees or more and +45 degrees or less.

[0100] According to this, by controlling the angle of the rotation axes of multiple motors relative to a virtual plane, it is possible to align the load with the predetermined position when placing the load in that position. By moving the first and second devices in a desired direction, the positions of the first and second devices relative to the predetermined position can be finely adjusted.

[0101] With the support suspended from the object via wires, the first and second devices can be positioned so that the load aligns with a predetermined position when viewed from the vertical, thus allowing for fine adjustment of the positions of the first and second devices.

[0102] Therefore, the first and second devices can be used to place cargo in predetermined positions. In particular, when the first and second devices are used outdoors, even if the first and second devices are displaced from their predetermined positions due to wind or other factors, the first and second devices can move toward the predetermined positions to correct the displacement, thus allowing the cargo to be placed in the predetermined positions.

[0103] A lifting system according to another aspect of the present disclosure further comprises one or more actuators that adjust the angle formed by the rotation axes of each of the plurality of first motors with respect to the virtual plane.

[0104] This allows for adjustment of the orientation of multiple first motors relative to the support. As a result, the first and second devices can move horizontally and vertically. This enables more precise positioning so that the load aligns with its predetermined position.

[0105] In a lifting system according to another aspect of the present disclosure, the one or more actuators tilt the rotation axis in a first mode such that the angle is 0 degrees, and in a second mode such that the angle is an elevation angle.

[0106] According to this, the orientation of the rotation axis of one or more of the rotation axes of multiple motors can be individually controlled. Therefore, the orientation and direction of travel of the first and second devices can be precisely controlled in order for them to move to predetermined positions, thus enabling more precise fine-tuning of the positions of the first and second devices.

[0107] In the lifting system according to another aspect of the present disclosure, the first wire is directly connected to at least one connection point of the first support.

[0108] According to this, by simply providing one connection point on the first support, the first support can be suspended via the first wire. Therefore, the configuration of the first wire can be simplified.

[0109] In the lifting system according to another aspect of the present disclosure, the first wire has a first main wire and a plurality of first sub-wires. One end of each of the plurality of first sub-wires is directly connected to one of the plurality of connection points of the first support in a one-to-one manner, and the other ends of the plurality of first sub-wires are connected to one end of the first main wire, which is a common connection point. The first main wire suspends and supports the first support on the unmanned aircraft via the plurality of first sub-wires.

[0110] According to this, the plurality of first sub-wires can be connected to the first support in a one-to-one manner via the plurality of connection points. Therefore, the posture of the first support in a state where the first support is suspended by the first main wire and the first sub-wires can be stabilized.

[0111] In the lifting system according to another aspect of the present disclosure, the first support has a polygonal first frame body, and the plurality of connection points are arranged at a plurality of portions of the first frame body corresponding to a plurality of vertices.

[0112] According to this, the posture of the first support in a state where the first support is suspended by the first wire can be more reliably stabilized.

[0113] In the lifting system according to another aspect of the present disclosure, the first support has a polygonal first frame body, and the one connection point is movable on a plane within the first frame body parallel to the virtual plane.

[0114] According to this, the position of one connection point to the first support can be changed. For example, even if the center of gravity of the first support when it is holding a load is off-center, the position of the connection point can be changed to align it with the center of gravity. As a result, the posture of the first support suspended from the first wire can be corrected to a desired posture.

[0115] In a lifting system according to another aspect of the present disclosure, the side portion of the first support includes a first side portion and a second side portion that faces the first side portion with the first support and / or the load in between, the plurality of first motors include a first motor provided on the first side portion and having a first rotation axis, and a second first motor provided on the second side portion and having a second rotation axis, the control unit performs a third mode in which the first rotation axis is rotated in a first rotational direction and the second rotation axis is rotated in a second rotational direction opposite to the first rotational direction, and a fourth mode in which the first rotation axis and the second rotation axis are rotated in the second rotational direction.

[0116] According to this, by reversing the rotation direction of the first rotation axis of the first motor and the second rotation axis of the second motor, the first and second devices can obtain thrust to move in a desired direction. This allows the first and second devices to precisely fine-tune their positions relative to a predetermined position.

[0117] In another aspect of the present disclosure, the plurality of first motors further include a third first motor having a third rotation axis and positioned adjacent to the first first motor in a virtual plane on the first side surface, and a fourth first motor having a fourth rotation axis and positioned adjacent to the second first motor in a virtual plane on the second side surface, wherein the control unit rotates the third rotation axis in the second rotation direction and the fourth rotation axis in the first rotation direction in the third mode, and rotates the third rotation axis and the fourth rotation axis in the first rotation direction in the fourth mode.

[0118] According to this method, thrust can be obtained by reversing the rotation direction of the third rotation axis of the third motor and the fourth rotation axis of the fourth motor, thereby enabling movement in a desired direction. Since the rotation direction of the first rotation axis of the first motor and the second rotation axis of the second motor can also be controlled, the position of the device relative to a predetermined position can be finely adjusted with greater precision.

[0119] In a lifting system according to another aspect of the present disclosure, the second device further comprises a sensor for detecting the position of a storage device for storing the cargo.

[0120] According to this method, the position of the device relative to the storage device can be detected with high precision, and therefore the position of the device relative to the storage device can be finely adjusted with greater precision.

[0121] An unmanned aerial vehicle according to another aspect of the present disclosure comprises: a body having a first length in a first direction longer than a second length in a second direction perpendicular to the first direction; a plurality of main rotors rotating in a virtual plane parallel to the first and second directions; a plurality of main motors mounted on the body for rotating each of the plurality of main rotors; at least one connector mounted on the body, extending from the body in a third direction intersecting the virtual plane, and hangable from at least one rail located off the ground; at least one secondary rotor for providing thrust to propel the body in the first direction; at least one secondary motor mounted on the body for rotating the at least one secondary rotor; and a control circuit for controlling the plurality of main motors and the at least one secondary motor.

[0122] In an unmanned aerial vehicle according to another aspect of the present disclosure, the plurality of main rotors further include a fifth main rotor that rotates coaxially counter-rotating with respect to the first main rotor, a sixth main rotor that rotates coaxially counter-rotating with respect to the second main rotor, a seventh main rotor that rotates coaxially counter-rotating with respect to the third main rotor, and an eighth main rotor that rotates coaxially counter-rotating with respect to the fourth main rotor.

[0123] In another aspect of the present disclosure, the at least one auxiliary rotor and the at least one auxiliary motor are located at one end of the main body in the first direction.

[0124] In another aspect of the present disclosure, each of the at least one secondary rotor includes a plurality of blades having a variable pitch angle, and the control circuit controls the pitch angle.

[0125] In another aspect of the present disclosure, each of the at least one auxiliary rotor includes a plurality of blades, and the distance between the rotation axis of the at least one auxiliary motor and the virtual plane is greater than the length of each of the plurality of blades.

[0126] In other embodiments of the present disclosure, each of the at least one auxiliary rotor is slidably mounted to the body along the third direction.

[0127] In another aspect of the present disclosure, the plurality of main rotors consist of two blades, and the control circuit stops the plurality of main motors and operates the at least one auxiliary motor, while stopping the two blades in a position parallel to the first direction.

[0128] In other aspects of the present disclosure, the at least one connector includes a first connector and a second connector adjacent to the first connector in the first direction.

[0129] In another aspect of the present disclosure, the at least one rail includes a first rail and a second rail extending parallel to each other, and the at least one connector includes a first arm suspendable from the first rail and a second arm suspendable from the second rail.

[0130] In the unmanned aircraft according to another aspect of the present disclosure, each of the at least one connector includes a fixing portion, a first arm having one end connected to the fixing portion and the other end opening and closing with respect to the fixing portion, a second arm having one end connected to the fixing portion and the other end opening and closing with respect to the fixing portion, a first actuator for opening and closing the first arm, and a second actuator for opening and closing the second arm. The control circuit controls the first actuator and the second actuator, and a first region surrounded by the first arm in the closed state and the fixing portion is separated from a second region surrounded by the second arm in the closed state and the fixing portion.

[0131] In the unmanned aircraft according to another aspect of the present disclosure, the fixing portion includes a partition portion extending in the third direction and separating the first region and the second region.

[0132] A system according to another aspect of the present disclosure includes an unmanned aircraft, at least one first adapter connectable to at least one piece of luggage carried by the unmanned aircraft, and a device including at least one second adapter detachable from the unmanned aircraft.

[0133] In the system according to another aspect of the present disclosure, the system further includes a wire connecting the unmanned aircraft and the device, and the unmanned aircraft further includes a reel to which one end of the wire is connected and a lift motor for paying out the wire.

[0134] In the system according to another aspect of the present disclosure, the control circuit detaches the device connected to the at least one piece of luggage from the unmanned aircraft and pays out the wire to the lift motor.

[0135] In the system according to another aspect of the present disclosure, the control circuit releases the connection between the device and the at least one piece of luggage and winds up the wire to the lift motor.

[0136] In a system according to another aspect of the present disclosure, the at least one package is a plurality of packages, and the at least one first adapter includes a plurality of first adapters that are independently attachable to and detachable from the plurality of packages.

[0137] An unmanned aerial vehicle according to another aspect of the present disclosure comprises a body; a first movable body rotatably connected to the body on a first side of the body; a second movable body rotatably connected to the body on a second side opposite to the first side of the body; a plurality of first motors arranged on the first movable body; a plurality of second motors arranged on the second movable body; a plurality of first rotors each rotated by the plurality of first motors; a plurality of second rotors each rotated by the plurality of second motors; and at least one connector extending upward from the body and suspendable from at least one rail located above the ground.

[0138] An unmanned aerial vehicle according to another aspect of the present disclosure further comprises a first actuator capable of changing a first angle of the first movable body with respect to the main body, a second actuator capable of changing a second angle of the second movable body with respect to the main body, a plurality of first motors and a plurality of second motors, and a control circuit for controlling the first actuator and the second actuator.

[0139] In an unmanned aerial vehicle according to another aspect of the present disclosure, the control circuit switches between the following modes (a) to (c) via the first actuator and the second actuator: (a) a first mode in which the orientation of the first rotation axis of each of the plurality of first motors and the orientation of the second rotation axis of each of the plurality of second motors are both vertically upward; (b) a second mode in which the orientation of the first rotation axis is a first horizontal direction and the orientation of the second rotation axis is vertically upward; (c) a third mode in which the orientation of the first rotation axis is a first horizontal direction and the orientation of the second rotation axis is a second horizontal direction opposite to the first horizontal direction.

[0140] In other aspects of the present disclosure, the first horizontal direction and the second horizontal direction are both directions toward the outside from the main body.

[0141] A control method relating to another aspect of the present disclosure is a control method for an unmanned aerial vehicle, wherein the unmanned aerial vehicle is holding a transport item that requires refrigeration or heating, and comprises a first acquisition step of acquiring the target position of the unmanned aerial vehicle, a second acquisition step of acquiring the current position of the unmanned aerial vehicle, and a third acquisition step of acquiring the estimated time at which the transport item reaches its permissible upper temperature limit, wherein if the time at which the unmanned aerial vehicle moves from the current position to the target position is greater than the estimated time, the unmanned aerial vehicle is moved to the departure position, and if the time at which the unmanned aerial vehicle moves from the current position to the target position is less than or equal to the estimated time, the unmanned aerial vehicle is moved to the target position.

[0142] According to this system, it is possible to deliver goods to their destination location according to the predicted time, or to stop the transport of goods and return to the departure point. This helps to protect the quality of the goods and to suppress the decrease in the operational rate of the unmanned aerial vehicle.

[0143] A control method relating to another aspect of the present disclosure is a control method for an unmanned aerial vehicle, wherein the unmanned aerial vehicle is holding a transport item that requires cooling or heating, and comprises a fourth acquisition step of acquiring the departure position of the unmanned aerial vehicle, a fifth acquisition step of acquiring the destination position of the unmanned aerial vehicle, a sixth acquisition step of acquiring the current position of the unmanned aerial vehicle, and a seventh acquisition step of acquiring the permissible upper temperature limit of the transport item, wherein if the distance from the current position to the destination position is greater than a predetermined value, the unmanned aerial vehicle is moved to the departure position, and if the distance from the current position to the destination position is less than or equal to a predetermined value, the unmanned aerial vehicle is moved to the destination position, the predetermined value being the value at which the temperature of the transport item reaches the permissible upper temperature limit when the unmanned aerial vehicle is moved at a predetermined speed.

[0144] According to this system, it is possible to deliver goods to their destination location or to stop transporting goods and return to the starting point depending on the current location. This allows for the protection of the quality of the goods and helps to mitigate the decline in the operational rate of the unmanned aerial vehicle.

[0145] A control method according to another aspect of the present disclosure includes a predetermined speed V and a time t at which the temperature of the transported material reaches the allowable upper temperature limit. Z The time at the current position is t C In that case, the predetermined value is V × (t Z -t C It is calculated as follows:

[0146] According to this, by monitoring the temperature of the transported goods, it becomes possible to deliver goods at the appropriate temperature to the user. This reduces the possibility of delivering goods that exceed the permissible upper temperature limit to the user.

[0147] A control method relating to another aspect of the present disclosure is a control method for a delivery box, comprising: a measurement step of measuring the amount of electricity held by the delivery box; and a transmission step of measuring the weight of the package stored in the delivery box, which was the transported item, if the amount of electricity is greater than a predetermined value, and transmitting information indicating the weight of the package to a server.

[0148] According to this, by measuring the weight inside the delivery box, it will be possible to determine whether or not a package is stored inside the delivery box.

[0149] A control method according to another aspect of the present disclosure includes a power generation step in which the delivery box has a door, and power is generated and stored by opening and closing the door.

[0150] According to this, electricity can be automatically generated by opening and closing the door of the delivery box, thus enabling energy savings for the delivery box.

[0151] A control method according to another aspect of the present disclosure includes a transmission step of transmitting information regarding the opening and closing of the door to the server when the amount of power is greater than a predetermined value.

[0152] According to this, electricity stored through power generation can be used to transmit information regarding the opening and closing of the door. This makes it possible to achieve energy savings in delivery boxes.

[0153] An information provision method relating to another aspect of this disclosure is an information provision method in a management system used for a service that delivers goods to vending machines using an automated guided vehicle, which includes: obtaining request information to display vending machines that can be used as pick-up locations for the goods; generating a list of a plurality of vending machines included in a predetermined area based on a database that manages the reservation status of the vending machines, the list including first information indicating the availability of each of the plurality of vending machines for each delivery time slot; and displaying the list on the display of the information terminal in response to the request information.

[0154] Methods of providing information relating to other aspects of this disclosure further include, in addition, second information indicating the deadline by which the user should receive the product, wherein the second information is generated based on a database managing the reservation status of the vending machine, taking into account the reservation status of the vending machine during the predetermined time period or the reservation status when the vending machine was previously used as a product pickup location.

[0155] An information provision method relating to another aspect of this disclosure is an information provision method in a management system used for a service that delivers goods to vending machines using an automated guided vehicle, which includes: obtaining request information for displaying a list of goods sold at a first store; obtaining first store information indicating the goods sold at the first store and the inventory of those goods; obtaining second store information indicating the goods sold at a second store located within a predetermined distance from the first store and the inventory of those goods; generating the product list based on the first store information and the second store information, which includes a first product that is in stock at the first store and a second product that is not in stock at the first store but is in stock at the second store; and displaying the product list on the display of the information terminal.

[0156] In other aspects of the information provision method relating to this disclosure, when the product list is displayed on the display of the information terminal, the first product and the second product are displayed in different forms.

[0157] In another aspect of the information provision method relating to this disclosure, when the product list is displayed on the display of the information terminal, the first product is displayed in a first color and the second product is displayed in a second color.

[0158] In another aspect of the information provision method relating to this disclosure, when the product list is displayed on the display of the information terminal, the first product is displayed in color and the second product is displayed in gray.

[0159] Other embodiments of the present disclosure are vending machines used in a service that delivers goods to a vending machine using an automated guided vehicle, the vending machine comprising: a housing including a first space and a second space; a floor plate located within the housing for placing the goods; a moving mechanism located within the housing and including a motor, which moves the floor plate along a loop path by the drive of the motor; and a control unit located within the housing for controlling the moving mechanism, wherein the loop path includes a first path located within the first space that moves the floor plate with the goods on it downward in the direction of gravity, and a second path located within the second space that moves the floor plate upward in the direction of gravity.

[0160] In a vending machine according to another aspect of this disclosure, the second space is narrower than the first space when viewed from above in the direction of gravity.

[0161] In a vending machine according to another aspect of the present disclosure, the floor plate has a first form in the first space and a second form in the second space that is different from the first form.

[0162] In the first embodiment of the vending machine according to another aspect of the present disclosure, the upper surface of the floor plate is perpendicular to the direction of gravity, and in the second embodiment, the upper surface of the floor plate is parallel to the direction of gravity.

[0163] In other embodiments of the present disclosure, a vending machine changes from the first form to the second form by rotating the floor plate around a line containing the center of gravity of the floor plate.

[0164] In a vending machine according to another aspect of the present disclosure, the floor plate is configured to be foldable, and the machine changes from the first form to the second form by folding the floor plate.

[0165] Vending machines according to other embodiments of this disclosure further include a locking structure for securing them in the first embodiment.

[0166] In another aspect of the present disclosure, the vending machine further includes a third space for storing the goods if the user does not come to pick them up, and the control unit controls the moving mechanism after a predetermined time has elapsed to move the floor plate on which the goods located in the first space are placed to the third space via a third path branching off from the loop path.

[0167] In another aspect of the present disclosure, the vending machine is positioned above in the direction of gravity and includes a top lid that is configured to be openable and closable, wherein when the top lid is open, the product is placed inside the vending machine via a wire extending downward from an automated guided vehicle (AGV) located above the vending machine.

[0168] In another aspect of the present disclosure, the vending machine is positioned above in the direction of gravity and includes a top lid that is configured to be openable and closable, wherein when the top lid is open, the product is placed inside the vending machine via a wire extending downward from an automated guided vehicle (AGV) located above the vending machine.

[0169] A control method relating to another aspect of this disclosure is a control method in a management system used for a service that delivers goods sold in a store to a vending machine using an automated guided vehicle, the method comprising: obtaining information indicating a product 1 ordered by the user, information indicating the delivery destination of the product 1, and information indicating the delivery time slot 1 of the product 1 from a user's information terminal; obtaining a box ID from a store terminal to identify a predetermined box installed in the store, the predetermined box being used to allow the automated guided vehicle to receive the ordered product 1; managing the information indicating the product 1, the information indicating the delivery destination of the product 1, the information indicating the delivery time slot 1 of the product 1, and the box ID in association; and transmitting the box ID and the information indicating the delivery destination of the product 1 to the automated guided vehicle.

[0170] A control method relating to another aspect of this disclosure further includes, upon obtaining information from a user's information terminal indicating a change in delivery time slot 1 for product 1 to delivery time slot 2, managing the information indicating product 1, the delivery destination for product 1, the information indicating delivery time slot 2 for product 1, and the box ID in association with each other.

[0171] A control method for an automated guided vehicle (AGV) according to another aspect of the present disclosure is a control method for an AGV in a management system used for a service that delivers goods to a vending machine using an AGV, comprising: obtaining location information indicating the current location of a user's information terminal from the user's information terminal; obtaining scheduled time information indicating the scheduled time at which the user will receive the goods ordered by the user from the vending machine from the user's information terminal; determining, based on the location information and the scheduled time information, whether the user will be able to receive the goods from the vending machine at the scheduled time; and, after determining that the user will be able to receive the goods from the vending machine at the scheduled time, controlling the actuator of the AGV to have the goods collected at a store that sells the goods.

[0172] A control method for an automated guided vehicle according to another aspect of the present disclosure determines that the user can receive the product from the vending machine at the scheduled time, when the current location of the information terminal is within a predetermined area including the vending machine.

[0173] An information provision method relating to another aspect of this disclosure is an information provision method in a management system used for a service that delivers goods to a vending machine using an automated guided vehicle, which includes: obtaining location information indicating the current location of a user's information terminal from the user's information terminal; obtaining scheduled time information indicating the scheduled time at which the user is scheduled to receive the goods ordered by the user from the vending machine; determining, based on the location information and the scheduled time information, whether the user will be able to receive the goods from the vending machine at the scheduled time; and, after determining that the user will be able to receive the goods from the vending machine at the scheduled time, transmitting information to a store that sells the goods instructing the automated guided vehicle to begin preparations for collecting the goods.

[0174] An information provision method relating to another aspect of this disclosure determines that the user can receive the product from the vending machine at the scheduled time, when the current location of the information terminal is within a predetermined area including the vending machine.

[0175] A control method for an automated guided vehicle (AGV) according to another aspect of the present disclosure is a control method for an AGV in a management system used for a service that delivers goods to a vending machine using an AGV, the method comprising: obtaining location information indicating the current location of a user's information terminal from the user's information terminal; obtaining scheduled time information indicating the scheduled time at which the user will receive the goods ordered by the user from the vending machine from the user's information terminal; determining, based on the location information and the scheduled time information, whether the user will be able to receive the goods from the vending machine at the scheduled time; and, after determining that the user will be able to receive the goods from the vending machine at the scheduled time, controlling the actuator of the AGV to move the goods from the AGV into the vending machine.

[0176] A control method for an automated guided vehicle according to another aspect of the present disclosure determines that the user can receive the product from the vending machine at the scheduled time, when the current location of the information terminal is within a predetermined area including the vending machine.

[0177] An information provision method relating to another aspect of this disclosure is an information provision method in a management system used for a service that delivers goods to vending machines using an automated guided vehicle, which includes: obtaining request information to display vending machines that can be used as pick-up locations for the goods; obtaining weather information including wind speed forecasts in a predetermined area; generating a list of a plurality of vending machines included in the predetermined area based on the weather information and a database managing the reservation status of the vending machines, the list including information indicating whether each of the plurality of vending machines is available for delivery during each time slot; indicating in the list that the predetermined vending machine is unavailable during a predetermined time slot when the wind speed forecast in the area including the predetermined vending machine exceeds a predetermined wind speed; and displaying the list on the display of the information terminal in response to the request information.

[0178] A control method for an automated guided vehicle (AGV) according to another aspect of the present disclosure is a control method for an AGV in a management system used for a service that delivers goods to a vending machine using an AGV, comprising: obtaining scheduled time information from the user's information terminal indicating the scheduled time at which the user will receive the goods ordered by the user at the vending machine; obtaining weather information indicating the predicted wind speed in the area including the vending machine; and, based on the scheduled time information and the weather information, determining that the wind speed in the area including the vending machine exceeds a predetermined wind speed at the scheduled time, sending a message to the user's information terminal to confirm whether to change the delivery time or cancel the order.

[0179] Another aspect of the present disclosure relates to a method for controlling an automated guided vehicle (AGV) in a management system used for a service that delivers goods to vending machines using an AGV, the method comprising: acquiring availability information for a first vending machine; determining, based on the availability information, that the first vending machine is currently full; sending a notification to the user's information terminal instructing the user to select one of three options: the first option is to receive the goods from a second vending machine different from the first vending machine; the second option is to change the time of receiving the goods from the first vending machine; and the third option is for the user to receive the goods directly.

[0180] A control method for an automated guided vehicle according to another aspect of the present disclosure, upon receiving notification from the user's information terminal that the first option has been selected, transmits the scheduled delivery time to the second vending machine to the information terminal and transmits an instruction to the store system to begin picking the products.

[0181] In another aspect of the present disclosure, a control method for an automated guided vehicle includes transmitting the modified arrival time to the user's information terminal when it receives notification from the user's information terminal that the second option has been selected.

[0182] A control method for an automated guided vehicle according to another aspect of the present disclosure, upon receiving notification from the user's information terminal that the third option has been selected, transmits a message to the information terminal regarding the user directly receiving the goods, and also transmits an instruction to the store system to begin picking the goods.

[0183] Another aspect of the present disclosure relates to a method for controlling an automated guided vehicle (AGV) in a management system used for a service that delivers goods to a vending machine using an AGV, and includes: acquiring image data from a camera mounted on the AGV within a predetermined area including the delivery destination; determining whether or not there is a person in the predetermined area based on the image data; and, if it is determined that there is a person, outputting a predetermined sound from a speaker mounted on the AGV.

[0184] In a control method for an automated guided vehicle according to another aspect of the present disclosure, the predetermined voice includes at least one of the following: that the goods will now be taken off the automated guided vehicle, that the person should not approach, that the person should move away, that the person should not move, or that the person should remain still.

[0185] An information provision method relating to another aspect of this disclosure is an information provision method in a management system used for a service that delivers goods to a vending machine using an automated guided vehicle, which includes: obtaining location information indicating the current location of a user's information terminal from the user's information terminal; obtaining scheduled time information indicating the time at which the user is scheduled to receive the goods ordered by the user from the vending machine; calculating, based on the location information and the scheduled time information, the time at which the user should start moving toward the vending machine in order to receive the goods from the vending machine at the scheduled time; and outputting a notification via the information terminal at or before the said time indicating that the user should start moving toward the vending machine.

[0186] An automated vending machine according to another aspect of the present disclosure is an automated vending machine used in a service that delivers goods to a vending machine using an automated guided vehicle, comprising a display, a housing including a top lid on which the display is installed and which is configured to be openable and closable, and a controller for setting the display mode of the display, wherein the display mode includes a first display mode and a second display mode, the first display mode being a display mode in which the goods delivered to the vending machine using the automated guided vehicle can be ordered via the display, and the second display mode being a display mode in which the goods cannot be ordered via the display, and the control unit sets the display mode of the display to the second display mode when the top lid is open and the goods are being lowered from the automated guided vehicle into the vending machine.

[0187] An information provision method relating to another aspect of this disclosure is an information provision method in a management system used for a service that delivers goods to a vending machine using an automated guided vehicle, which includes: obtaining information from a user's information terminal indicating goods ordered by the user and information indicating the vending machine to which the goods are to be delivered; sending an instruction to the automated guided vehicle to deliver the goods to the vending machine; receiving information from the automated guided vehicle or the vending machine indicating that the delivery of the goods to the vending machine has been completed; sending a message to the information terminal indicating that the delivery of the goods has been completed; and displaying a message on the information terminal indicating that the delivery of the goods has been completed.

[0188] Another embodiment of the present disclosure is an automated guided vehicle (AGV) comprising a housing, the housing having, when viewed from above in the direction of gravity, a first side, a second side adjacent to the first side, a third side adjacent to the second side, the third side and a fourth side adjacent to the first side, the housing comprising a first top cover connected to the first side and configured to be openable and closable, and a second top cover connected to the second side and configured to be openable and closable, wherein when the first top cover and the second top cover are closed, there exists a region in which the first top cover and the second top cover overlap.

[0189] In another aspect of the present disclosure, the housing includes a third top cover connected to the third side and configured to be openable and closable, wherein when the second top cover and the third top cover are closed, there exists an area where the second top cover and the third top cover overlap.

[0190] In another aspect of the present disclosure, the housing includes a fourth top cover connected to the fourth side and configured to be openable and closable, wherein when the first top cover, the third top cover, and the fourth top cover are closed, there is an area where the first top cover and the fourth top cover overlap, and there is an area where the third top cover and the fourth top cover overlap.

[0191] A control method relating to another aspect of the present disclosure is a control method in a transport system that includes transferring goods transported by a first automated guided vehicle (AGV) moving in the air to a second AGV moving on the ground, comprising: transmitting an arrival instruction to the first AGV to arrive at a first location at a first time; transmitting an arrival instruction to the second AGV to arrive at the first location at a second time prior to the first time; and transferring the goods transported by the first AGV to the second AGV at the first location.

[0192] Another aspect of the present disclosure is a delivery box for transferring goods transported by a first automated guided vehicle (AGV) moving through the air to a second automated guided vehicle (AGV) moving on the ground, comprising a housing, a first entrance provided above the housing for placing the goods transported by the first AGV, and a second entrance provided below the housing for the second AGV to enter.

[0193] A method relating to another aspect of the present disclosure is a method for inspecting electric wires using an automated guided vehicle, wherein the automated guided vehicle travels along rails connecting utility poles, the electric wires are located above the rails, and the distance y from a camera mounted on the automated guided vehicle to the electric wires is calculated in advance using the height h1 from the ground to the rails, the deflection x of the rails that occurs when the automated guided vehicle travels along the rails, and the height h3 from the ground to the electric wires, and the camera is used as the focal length of the camera to photograph the electric wires.

[0194] An automated guided vehicle according to another aspect of the present disclosure comprises a machine body, a first connector that is connectable to a rail and connected to the machine body, a second connector that is connectable to the rail and connected to the machine body at a position away from the first connector, and a third connector that is connectable to the rail and positioned between the first connector and the second connector, wherein the first connector has a first roller that rotatably contacts the rail, the second connector has a second roller that rotatably contacts the rail, and the third connector has a third roller that rotatably contacts the rail.

[0195] An automated guided vehicle according to another aspect of the present disclosure has a turntable rotatably mounted on the main body of the machine, the second connector is connected to the turntable, extends toward the rail relative to the turntable, is movable vertically with respect to the upper surface of the machine, and rotates in accordance with the rotation of the turntable.

[0196] An automated guided vehicle according to another aspect of the present disclosure comprises a slide rail provided on the turntable, a slider block provided on the third connecting body, and a motor that provides a driving force to move the slider block along the slide rail.

[0197] An automated guided vehicle according to another aspect of the present disclosure further comprises a sliding mechanism including a connecting support portion provided on the machine body and sliding along a horizontal direction which is perpendicular to the longitudinal direction of the machine body, and a sliding body portion that slidably supports the connecting support portion.

[0198] A method for turning left or right for an automated guided vehicle (AGV) according to another aspect of the present disclosure is an AGV comprising a machine body, a first connecting body connectable to a rail and connected to the machine body, a second connecting body connectable to the rail and connected to the machine body at a position away from the first connecting body, a third connecting body connectable to the rail and positioned between the first and second connecting bodies, and a turntable rotatably provided with respect to the machine body, wherein the third connecting body is connected to the turntable and, in the case of a first rail and a second rail that intersect or intersect at different levels, when the AGV moves from the first rail to the second rail, or from the second rail to the first rail, it raises the machine body and connects to the first connecting body This includes moving the body and the second connector away from the first rail, lowering the main body of the aircraft so that the first connector and the second connector are positioned lower than the first rail, rotating the turntable so that the main body of the aircraft is positioned vertically below the second rail, raising the main body of the aircraft so that the first connector and the second connector are positioned higher or lower than the second rail, thereby connecting the first connector and the second connector to the second rail, raising the main body of the aircraft so that the third connector is moved away from the first rail, rotating the turntable, and connecting the third connector to the second rail.

[0199] A delivery box according to another aspect of the present disclosure comprises a basket for storing packages, a lifting siding through which the basket moves up and down, a box for storing packages, and a drive unit for moving the basket up and down within the lifting siding, wherein the lifting siding has a delivery door covering a delivery opening formed vertically upward, and when the basket is raised within the lifting siding by the drive unit, it pushes up the delivery door, thereby opening the delivery door.

[0200] A delivery box according to another aspect of the present disclosure comprises a basket for storing packages, a lifting shaft through which the basket moves up and down, a box for storing packages that communicates with the inside of the lifting shaft via a loading opening, a loading door that can open and close the loading opening, and a drive unit that moves the basket up and down in the lifting shaft, wherein the basket has a pin and a pin drive unit that causes the pin to protrude from the basket, the inside of the box communicates with the inside of the lifting shaft via a loading opening, and when the basket is lowered in the lifting shaft by the drive unit, the pin drive unit causes the pin to protrude from the basket, causing the pin to open the loading door.

[0201] A rail connector according to another aspect of the present disclosure is a rail connector for connecting a first rail and a second rail, comprising: a first rail connector that connects to the first rail; a first rail extension connected to the first rail connector and extending horizontally in a direction perpendicular to the longitudinal direction of the first rail; a second rail connector that connects to the second rail; and a second rail extension connected to the second rail connector, extending horizontally in a direction perpendicular to the longitudinal direction of the second rail and connected to the first rail extension, wherein, at an intersection or overpass where the first rail and the second rail intersect or cross each other, when the automated guided vehicle (AGV) turns right, the rail connector is positioned to the left of the AGV's direction of travel, and when the AGV turns left, the rail connector is positioned to the right of the AGV's direction of travel.

[0202] An unmanned aerial vehicle according to another aspect of the present disclosure comprises an aircraft body, a first connector that is connectable to a rail and connected to the aircraft body, a second connector that is connectable to the rail and connected to the aircraft body at a position away from the first connector, and a third connector that is connectable to the rail and positioned between the first connector and the second connector, wherein when the unmanned aerial vehicle turns right, the first connector and the second connector are positioned on the right side of the direction of travel of the unmanned transporter, with the rail connector and the rail in between, and when the unmanned aerial vehicle turns left, the first connector and the second connector are positioned on the left side of the direction of travel of the unmanned transporter, with the rail connector and the rail in between.

[0203] In another aspect of the present disclosure, when the unmanned aerial vehicle makes a right turn, the third connector is positioned to the right of the direction of travel of the unmanned transporter, with the rail connector and the rail in between, and the rail includes a first rail and a second rail, and when the unmanned transporter moves from the first rail to the second rail, or from the second rail to the first rail, the third connector extends, so that the third connector separates from the first rail or the second rail, and the third connector connects to the second rail or the first rail.

[0204] In another aspect of the present disclosure, when the unmanned aerial vehicle makes a left turn, the third connector is positioned to the left of the direction of travel of the unmanned transporter, with the rail connector and the rail in between, and the rail includes a first rail and a second rail, and when the unmanned transporter moves from the first rail to the second rail, or from the second rail to the first rail, the third connector extends, so that the third connector separates from the first rail or the second rail, and the third connector connects to the second rail or the first rail.

[0205] These comprehensive or specific embodiments may be implemented as a system, method, integrated circuit, computer program, or recording medium such as a computer-readable CD-ROM, or as any combination of a system, method, integrated circuit, computer program, or recording medium.

[0206] The embodiments described below are all general or specific examples. The numerical values, shapes, materials, components, arrangement and connection configurations of components, steps, and the order of steps shown in the following embodiments are examples only and are not intended to limit this disclosure. Components in the following embodiments that are not described in an independent claim will be described as optional components.

[0207] The embodiments will be described in detail below with reference to the drawings.

[0208] (Embodiment 1) [composition] Figure 1A is a block diagram illustrating the management server 9 in Embodiment 1. Figure 1B is a perspective view illustrating the lifting system 6a and cargo in Embodiment 1.

[0209] As shown in Figures 1A and 1B, the flight system is a system that can deliver packages (goods) from a delivery source to a delivery destination using the lifting system 6a. For example, the lifting system 6a delivers the packages to the delivery destination by having an unmanned aerial vehicle 10f carrying the packages fly. The delivery source is the party sending the packages, and the delivery destination is the party receiving the packages. In this embodiment, the delivery source is a distribution center, a facility of a courier company, a convenience store that serves as a relay point, etc. Also in this embodiment, the delivery destination is the party receiving the packages, i.e., the destination, and is, for example, a house, a convenience store that serves as a relay point, or a delivery box installed in a house, convenience store, etc. The relay point is a convenience store or a facility installed adjacent to a convenience store, but is not limited to this. The size of the unmanned aerial vehicle 10f may be varied depending on the size of the packages to be delivered.

[0210] The flight system includes a management server 9 and an elevator system 6a.

[0211] <Management Server 9> As shown in Figure 1A, the management server 9 is wirelessly connected to the elevator system 6a. The management server 9 sets the movement route of the elevator system 6a based on the location information of the delivery destination and the location information of the delivery source. The management server 9 also acquires the location information of the elevator system 6a and changes the movement route according to the status of the set movement route of the elevator system 6a. Furthermore, the management server 9 sets the movement route of the elevator system 6a according to other elevator systems 6a that are in operation or scheduled to be in operation. The management server 9 sends departure instructions to the elevator system 6a based on the set movement route. The management server 9 also manages the flight status of the elevator system 6a. Such a management server 9 is implemented by a computer, cloud server, etc. The movement route is the flight route for the elevator system 6a to move through areas where rails 7 are installed and areas where rails 7 are not installed, and is shown in map data.

[0212] The rails 7 are, for example, stretched at a height of several meters to tens of meters above the ground and fixed by supports, facilities, etc. installed on the ground. The rails 7 may be stretched over the entire area above ground, or they may be stretched at least around the delivery destination. The rails 7 may be stretched along a road, for example.

[0213] Rail 7 has connection points. A connection point is the part where one rail 7 is connected to another rail 7. A sheet-like, mesh-like, or plate-like structure is placed directly below the connection point.

[0214] The management server 9 comprises a first communication unit 91, a storage unit 92, and a display 93.

[0215] The first communication unit 91 is a wireless module capable of wireless communication with the elevator system 6a. For example, the receiving unit of the first communication unit 91 receives location information from the elevator system 6a, and the transmitting unit of the first communication unit 91 transmits information indicating the travel route and departure instructions to the elevator system 6a.

[0216] The memory unit 92 is a recording medium that stores map information indicating the flight route for the lifting system 6a to move. The memory unit 92 is composed of an HDD (Hard Disk Drive) or semiconductor memory, etc.

[0217] The display 93 is a display unit that shows the current position of the lifting system 6a and the planned route of the lifting system 6a. The display 93 also shows the status of the lifting system 6a. The status of the lifting system 6a includes altitude, output, travel speed, tilt angle relative to the horizontal plane, and fault status.

[0218] <Lifting system 6a> When the lifting system 6a receives information indicating a movement route set by the management server 9, it moves according to the movement route indicated in that information. The lifting system 6a moves from the delivery source to the delivery destination by flying or moving along the rails 7, and delivers the package to the delivery destination.

[0219] The lifting system 6a comprises an unmanned aerial vehicle 10f and a first thruster device 110.

[0220] <Unmanned aircraft 10f> The unmanned aerial vehicle 10f is, for example, an aircraft such as a drone. The unmanned aerial vehicle 10f not only flies in the air but also moves along rails 7 laid out on the ground. The unmanned aerial vehicle 10f flies along rails 7 while connected to wire 51 and with the first thruster device 110 connected. In this embodiment, the flight system may include rails 7 as a constituent element.

[0221] Specifically, the unmanned aerial vehicle 10f moves from the source to the destination along the rail 7 with its ring-bearing arm 30 connected to the rail 7. More specifically, the unmanned aerial vehicle 10f flies from the source to the destination with its arm 30 connected to the rail 7 (hereinafter, the arm 30 may be referred to as being connected to the rail 7). Here, moving along the rail 7 does not necessarily mean that the arm 30 of the unmanned aerial vehicle 10f slides directly on the rail 7. If the arm 30 slides directly on the rail 7, both the arm 30 and the rail 7 may wear down, so the rail 7 and the arm 30 of the unmanned aerial vehicle 10f may fly without contact.

[0222] In this embodiment, there is one unmanned aerial vehicle 10f, but multiple unmanned aerial vehicles 10f, for example, a first unmanned aerial vehicle and a second unmanned aerial vehicle, may fly while connected by a wire 51 or the like.

[0223] The unmanned aerial vehicle 10f comprises an aircraft body 1220, multiple detection units, a control processing unit 11, a drive control unit 12, a second communication unit 13, and a battery 14.

[0224] The aircraft body 1220 is equipped with multiple propellers 22, multiple first propeller drive motors 23, multiple detection units, a control processing unit 11, a drive control unit 12, a second communication unit 13, and a battery 14, among other things.

[0225] The aircraft body 1220 includes a main body 21, an arm 30, a plurality of propellers 22, and a plurality of first propeller drive motors 23. The aircraft body 1220 may be an example of an unmanned aerial vehicle.

[0226] The main body 21 is composed of a rectangular frame-like structure. The main body 21 supports a plurality of first propeller drive motors 23 in a predetermined position. The main body 21 may have an opening formed inside into which the first thruster device 110 can be placed. In other words, when the first thruster device 110 is mounted on the aircraft body 1220, the main body 21 may be arranged to surround the first thruster device 110 and support the first thruster device 110 in a predetermined position.

[0227] The arm 30 connects to the rail 7. Multiple arms 30 may be provided on the main body 1220, or there may be just one.

[0228] Multiple propellers 22 are provided on the upper surface of the aircraft body 1220. Specifically, the multiple propellers 22 are provided on the aircraft body 1220 such that their planes of rotation are substantially parallel to a plane perpendicular to the thickness direction of the aircraft body 1220. The multiple propellers 22 correspond one-to-one with multiple first propeller drive motors 23, and the rotational drive of each first propeller drive motor 23 rotates the propellers around the rotation axis of the first propeller drive motors 23, thereby providing thrust to the unmanned aerial vehicle 10f. Each propeller 22 is provided at a corner of the aircraft body 1220, and in this embodiment, four propellers 22 are arranged on the aircraft body 1220. Note that there may be three or fewer propellers 22, or five or more.

[0229] The multiple first propeller drive motors 23 are electric motors that rotate each of the multiple propellers 22. Each first propeller drive motor 23 is driven and controlled by the control processing unit 11. Each first propeller drive motor 23 is fixed to the corner of the main body portion 21 of the aircraft body 1220. In this embodiment, four first propeller drive motors 23 are arranged on the aircraft body 1220. Note that the first propeller drive motors 23 do not have to be fixed to the corners of the main body portion 21, and may be fixed to other locations. Note that there may be three or fewer first propeller drive motors 23, or five or more.

[0230] The multiple detection units include, for example, a GPS (Global Positioning System) sensor 41, a gyro sensor 42, a speed sensor 43, a wind speed sensor 44, a camera sensor 45, a tension sensor 46, and the like. The control processing unit 11 also determines whether or not a load is attached to the support 111 of the first thruster device 110 based on the detection units mounted on the first thruster device 110. In this case, the detection units may include a proximity sensor that detects a load close to the support 111 of the first thruster device 110, a switch sensor that is pressed when a load is attached to the support 111 of the first thruster device 110, a weight sensor that detects the weight of the lifting system 6a (or the first thruster device 110), and the like.

[0231] The GPS sensor 41 detects geospatial location information such as latitude and longitude indicating the position of the unmanned aerial vehicle 10f. The GPS sensor 41 outputs location information indicating the current position of the unmanned aerial vehicle 10f to the control processing unit 11. The GPS sensor 41 is an example of a sensor.

[0232] The gyro sensor 42 detects the angular velocity and acceleration of the aircraft body 1220 of the unmanned aerial vehicle 10f during flight. The gyro sensor 42 outputs angular velocity information and acceleration information, indicating the angular velocity and acceleration of the aircraft body 1220 of the unmanned aerial vehicle 10f, to the control processing unit 11.

[0233] The speed sensor 43 is a sensor that detects the movement speed of the unmanned aerial vehicle 10f, for example, it detects the speed of the unmanned aerial vehicle 10f during flight and while hovering. The speed sensor 43 outputs speed information, which is information indicating the movement speed of the unmanned aerial vehicle 10f, to the control processing unit 11.

[0234] The wind speed sensor 44 is a sensor that detects the wind speed around the unmanned aerial vehicle 10f, for example, it detects the wind speed around the unmanned aerial vehicle 10f when it is hovering. When the first thruster device 110 detaches from the unmanned aerial vehicle 10f and descends, the wind speed sensor 44 detects the wind speed around the unmanned aerial vehicle 10f. The wind speed sensor 44 outputs wind speed information, which is information indicating the wind speed around the unmanned aerial vehicle 10f, to the control processing unit 11.

[0235] The camera sensor 45 is mounted on the aircraft body 1220 and is an imaging device capable of capturing images of the package and delivery box from above. The camera sensor 45 captures images of the package and delivery box and outputs the image information, which is the captured image, to the control processing unit 11. For example, the image information includes information such as the relative position (distance) between the package and the delivery box, the distance from the aircraft body 1220 to the package, the distance from the aircraft body 1220 to the delivery box, and the height from the ground to the opening of the delivery box. The camera sensor 45 may be, for example, a TOF (Time-of-Flight) camera, a distance measuring sensor, etc.

[0236] The tension sensor 46 is a sensor that detects the tension of the wire 51 connecting the unmanned aerial vehicle 10f and the first thruster device 110. The tension sensor 46 outputs tension information indicating the tension of the wire 51 connecting the unmanned aerial vehicle 10f and the first thruster device to the control processing unit 11.

[0237] The control processing unit 11 controls the flight state of the unmanned aerial vehicle 10f and controls the winding and unwinding of the wire 51. The flight states of the unmanned aerial vehicle 10f include forward, backward, right turn, left turn, and hovering.

[0238] The control processing unit 11 acquires position information, angular velocity information, acceleration information, and velocity information to control the movement speed, acceleration, etc., of the unmanned aerial vehicle 10f. Specifically, based on the position information, angular velocity information, acceleration information, and velocity information, the control processing unit 11 controls the tilt of the aircraft body 1220 in the horizontal direction, and controls the rotation speed of the propeller 22 of the unmanned aerial vehicle 10f by controlling the first propeller drive motor 23.

[0239] Furthermore, the control processing unit 11 detects the amount of movement of the unmanned aerial vehicle 10f when it is hovering by acquiring wind speed information, etc. Specifically, since the main body 1220 of the aircraft is moved by the wind, the control processing unit 11 corrects the positional deviation of the unmanned aerial vehicle 10f due to the wind by controlling the tilt of the main body 1220 with respect to the horizontal direction and by controlling the rotation speed of the propeller 22 of the unmanned aerial vehicle 10f. In addition, the control processing unit 11 may correct the positional deviation of the unmanned aerial vehicle 10f due to the wind based on position information, angular velocity information and speed information.

[0240] Furthermore, the control processing unit 11 acquires image information and corrects the position of the lifting system 6a so that the package is positioned above the destination point of the delivery.

[0241] The drive control unit 12 comprises a propeller control module 12b and a wire control module 12c. Alternatively, as in this embodiment, the drive control unit 12 may also include a wire control module 12c.

[0242] The propeller control module 12b controls the drive of multiple first propeller drive motors 23 based on instructions from the control processing unit 11. In other words, when the propeller control module 12b receives a drive instruction from the control processing unit 11, it controls the rotation speed, rotation direction (clockwise or counterclockwise), etc., of multiple propellers 22. The propeller control module 12b also controls the drive and stop of propellers 22 corresponding to one or more of the multiple first propeller drive motors 23, and controls their rotation speed and rotation direction.

[0243] The wire control module 12c may control the unwinding and winding of the wire 51 based on instructions from the control processing unit 11. That is, when the wire control module 12c receives an instruction to unwind the wire 51 from the control processing unit 11, it may drive the wire drive motor 24 to unwind the wire 51 and move the first thruster device 110 away from the unmanned aerial vehicle 10f. Also, when the wire control module 12c receives an instruction to wind up the wire 51 from the control processing unit 11, it may drive the wire drive motor 24 to wind up the wire 51 and retrieve the first thruster device 110.

[0244] The unmanned aerial vehicle 10f may also be equipped with wire-driven motors 24. That is, the wire-driven motors 24 may be mounted on the main body 21 of the aircraft body 1220. The wire-driven motors 24 may also be electric motors that rotate reels that unwind and wind up the wire 51. Each wire-driven motor 24 may be driven and controlled by a wire control module 12c via a control processing unit 11.

[0245] The second communication unit 13 is a wireless module capable of wireless communication with the management server 9. For example, when the receiving unit of the second communication unit 13 receives departure instructions and information indicating the travel route from the management server 9, it outputs the received departure instructions to the control processing unit 11, or transmits location information detected by the GPS sensor 41 to the management server 9.

[0246] Battery 14 is a battery that supplies power to the first propeller drive motor 23 and other components for the flight of the unmanned aerial vehicle 10f, and is implemented using a lithium battery or the like. Battery 14 supplies power to the control processing unit 11, the multiple first propeller drive motors 23, and the like.

[0247] The aircraft body 1220 is elongated along the length of the rail 7. A propeller drive motor 1211b is fixed to the side of the aircraft body 1220. The rotation axis of this propeller drive motor 1211b is fixed to the support in a position that is approximately parallel to the horizontal direction. The rotation plane of the propeller (hereinafter referred to as the side propeller 22a) of the propeller drive motor 1211b, which is positioned on the side of the aircraft body 1220, is approximately parallel to the vertical plane.

[0248] The propeller drive motor 1211b is configured to move vertically relative to the aircraft body 1220. The actuator of the drive control unit 12 is controlled by the control processing unit 11. The propeller drive motor 1211b provides thrust to the unmanned aerial vehicle 10f in the horizontal direction, that is, in a direction perpendicular to the rotation plane of the side propellers 22a. As a result, the unmanned aerial vehicle 10f moves along the length of the rail 7.

[0249] The side propeller 22a is positioned so as not to interfere with any of the other propellers 22. In other words, the plane of rotation of the side propeller 22a does not intersect with the planes of rotation of any of the other propellers 22. For example, the vertical upper end of the plane of rotation of the side propeller 22a is positioned vertically below the extended plane of rotation of the propeller 22 positioned on the side of the side propeller 22a. In other words, the side propeller 22a is positioned below a virtual plane. The virtual plane may be approximately parallel to or include the upper surface of the aircraft body 1220, and may be approximately parallel to or include the planes of rotation of the multiple propellers 22. This prevents contact with all of the other propellers 22 even when the propellers 22 positioned on the sides of the aircraft body 1220 are rotating.

[0250] The control processing unit 11 stops the propeller drive motor 1211b so that the length of the propeller 22 is approximately parallel to the length of the aircraft body 1220. As a result, the width of this unmanned aerial vehicle 10f is reduced, and therefore the flight frame is reduced. The flight frame is a frame that defines the range of movement of the lifting system 6a connected to the rail 7.

[0251] <First thruster device 110> The first thruster device 110 is a device capable of correcting the position of a package relative to a delivery box. The first thruster device 110 can communicate with the main body 1220 of the unmanned aerial vehicle 10f via wire 51, but wireless communication may also be used using a communication module or the like. The first thruster device 110 may be an unmanned aerial vehicle 10f such as a drone. The first thruster device 110 is an example of the first adapter.

[0252] The first thruster device 110 is the first sub-unit of the unmanned aerial vehicle 10f and is detachably attached to the unmanned aerial vehicle 10f.

[0253] The first thruster device 110 includes a support 111, wires 51, a plurality of second propeller drive motors 112, a plurality of propellers 113, a thruster control unit 124, a wire control module 125, one or more actuators 126, and a camera sensor 127. The support 111 is an example of the first support.

[0254] The support member 111 is a support member that can hold the luggage in a predetermined position by engaging with the upper part of the luggage. The support member 111 holds the luggage in a detachable manner. The support member 111 has a polygonal frame that surrounds the luggage. The support member 111 can hold the luggage in a predetermined position by storing the luggage inside an opening formed in the center of the support member 111, surrounding the upper edge of the luggage and gripping it by sandwiching it, or by connecting to the luggage. The support member 111 is an example of a first adapter.

[0255] The support 111 is detachably attached to the unmanned aerial vehicle 10f. The lower end of the wire 51 (sub-wire, described later) is connected to the support 111. The support 111 has a shape that corresponds to the shape of the cargo when viewed from above. In this embodiment, the support 111 has a rectangular shape, which is an example of a polygonal shape.

[0256] The support body 111 supports multiple second propeller drive motors 112. Multiple second propeller drive motors 112 and multiple propellers 113 are provided on the outer peripheral side surface of the support body 111. In this embodiment, two propellers 113 and two second propeller drive motors 112 are provided on each side of the support body 111.

[0257] Wire 51 connects the first thruster device 110 and the unmanned aerial vehicle 10f. One end of wire 51 is connected to the unmanned aerial vehicle 10f, and the other end is connected to the first thruster device 110.

[0258] The wire 51 is capable of suspending the support 111 and is directly connected to at least one connection point of the support 111. The wire 51 suspends the support 111 by having one end connected to the support 111 and the other end connected to an object located off the ground. The object is, for example, the rail 7 described above, or an unmanned aerial vehicle 10f such as a drone. When the wire 51 suspends the first thruster device 110 from the object, it holds the first thruster device 110 in a horizontal position.

[0259] The wire 51 may also be provided with a communication line to connect the unmanned aerial vehicle 10f and the first thruster device 110 in a communication manner, and may also be provided with a power line to supply power to the unmanned aerial vehicle 10f. If the wire 51 is not provided with a communication line or a power line, the wire 51 may be simply a wire made of metal, resin, etc. In this case, the unmanned aerial vehicle 10f and the first thruster device 110 may be connected in a communication manner via wireless communication. In this case, the first thruster device 110 may also have a battery 14.

[0260] The multiple second propeller drive motors 112 are electric motors that rotate each of the multiple propellers 113 by rotating the rotation axis of the motor body. Each of the multiple second propeller drive motors 112 is individually controlled for driving and stopping by the thruster control unit 124. The second propeller drive motors 112 may be powered, for example, from the battery 14 of the airframe 1220 of the unmanned aerial vehicle 10f via wire 51. Alternatively, a battery may be mounted on the support 111, and each of the multiple second propeller drive motors 112 may be powered from that battery.

[0261] Multiple second propeller drive motors 112 are arranged on the side surfaces that constitute the outer circumference of the support body 111. The multiple second propeller drive motors 112 are distributed around the support body 111 and are supported by the support body 111. The multiple second propeller drive motors 112 are rotatably supported relative to the frame by actuators 126.

[0262] Each of the multiple propellers 113 is positioned on the outer periphery of the support 111 and is arranged on the support 111 to generate thrust in the horizontal direction. Each of the multiple propellers 113 is mounted on the support 111 in a position where the rotation plane of the propeller 113 and the vertical direction are approximately parallel, and air is expelled to the outside of the support 111. The rotation plane is the plane on which the blades of the propeller 113 rotate, and is perpendicular to the rotation axis of the propeller 113 (the rotation axis of the second propeller drive motor 112).

[0263] The multiple propellers 113 include one or more first propellers arranged on a pair of first side surfaces included in the outer peripheral side surface of the support 111, and one or more second propellers arranged on a pair of second side surfaces included in the outer peripheral side surface, which are different from the pair of first side surfaces of the support 111. In this embodiment, one or more first propellers are provided on the front first side surface and the rear first side surface of the pair of first side surfaces, and one or more second propellers are provided on the right second side surface and the left second side surface of the pair of second side surfaces.

[0264] Multiple propellers 113 correspond one-to-one with the rotation axes of multiple second propeller drive motors 112 and are fixed one-to-one with the rotation axes of multiple second propeller drive motors 112. Each of the multiple propellers 113 is driven by the multiple second propeller drive motors 112 and generates thrust along the longitudinal direction of the rotation axis. The rotation plane of the multiple propellers 113 is tilted with respect to a virtual plane in synchronization with the rotation of the multiple second propeller drive motors 112. The virtual plane is a plane that contains the center of each of the multiple propellers 113 when the orientation of each of the multiple second propeller drive motors 112 with respect to the support 111 is the same. The virtual plane is preferably a virtual plane. The center of the propeller 113 is the point where the axis of the rotation axis of the second propeller drive motor 112 intersects with the rotation plane of the propeller 113.

[0265] The angle θ formed by the rotation axes (i.e., axial centers) of the multiple second propeller drive motors 112 with respect to the virtual plane is between -45 degrees and +45 degrees. This angle θ is the range of motion in which the rotation axes of the multiple second propeller drive motors 112 swing with respect to the virtual plane, and with the virtual plane as the reference plane, the angle θ of the axial center of the rotation axis with respect to the virtual plane is in the range of -45 degrees to +45 degrees. In particular, it is preferable that this angle θ is between -30 degrees and +30 degrees.

[0266] The camera sensor 127 is located on the package side of the support 111, that is, vertically downward, and outputs image information acquired by imaging the delivery box to the thruster control unit 124. Multiple camera sensors 127 may be provided. Furthermore, the camera sensor 127 is not an essential component of the first thruster device 110. Therefore, the first thruster device 110 does not need to have a camera sensor 127.

[0267] The thruster control unit 124 controls the drive of at least one of the plurality of second propeller drive motors 112 of the first thruster device 110 for at least a portion of the period during which the wire 51 is extended.

[0268] Specifically, the thruster control unit 124 calculates the positions of the delivery box and the package based on image information acquired from the camera sensor 127 of the first thruster device 110 and image information acquired from the camera sensor 45 of the unmanned aerial vehicle 10f. The thruster control unit 124 moves the first thruster device 110 and the package so that the package fits inside the opening of the delivery box when viewed from above, by controlling the multiple second propeller drive motors 112 of the first thruster device 110 so that the package is positioned vertically above the opening of the delivery box. Specifically, the thruster control unit 124 calculates the error (positional misalignment) between the opening of the delivery box and the package, and corrects the position of the package relative to the opening of the delivery box to correct the calculated error.

[0269] Furthermore, the thruster control unit 124 adjusts the angle θ formed by the rotation axes of the multiple second propeller drive motors 112 with respect to the virtual plane by controlling one or more actuators 126. The thruster control unit 124 controls the attitude of the multiple second propeller drive motors 112 by rotating them relative to the support body 111 by controlling the actuators 126. The thruster control unit 124 controls the angle θ at which the multiple second propeller drive motors 112 rotate relative to the support body 111, and the angle θ of the rotation axes of the multiple second propeller drive motors 112 with respect to the virtual plane. Note that the thruster control unit 124 can individually control the angle θ of the multiple second propeller drive motors 112 with respect to the virtual plane.

[0270] The thruster control unit 124 also controls the rotational speed of the rotational shafts of the multiple second propeller drive motors 112. The thruster control unit 124 controls the rotational speed of the rotational shafts by changing the current value supplied to the multiple second propeller drive motors 112. The thruster control unit 124 can also individually control the rotational speed of the rotational shafts of the multiple second propeller drive motors 112.

[0271] The thruster control unit 124 has a first mode and a second mode. In the first mode, the rotation axes of the multiple second propeller drive motors 112 are tilted so that the angle θ of the rotation axes of the multiple second propeller drive motors 112 with respect to the virtual plane is 0 degrees. In the second mode, one or more rotation axes are tilted with respect to the virtual plane so that the angle θ is an elevation angle.

[0272] Furthermore, the thruster control unit 124 controls the wire control module 125 by acquiring tension information. Specifically, the thruster control unit 124 adjusts the distance of the first thruster device 110 to the unmanned aerial vehicle 10f by controlling the winding or unwinding of the wire 51.

[0273] The wire control module 125 includes a wire drive motor and a reel.

[0274] The wire drive motor is an electric motor that rotates a reel that winds up or unwinds the wire 51. Each wire drive motor is driven and controlled by the thruster control unit 124.

[0275] The reel can wind up or unwind the wire 51 by rotating. The rotation of the reel is controlled by the wire control module 125.

[0276] The wire control module 125 controls the winding or unwinding of the wire 51 based on instructions from the thruster control unit 124. When the first thruster device 110 is attached to the unmanned aerial vehicle 10f, the wire control module 125 receives a winding instruction for the wire 51 from the thruster control unit 124 and drives the wire drive motor to rotate the reel and wind up the wire 51. Also, when the first thruster device 110 is separated from the unmanned aerial vehicle 10f, the wire control module 125 receives a wire release instruction (unwinding instruction) for the wire 51 from the thruster control unit 124 and drives the wire drive motor to rotate the reel and unwind the wire 51.

[0277] One or more actuators 126 adjust the angle θ formed by the rotation axes of the multiple second propeller drive motors 112 with respect to a virtual plane. Specifically, one or more actuators 126 are driven by the thruster control unit 124 to rotate the multiple second propeller drive motors 112, thereby changing the attitude of the multiple second propeller drive motors 112 with respect to the support 111. One or more actuators 126 are composed of, for example, drive mechanisms such as gears, pulleys, and belts.

[0278] As shown in Figure 1B, this lifting system 6a is capable of passing through a flight frame that is 120 cm wide and 60 cm high. Specifically, the aircraft body 1220 has a length of 150 cm, a width of 90 cm, and a height of 60 cm, parallel to the length of the rail 7. Furthermore, in the lifting system 6a, when the propeller 22 of the unmanned aerial vehicle 10f is rotating, the height becomes 60 cm and the width becomes 90 cm, and when the propeller 22 of the unmanned aerial vehicle 10f is stopped, the height becomes 60 cm and the width becomes 60 cm. In this lifting system 6a, when the propeller 22 is rotating, there is a 15 cm gap in the lateral direction at both ends of the unmanned aerial vehicle 10f, and in the height direction (vertical direction), there is a 50 cm gap above the unmanned aerial vehicle 10f and a 10 cm gap below it. Also, the rail 7 is 30 cm away from the top of the unmanned aerial vehicle 10f. These figures are merely examples and are not limited to those described in this embodiment.

[0279] Furthermore, the dimensions of the first thruster device 110 with a load are 65 cm in length, 45 cm in width, and 50 cm in height. It should be noted that the first thruster device 110 can accommodate loads of various sizes.

[0280] Furthermore, in this lifting system 6a, the first thruster device 110 may carry not only one package but also multiple packages. That is, the first thruster device 110 can grasp multiple packages and support them in a predetermined position. Also, when storing packages in a delivery box, the first thruster device 110 can detach some of the packages from among the multiple packages.

[0281] Figure 2 is a schematic diagram illustrating how the first thruster device 110 is grasping two packages. Figure 3 is a schematic diagram illustrating how the first thruster device 110 is storing the two packages in the delivery box 1008.

[0282] Furthermore, Figure 3 illustrates the scenario where the unmanned aerial vehicle 10f arrives vertically above the delivery box 1008.

[0283] As shown in Figure 3a, the unmanned aerial vehicle 10f first flies to a location vertically above the delivery box 1008, which is the delivery destination, and arrives there.

[0284] Next, as shown in Figures 3a and 3b, the control processing unit 11 controls the wire control module 12c to rotate the reel and start paying out the wire 51. As a result, the first thruster device 110 starts to descend.

[0285] The first thruster device 110 descends while correcting its position relative to the delivery box 1008. The control processing unit 11 repeatedly corrects the overlap error between the first thruster device 110 and the opening of the delivery box 1008 in the vertical direction, until the opening of the delivery box 1008 aligns with the first thruster device 110, i.e., the package.

[0286] As shown in Figure 3c, the first thruster device 110 lowers some of the packages into the delivery box 1008. Specifically, the first thruster device 110 descends so as to cover the opening of the delivery box 1008, and separates and stores the package that should be stored in the delivery box from the two packages. In other words, the control processing unit 11 extracts packages whose identification code (e.g., address) matches the identification code (e.g., address) attached to the package, and stores only the extracted packages in the delivery box. In this embodiment, since there is only one package, the first thruster device 110 separates and stores one package.

[0287] As shown in Figure 3d, the first thruster device 110 detaches the package, stores it in the delivery box 1008, then rises and attaches to the main body 1220 of the unmanned aerial vehicle 10f. The lifting system 6a then returns to the delivery location.

[0288] In this way, since the first thruster device 110 can carry multiple loads, the lifting system 6a can deliver loads to multiple destinations in a single flight. Therefore, the decrease in social energy efficiency due to the movement of the lifting system 6a for load delivery can be suppressed. In addition, since the increase in the overall amount of movement by the lifting system 6a can be suppressed, the decrease in delivery efficiency can be suppressed.

[0289] Figure 4 is a schematic diagram illustrating how the first thruster device 110 stores four packages in the delivery box 1008. Figure 5 is a schematic diagram illustrating how the first thruster device 110 stores eight packages in the delivery box 1008. In both Figure 4 and Figure 5, the process is the same as in Figure 3.

[0290] (Modification 1 of Embodiment 1) In the following description, the basic configuration of the lifting system 6b of the aircraft in this modified example is the same as the basic configuration of Embodiment 1, so the explanation of the basic configuration of the lifting system 6b in this modified example will be omitted as appropriate. This modified example differs from the embodiment in that a second thruster device 130 is further provided to carry cargo, and the first thruster device 110 and the second thruster device 130 are arranged side by side on the unmanned aerial vehicle 10f along the length of the rail 7.

[0291] Figure 6 is a perspective view illustrating the lifting system 6b and cargo in a modified example 1 of Embodiment 1.

[0292] In this modified example, as shown in Figure 6, the first thruster device 110 and the second thruster device 130 each grasp the load and support it in a predetermined position. The loads may be destined for the same destination or for different destinations. The second thruster device 130 has the same configuration as the first thruster device 110, so its description is omitted.

[0293] When the lifting system 6b arrives at the delivery destination, the control processing unit 11 of the unmanned aerial vehicle 10f extracts packages whose identification code (e.g., address) matches the identification code (e.g., address) attached to the package, and lowers only the thruster device loaded with the corresponding package into the delivery box 1008. If multiple packages are destined for the same destination, for example, after the first thruster device 110 stores a package in the delivery box 1008, the second thruster device 130 may store another package in the delivery box 1008.

[0294] (Modification 2 of Embodiment 1) In the following description, the basic configuration of the lifting system 6b of the aircraft in this modified example is the same as the basic configuration of Embodiment 1, etc., so the explanation of the basic configuration of the lifting system 6b in this modified example will be omitted as appropriate. This modified example differs from the embodiment in that the aircraft body 1220 has eight propellers 22 and one side propeller 22a.

[0295] Figure 7 is a perspective view illustrating the lifting system 6b and cargo in a modified example 2 of Embodiment 1.

[0296] As shown in Figure 7, a pair of propellers 22 are arranged at multiple locations on the main body 21 of the aircraft body 1220, flanking the main body 21. One of the pair of propellers 22 is positioned vertically above the main body 21, and the other of the pair of propellers 22 is positioned vertically below the main body 21. In this modified example, the pair of propellers 22 are fixed to four locations on the main body 21.

[0297] The rotation of the pair of propellers 22 may be synchronized or not. Furthermore, one propeller 22 may rotate clockwise, while the other rotates counterclockwise. The direction of rotation of the propellers 22 is controlled by the control processing unit 11, which controls the propeller drive motor 1211b. In other words, the control processing unit 11 may make the pair of propellers 22 rotate synchronously or not. The control processing unit 11 may also individually control the rotation direction and rotation speed of each propeller in the pair. In this case, the propeller drive motors 1211b may be arranged in the aircraft body 1220 according to the number of propellers.

[0298] (Modification 3 of Embodiment 1) In the following, the basic configuration of the lifting system 6b in this modified example is the same as the basic configuration of Embodiment 1, etc., so the explanation of the basic configuration of the lifting system 6b in this modified example will be omitted as appropriate. This modified example differs from the embodiment in that a part of the main body portion 21 of the machine body 1220 rotates.

[0299] Figure 8 is a perspective view illustrating the lifting system 6b in modification 3 of Embodiment 1. In Figure 8, the state in which the rotating frame 21a1 is not rotating is shown by a solid line, and the state in which the rotating frame 21a1 is rotating is shown by a dashed-dot line.

[0300] The unmanned aerial vehicle 10f has a rotating frame 21a1 on which a part of the main body 21a rotates, a hinge that allows the rotation of the rotating frame 21a1, and drive motors. Two propeller drive motors 1211b are provided on the rotating frame 21a1. The rotating frame 21a1 rotates around the hinge as an axis to fold the main body 1220, thereby assuming an attitude approximately parallel to the vertical direction. The drive motors are controlled by the control processing unit 11 to rotate the rotating frame around the hinge as an axis, thereby setting the rotating frame 21a1 to an attitude approximately parallel to the vertical direction or to an attitude approximately parallel to the horizontal direction. When the unmanned aerial vehicle 10f is connected to the rail 7, the control processing unit 11 positions the rotating frame section to be approximately parallel to the vertical direction so as to fold the aircraft body 1220, and drives the two propeller drive motors 1211b fixed to the rotating frame section.

[0301] The two propeller drive motors 1211b rotate their respective propellers 22, thereby imparting thrust to the unmanned aerial vehicle 10f in the horizontal direction, that is, in a direction perpendicular to the plane of rotation of the side propellers 22a. This causes the unmanned aerial vehicle 10f to move along the length of the rail 7.

[0302] (Embodiment 2) [composition] In the following description, the basic configuration of the lifting system 6c in this embodiment is the same as that of the lifting system in Embodiment 1 and other embodiments, so the explanation of the basic configuration of the lifting system 6c in this embodiment will be omitted as appropriate. This embodiment differs from other embodiments in that rollers 1351 are provided on the first arm 1331 and the second arm 1332, and a GPS sensor 1352 is located on the fixed part.

[0303] Figure 9 is a perspective view illustrating the lifting system 6c in Embodiment 2. The first thruster device is omitted in Figure 9. Figure 10 is an enlarged perspective view illustrating the connector 1330 in Embodiment 2.

[0304] In this embodiment, as shown in Figures 9 and 10, a lifting system 6c that travels along two rails 7 is illustrated. Two connectors 1330, which are arranged along the longitudinal direction of the aircraft body 1220, are fixed to the main body 21 of the aircraft body 1220 of the unmanned aerial vehicle 10g of the lifting system 6c. In this embodiment, the rails 7 are electric wires.

[0305] The first arm 1331 and the second arm 1332 are fixed to the main body 21 of the machine body 1220. Each of the first arm 1331 and the second arm 1332 has a roller 1351, a roller drive motor 1353, a weight sensor 1354, an electric field sensor 1355, a camera sensor 1356, and an infrared sensor 1357.

[0306] The rollers 1351 are provided on the first arm 1331 and the second arm 1332, respectively. The rollers 1351 are rotatably mounted relative to the first arm 1331 and the second arm 1332 at the points where the first arm 1331 and the second arm 1332 face the rail 7. The rollers 1351 are wheels for rotatably contacting the rail 7.

[0307] The roller drive motors 1353 are provided on each of the first arm 1331 and the second arm 1332, and correspond one-to-one with each roller 1351. The roller drive motors 1353 are controlled by the control processing unit 11 to rotate each roller 1351. In other words, each roller drive motor 1353 rotates each roller 1351, causing the lifting system 6c to run on the rail 7.

[0308] Furthermore, as shown in Figure 11, if multiple rails 7 are arranged side by side, multiple connecting bodies 1330 may be arranged on the main body 21 in Figure 9 so as to be aligned perpendicular to the length direction of the rails 7. In this case, the condition of multiple rails 7 can be inspected with a single lifting system 6c. Figure 11 is an enlarged perspective view illustrating multiple connecting bodies 1330 connected to multiple rails 7 in Embodiment 2.

[0309] The control processing unit 11 controls the lifting system 6c to stop the operation of each propeller drive motor 1211b and start the operation of each roller drive motor 1353 when the lifting system 6c moves along the rail 7.

[0310] The GPS sensor 1352 is positioned at the tip of the base portion 1330a. In this embodiment, the GPS sensor 1352 is provided at the tip of each base portion 1330a on the two arms to facilitate reception of the position of the lifting system 6c. The GPS sensor 1352 is an example of a sensor.

[0311] As shown in Figures 9 and 10, in the lifting system 6c of this embodiment, the unmanned aerial vehicle 10g is suspended and held by two arms on two rails 7. The control processing unit 11 controls the respective roller drive motors 1353 and the respective propeller drive motors 1211b, so that the unmanned aerial vehicle 10g can move along the rails 7 driven by the roller drive motors 1353.

[0312] The weight sensors 1354 are provided on each of the first arm 1331 and the second arm 1332. The weight sensors 1354 detect the weight of the lifting system 6c applied to the rail 7 when the rollers 1351 of each of the first arm 1331 and the second arm 1332 come into contact with the rail 7. The weight sensors 1354 are provided on the inner portion of the rollers 1351 on each of the first arm 1331 and the second arm 1332. The weight sensors 1354 output weight information indicating the detected weight of the lifting system 6c to the control processing unit 11.

[0313] The electric field sensor 1355 is provided on the first arm 1331 and the second arm 1332, respectively. The electric field sensor 1355 detects the state of the magnetic field of the rail 7 along the movement route. The electric field sensor 1355 outputs magnetic field information, which is linked to the position information acquired by the GPS sensor 1352 and indicates the state of the magnetic field of the detected rail 7, to the control processing unit 11.

[0314] Camera sensors 1356 are provided on the first arm 1331, the second arm 1332, and the base portion 1330a, respectively. Each camera sensor 1356 detects the condition of the rail 7 by imaging the rail 7.

[0315] The infrared sensor 1357 is provided on the base portion 1330a. The infrared sensor 1357 detects the condition of the rail 7 by imaging the rail 7 in dark environments such as at night.

[0316] Each camera sensor 1356 and infrared sensor 1357 captures an image of the surface of the rail 7, thereby outputting image information of the rail 7's condition to the control processing unit 11.

[0317] The control processing unit 11 calculates the tension applied to the rail 7 by obtaining weight information from the weight sensor 1354. If multiple lifting systems 6c are present on the same rail 7, the control processing unit 11 determines, based on the weight information, whether the load capacity of the rail 7 is exceeded. If the load capacity of the rail 7 is exceeded, the control processing unit 11 temporarily stops (puts on standby) the movement of the lifting systems 6c.

[0318] The control processing unit 11 may also detect whether the roller 1351 has come off the rail 7 by acquiring contact information from the electric field sensor 1355. If the roller 1351 has come off the rail 7, the control processing unit 11 may correct the posture of the lifting system 6c by controlling each propeller drive motor 1211b to rotate the propeller 22 so that each roller 1351 runs on the rail 7.

[0319] The control processing unit 11 acquires electric field information from each electric field sensor 1355 and transmits it to the management server 9 via the communication unit. The control processing unit 11 also transmits image information of the rail 7 captured from each camera sensor 1356 to the management server 9 via the communication unit. This allows the management server 9 to easily inspect the condition of the rail 7 based on the magnetic field information and image information received from the lifting system 6c. In other words, the management server 9 can inspect the rail 7 for damage, etc., based on the magnetic field information and image information.

[0320] (Modification 1 of Embodiment 2) In the following description, the basic configuration of the lifting system in this embodiment is the same as that of the lifting system in Embodiment 2 and other embodiments, so the explanation of the basic configuration of the lifting system in this embodiment will be omitted as appropriate. This modified example differs from the embodiments in that a brush 1358 is provided on the connecting body 1340.

[0321] Figure 12 is an enlarged perspective view illustrating the connector 1340 in a modified example 1 of Embodiment 2.

[0322] As shown in Figure 12, the connector 1340 of the unmanned aerial vehicle has a brush 1358 that contacts the surface of the rail 7. The brush 1358 is fixed to the base portion 1330a and, when the lifting system travels along the rail 7, it contacts the surface of the rail 7 to remove any deposits attached to the rail 7. The brush 1358 is positioned in front of the roller 1351 in the direction of travel of the lifting system. Therefore, when the lifting system travels along the rail 7, the brush 1358 can remove deposits from the rail 7 so that the roller 1351 does not run over the deposits. As a result, in this lifting system, the roller 1351 is less likely to separate from the rail 7, thus suppressing a decrease in the operating efficiency of the lifting system. In particular, when the rail 7 is an electrical wire, deposits attached to the wire can be effectively removed, allowing the lifting system to travel along the rail 7 safely.

[0323] Furthermore, if multiple rails 7 are arranged side by side, multiple arms may be arranged on the main body 21 so as to be aligned perpendicular to the length direction of the rails 7. In this case, multiple rails 7 can be cleaned using a single lifting system.

[0324] (Modification 2 of Embodiment 2) In the following, since the basic configuration of the lifting system in this modified example is the same as the basic configuration of the lifting system in Embodiment 2, etc., the explanation of the basic configuration of the lifting system in this modified example will be omitted as appropriate. This modified example differs from the embodiments, etc., in that of the two connecting bodies 1341 and 1342, the inner diameter of one connecting body 1341 is larger and the inner diameter of the other connecting body 1342 is smaller.

[0325] Figure 13 is an enlarged perspective view illustrating the connecting members 1341 and 1342 in a modified example 2 of Embodiment 2.

[0326] As shown in Figure 13, the unmanned aerial vehicle has one connector 1341 with a larger inner diameter and another connector 1342 with a smaller inner diameter than the first connector 1341. Of the two connectors 1341 and 1342 in the unmanned aerial vehicle, one connector 1341 is used when the lifting system grasps the rail 7. In other words, one connector 1341 can travel on the rail 7.

[0327] Furthermore, when one of the connecting members 1341 moves along the rail 7, the swaying of the lifting system increases due to external disturbances such as wind. As a result, the distance between each camera sensor on one of the connecting members 1341 and the rail 7 is not constant, and the images acquired by the camera sensors may be distorted. For this reason, when the lifting system sways significantly (above a predetermined frequency), the control processing unit 11 controls the drive of one of the connecting members 1341 so that after connecting one of the connecting members 1341 to the rail 7, the other connecting member 1342 further connects to the rail 7. This suppresses the swaying of the lifting system.

[0328] (Embodiment 3) [composition] In the following, the basic configuration of the lifting system 6c in this embodiment is the same as the basic configuration of the lifting system in Embodiment 1, etc., so the explanation of the basic configuration of the lifting system 6c in this embodiment will be omitted as appropriate. This embodiment differs from the embodiments, etc., in that it illustrates the case in which the delivery box 1108 collects the user's package.

[0329] Figure 14 is a schematic diagram illustrating how the lifting system 6c in Embodiment 3 retrieves a package for delivery. Figure 15 is a schematic diagram illustrating how a package is loaded onto the lifting system 6c in Embodiment 3. Figure 16 is a schematic diagram illustrating how the unmanned aerial vehicle 10h takes off after the package has been loaded onto the lifting system 6c in Embodiment 3. Figure 17 is a schematic diagram illustrating how the lifting system 6c in Embodiment 3 retrieves a package via a delivery box 1108 installed in a public facility. In this embodiment, the delivery box 1108 is a box for retrieving and delivering packages that a user wants delivered to their destination.

[0330] In this embodiment, the delivery box 1108 is installed in a public facility such as a convenience store, and the opening of the delivery box 1108 is located on the roof of the public facility. In other words, the delivery box 1108 has a long, vertically extending entrance 1109.

[0331] As shown in Figures 14a, 14b and 17, first, when the unmanned aerial vehicle 10h arrives vertically above the delivery box 1108, the control processing unit 11 controls the multiple propeller drive motors 1211b to align the opening of the delivery box 1108 with the package to be loaded onto the first thruster device 110. The lifting system 6c descends to cover the opening of the delivery box 1108 and inserts the first thruster device 110 into the opening of the delivery box 1108.

[0332] As shown in Figure 14b, the control processing unit 11 controls the wire control module 12c to start paying out the wire. The first thruster device 110 descends while being guided to the entrance 1109 of the delivery box 1108.

[0333] As shown in Figures 14c, 14d and 15a, the first thruster device 110 is placed on the bottom of the delivery box 1108. The user opens the side lid of the delivery box 1108, attaches the package to the first thruster device 110 from the loading opening 1108a, and loads the package onto the first thruster device 110. At this time, the thruster control unit 124 of the first thruster device 110 detects that a package has been loaded using detection units such as a switch sensor and a weight sensor. The user may also store the package in the delivery box 1108 in advance. In this case, the first thruster device 110 may load the package automatically.

[0334] As shown in Figures 15b and 15c, when the detection unit detects that the user has closed the side lid of the delivery box 1108 and that a package has been loaded, the control unit controls the wire control module to start winding up the wire based on the result detected by the detection unit. The first thruster device 110 rises while being guided to the loading entrance 1109 of the delivery box 1108.

[0335] As shown in Figures 15c and 15d and Figures 16a and 16b, the first thruster device 110 is attached to the body of the unmanned aerial vehicle 10h. The lifting system 6c then moves away from the opening of the delivery box 1108 and moves from the public facility as the delivery source to the delivery destination.

[0336] (Embodiment 4) [composition] In the following, since the basic configuration of the lifting system 6c in this embodiment is the same as the basic configuration of the lifting system in Embodiment 1 and other embodiments, the explanation of the basic configuration of the lifting system 6c in this embodiment will be omitted as appropriate. This embodiment differs from the embodiments in that it illustrates a case in which the lifting system 6c retrieves packages stored in a delivery box and delivers them.

[0337] This embodiment describes the process from when the user loads a package onto the first thruster device 110 until the package is delivered to the delivery box at the destination.

[0338] Figure 18 is a schematic diagram illustrating how the first thruster device 110 of the lifting system 6c in Embodiment 4 retrieves a package. Figure 19 is a schematic diagram illustrating how the first thruster device 110 of the lifting system 6c in Embodiment 4 stores the retrieved package in the delivery box 1508. Figure 20 is a schematic diagram illustrating how the first thruster device 110 of the lifting system 6c in Embodiment 4 moves away from the delivery box 1508 after storing the package in the delivery box 1508. Figure 21 is a schematic diagram illustrating how the unmanned aerial vehicle 10h of the lifting system 6c in Embodiment 4 is attached to the first thruster device 110.

[0339] As shown in Figure 18a, when the first thruster device 110 retrieves the cargo and loads the cargo, the control processing unit 11 controls the wire control module 12c to start winding the wire. Alternatively, the wire control module 125 of the first thruster device 110 may start winding the wire. The first thruster device 110, now loaded with cargo, rises and is attached to the main body of the unmanned aerial vehicle 10h.

[0340] As shown in Figure 18b, the lifting system 6c moves away from the opening of the delivery box 1508 and moves from the public facility as the delivery source to the delivery destination.

[0341] As shown in Figure 18c, when the lifting system 6c moves near the delivery box 1508 which is the delivery destination, the control processing unit 11 outputs a tilt instruction to the first thruster device 110 so that the attitude of the first thruster device 110 is inclined with respect to the horizontal plane. When the thruster control unit 124 receives the tilt instruction, it tilts the support so that the virtual plane U2 (horizontal plane U1 in this embodiment) of the first thruster device 110 intersects with a plane perpendicular to the length direction of the wire. Specifically, when the thruster control unit 124 receives the tilt instruction from the control processing unit 11, it moves the connection point from the center of gravity of the first thruster device 110 when viewed from above. More specifically, the thruster control unit 124 slides the vertical bars 1015b and horizontal bars 1015c within the outer frame 1015a in a direction away from the delivery box 1508, thereby moving the connection point away from the center of gravity of the first thruster device 110. As a result, in the lifting system 6c, the first thruster device 110 tilts, that is, the support of the first thruster device 110 tilts at an angle θ1 with respect to the horizontal plane U1.

[0342] As shown in Figure 18d, the thruster control unit 124 controls the wire control module 125 to start paying out the wire. As a result, the first thruster device 110 descends while maintaining an inclined position with respect to the horizontal plane U1.

[0343] As shown in Figures 19a and 19b, the thruster control unit 124 controls the wire control module 125 to continue wire payout, recognizes the delivery box 1508 based on image information, and controls the multiple second propeller drive motors 112 according to the position of the recognized delivery box 1508. As a result, the first thruster device 110 moves toward the delivery box 1508. The first thruster device 110 then moves vertically above the opening of the delivery box 1508. At this time, the first thruster device 110 moves in an arc with the unmanned aerial vehicle 10h as its axis. When the first thruster device 110 moves vertically above the opening of the delivery box 1508, the virtual plane U2 of the first thruster device 110 is in an attitude that is approximately parallel to the horizontal plane U1. At this time, the angle between the vertical line U3 passing through the first thruster device 110 and the length direction of the wire, and the angle between the vertical line U3 passing through the unmanned aerial vehicle 10h and the length direction of the wire, are θ1+α, which is greater than the angle θ1.

[0344] As shown in Figures 19a, b, and c, the thruster control unit 124 controls the wire control module 125 to continue wire payout and controls multiple propeller drive motors based on image information to lower the first thruster device 110 into the opening of the delivery box 1508. The first thruster device 110 descends with its virtual plane U2 in an orientation approximately parallel to the horizontal plane U1.

[0345] As shown in Figure 19c, the first thruster device 110 lands on the delivery box 1508 so as to cover the opening of the delivery box 1508, and inserts the package through the opening of the delivery box 1508.

[0346] As shown in Figure 20a, the first thruster device 110 detaches the package, allowing it to be stored in the delivery box 1508.

[0347] As shown in Figures 20b and 20c, the thruster control unit 124 controls the wire control module 125 to wind up the wire and controls the multiple second propeller drive motors 112 based on image information, causing the first thruster device 110 to rise. As a result, the first thruster device 110 moves away from the opening of the delivery box 1508. The thruster control unit 124 controls the wire control module 125 to stop winding up the wire. At this time, the first thruster device 110 moves in an arc because it is pulling the wire against the unmanned aerial vehicle 10h which is fixed to the rail. In other words, the first thruster device 110 moves vertically downward from the unmanned aerial vehicle 10h like a pendulum, either due to the rotation of the propellers by the multiple second propeller drive motors 112 or due to its own weight.

[0348] As shown in Figures 21a and 21b, the first thruster device 110 rises and is attached to the unmanned aerial vehicle 10h by controlling the wire control module 125 to wind up the wire. Then, the lifting system 6c allows the unmanned aerial vehicle 10h to return to its destination.

[0349] Next, we will describe a configuration in which the first thruster device 110 is inclined with respect to the horizontal plane.

[0350] Figure 22 is a schematic diagram illustrating how the first thruster device 110 of the lifting system 6c in Embodiment 4 is tilted with respect to the horizontal plane. Figure 22a shows the first thruster device 110 of Embodiment 1, and Figure 22b shows the first thruster device 110 of Embodiment 2.

[0351] Next, we will describe the configuration for tilting the first thruster device 110.

[0352] [Example 1] In Figure 22a, the wire control module 125 of the first thruster device 110 may have a hinge and a hinge drive motor. The wire control module 125 may tilt its support so that the virtual plane U2 of the first thruster device 110 intersects a plane perpendicular to the length direction of the wire. This allows the support of the first thruster device 110 to be tilted at an angle θ1 with respect to the horizontal plane U1.

[0353] [Example 2] In Figure 22b, the first thruster device 110a may be tilted by changing the position of the connection point between the wire and the support with respect to the center of gravity of the support, so that the virtual plane U2 of the first thruster device 110 intersects with a plane perpendicular to the length direction of the wire. This allows the support of the first thruster device 110 to be tilted at an angle θ1 with respect to the horizontal plane U1.

[0354] (Embodiment 5) [composition] In the following, the basic configuration of the lifting system 6c in this embodiment is the same as the basic configuration of the lifting system in Embodiment 4, etc., so the explanation of the basic configuration of the lifting system 6c in this embodiment will be omitted as appropriate.

[0355] Figure 23 is a schematic diagram illustrating the overall overview of the logistics system 3a in Embodiment 5. Figure 24 is another schematic diagram illustrating the overall overview of the logistics system 3a in Embodiment 5.

[0356] In this embodiment of the logistics system 3a, a lifting system 6c, support columns, and rails 7 are used to collect and deliver goods.

[0357] As shown in Figures 23 and 24, in the logistics system 3a, rails 7 are laid out and supported by pillars. In this embodiment, the rails 7 are power lines and the pillars are utility poles. The unmanned aerial vehicle 10h of the lifting system 6c can collect and deliver packages by traveling along the rails 7. When the unmanned aerial vehicle 10h collects a package from the delivery box 1108 for collection, it moves along the rails 7 to the destination. When the unmanned aerial vehicle 10h arrives at the destination, the first thruster device 110 descends while the unmanned aerial vehicle 10h is gripping the rails 7, thereby storing the delivery box 1008. Then, the unmanned aerial vehicle 10h returns to the delivery box 1108 to collect the next package.

[0358] Figure 25 is a schematic diagram illustrating the support columns and rails of the logistics system 3a in Embodiment 5. Figure 25a is a perspective view of the support columns and rails, and Figures 25b and c are overhead plan views of the support columns and rails.

[0359] The logistics system 3a includes support columns, rails 7, and a lifting system 6c.

[0360] As shown in Figure 25, the support column has a support column body 1631 for supporting the rail 7 and a rail support portion 1632 for supporting the rail 7. The rail support portion 1632 is a long support member that extends perpendicular to the longitudinal direction of the support column. In this embodiment, two rail support portions 1632 extending perpendicular to the longitudinal direction of the support column body 1631 are fixed. One of the two rail support portions 1632 extends from the support column body 1631 in a first specified direction, and the other rail support portion 1632 extends perpendicular to the first specified direction and from the support column body 1631 in a second specified direction. One rail support portion 1632 supports the first rail 7a, and the other rail support portion 1632 supports the second rail 7b, which is different from the first rail 7a. The first rail 7a and the second rail 7b are provided so as to be perpendicular to each other in the longitudinal direction. In other words, the first rail 7a intersects with the second rail 7b.

[0361] (Modified version of Embodiment 5) In the following, since the basic configuration of the unmanned aerial vehicle 10j in this modified example is the same as the basic configuration of the unmanned aerial vehicle in Embodiment 5, etc., the explanation of the basic configuration of the unmanned aerial vehicle 10j in this modified example will be omitted as appropriate.

[0362] Figure 26 is a perspective view illustrating an unmanned aerial vehicle 10j in a modified example of Embodiment 5.

[0363] As shown in Figure 26, the unmanned aerial vehicle 10j has three connecting members. The three connecting members are arranged in a line along the length of the rail 7. The three connecting members are the first connecting member 1620a, the second connecting member 1620b, and the third connecting member 1620c.

[0364] The first connector 1620a is positioned at the frontmost end of the unmanned aerial vehicle 10j among the three connectors, the second connector 1620b is positioned at the rearmost end of the unmanned aerial vehicle 10j, and the third connector 1620c is positioned between the first connector 1620a and the second connector 1620b. Although the configurations of the first connector 1620a, the second connector 1620b, and the third connector 1620c are similar, the shapes of the first hook 1621 and the second hook 1622 of the first connector 1620a, the second connector 1620b, and the third connector 1620c may differ.

[0365] The third connector 1620c is rotatable around an axis O parallel to the vertical direction. The third connector 1620c can rotate 360°. The third connector 1620c rotates under the control of the drive control unit 12. Specifically, when the control processing unit 11 switches the connection of the third connector 1620c between the first rail 7a and the second rail 7b, it rotates the third connector 1620c by a predetermined angle via the drive control unit 12. More specifically, the drive control unit 12 controls the actuators to rotate the first hook 1621 and the second hook 1622 around predetermined axes, opening the third connector 1620c and releasing the connection between the first rail 7a and the third connector 1620c. The drive control unit 12 rotates the third connector 1620c by a predetermined angle around axis O. Then, when the third connector 1620c is in a position to be connected to the second rail 7b, the drive control unit 12 rotates the first hook 1621 and the second hook 1622 around a predetermined axis to close the third connector 1620c and connect the second rail 7b and the third connector 1620c. The third connector 1620c is an example of an arm.

[0366] [Operation] Figure 27 is a schematic diagram illustrating how an unmanned aerial vehicle 10j in a modified embodiment of Embodiment 5 passes over one of the rail support sections 1632 that supports the first rail 7a as it travels along the first rail 7a. In Figure 27, "a*" illustrates an overhead view of the unmanned aerial vehicle 10j, "b*" illustrates the view of the first connector 1620a and the first rail 7a in the direction of travel, "c*" illustrates the view of the third connector 1620c and the first rail 7a in the direction of travel, and "d*" illustrates the view of the second connector 1620b and the first rail 7a in the direction of travel. "*" indicates the order of the figures explained in Figure 27. Also, in Figure 27, reference numerals are omitted as appropriate.

[0367] As shown in a1, b1, c1, a2, b2, and c2 of Figure 27, the unmanned aerial vehicle 10j moves along the first rail 7a by rotating its side propellers 22a. When the first connector 1620a approaches one of the rail supports 1632, indicated by the dashed line, the unmanned aerial vehicle 10j rotates the first hook 1621 and the second hook 1622 of the first connector 1620a to open the first connector 1620a. The first connector 1620a is then disconnected from the first rail 7a and positioned vertically below the rail support 1632 so that the first connector 1620a does not come into contact with the rail support 1632. At this time, the attitude of the unmanned aerial vehicle 10j is maintained because the third connector 1620c and the second connector 1620b remain connected to the first rail 7a. Furthermore, when disconnecting the first connector 1620a from the first rail 7a, the unmanned aerial vehicle 10j may apply lift vertically upward by rotating the forward propeller 22, as shown by the solid line.

[0368] As shown in a3, b3, c3, a4, b4, and c4 of Figure 27, when the first connector 1620a passes vertically below one of the rail support sections 1632, the unmanned aerial vehicle 10j rotates the first hook 1621 and the second hook 1622 of the first connector 1620a to close the first connector 1620a, thereby connecting the first connector 1620a to the first rail 7a. When the third connector 1620c approaches one of the rail support sections 1632, the unmanned aerial vehicle 10j rotates the first hook 1621 and the second hook 1622 of the third connector 1620c to open the third connector 1620c. The third connector 1620c is disconnected from the first rail 7a and positioned vertically below one of the rail support parts 1632 so that the third connector 1620c does not come into contact with one of the rail support parts 1632. At this time, the first connector 1620a and the second connector 1620b are connected to the first rail 7a.

[0369] As shown in a5, b5, c5, a6, b6, c6, a7, b7, and c7 of Figure 27, when the third connector 1620c passes vertically below one of the rail support sections 1632, the unmanned aerial vehicle 10j rotates the first hook 1621 and the second hook 1622 of the third connector 1620c to close the third connector 1620c, thereby connecting the third connector 1620c to the first rail 7a. When the second connector 1620b approaches one of the rail support sections 1632, the unmanned aerial vehicle 10j rotates the first hook 1621 and the second hook 1622 of the second connector 1620b to open the second connector 1620b. The second connector 1620b is released from the first rail 7a and positioned vertically below one of the rail support parts 1632 so that the second connector 1620b does not come into contact with one of the rail support parts 1632. At this time, the first connector 1620a and the third connector 1620c remain connected to the first rail 7a, and the attitude of the unmanned aerial vehicle 10j is maintained. When the second connector 1620b is released from the first rail 7a, the unmanned aerial vehicle 10j may be given vertical upward lift by rotating the rear propeller 22, as shown by the solid line. As a result, the unmanned aerial vehicle 10j moves along the first rail 7a while maintaining its attitude, and the second connector 1620b passes vertically below one of the rail support parts 1632.

[0370] Figure 28 is a schematic diagram illustrating how the connection between the first connector 1620a and the second connector 1620b of the unmanned aerial vehicle 10j and the first rail 7a is released in a modified example of Embodiment 5. In Figure 28, "a*" illustrates an overhead view of the unmanned aerial vehicle 10j, "b*" illustrates the view of the first connector 1620a and the first rail 7a in the direction of travel, "c*" illustrates the view of the third connector 1620c and the first rail 7a in the direction of travel, and "d*" illustrates the view of the second connector 1620b and the first rail 7a in the direction of travel. "*" indicates the order of the figures explained in Figure 28. Also, in Figure 28, reference numerals are omitted where appropriate.

[0371] As shown in a1, b1, c1, a2, b2, c2, a3, b3, and c3 of Figure 28, the unmanned aerial vehicle 10j moved the first connector 1620a so that it did not come into contact with the second rail 7b when it was open, and the first connector 1620a passed vertically below the second rail 7b. The unmanned aerial vehicle 10j stopped briefly at the position where the first connector 1620a had passed vertically below the first rail 7a. At this time, when the unmanned aerial vehicle 10j is viewed from vertically above, the connection point between the first rail 7a and the second rail 7b is located between the first connector 1620a and the third connector 1620c. The unmanned aerial vehicle 10j then rotated the first hook 1621 and the second hook 1622 of the second connector 1620b to open the second connector 1620b. The second connector 1620b is positioned vertically below the first rail 7a so that it is not connected to the first rail 7a and does not come into contact with the first rail 7a. The unmanned aerial vehicle 10j rotates counterclockwise. That is, the unmanned aerial vehicle 10j rotates counterclockwise by first changing the attitude of the side propellers 22a so that the unmanned aerial vehicle 10j shown in Figure 28a rotates horizontally (to the horizontal position), and then rotating the side propellers 22a. The unmanned aerial vehicle 10j rotates to a position where, when viewed from vertically above, the first connector 1620a and the second connector 1620b overlap with the second rail 7b. Then, the unmanned aerial vehicle 10j rotates the first hook 1621 of the first connector 1620a and the second hook 1622 of the second connector 1620b to a position where they can come into contact with the second rail 7b.

[0372] Figure 29 is a schematic diagram illustrating how the first connector 1620a and the second connector 1620b of the unmanned aerial vehicle 10j are connected to the second rail 7b in a modified example of Embodiment 5. In Figure 29, "a*" illustrates an overhead view of the unmanned aerial vehicle 10j, "b*" illustrates the view of the first connector 1620a and the second rail 7b in the direction of travel, "c*" illustrates the view of the third connector 1620c and the first rail 7a in the direction of travel, and "d*" illustrates the view of the second connector 1620b and the second rail 7b in the direction of travel. "*" indicates the order of the diagrams explained in Figure 29. In this modified example, the unmanned aerial vehicle 10j is shown making a left turn. Also, in Figure 29, reference numerals are omitted as appropriate.

[0373] As shown in Figures 29 a1, b1, c1, a2, b2, c2, a3, b3, and c3, the unmanned aerial vehicle 10j rotates the second hook 1622 of the first connector 1620a to close the first connector 1620a, thereby connecting the first connector 1620a to the second rail 7b. At this time, the third connector 1620c is connected to the first rail 7a. As the unmanned aerial vehicle 10j rotates, the second hook 1622 of the second connector 1620b is positioned in contact with or close to the second rail 7b (inside the claw of the second hook 1622), and the unmanned aerial vehicle 10j also rotates the first hook 1621 of the second connector 1620b to close the second connector 1620b, thereby connecting the second connector 1620b to the second rail 7b.

[0374] Figure 30 is a schematic diagram illustrating how the third connector 1620c of the unmanned aerial vehicle 10j is connected to the second rail 7b in a modified example of Embodiment 5. In Figure 30, "a*" illustrates an overhead view of the unmanned aerial vehicle 10j, "b*" illustrates the view of the first connector 1620a and the second rail 7b in the direction of travel, "c*" illustrates the view of the third connector 1620c and the second rail 7b in the direction of travel, and "d*" illustrates the view of the second connector 1620b and the second rail 7b in the direction of travel. "*" indicates the order of the figures explained in Figure 30. Also, in Figure 30, reference numerals are omitted as appropriate.

[0375] As shown in Figures 30 a1, b1, and c1, the unmanned aerial vehicle 10j rotates the first hook 1621 and the second hook 1622 of the third connector 1620c to open the third connector 1620c. The third connector 1620c is released from the first rail 7a and positioned vertically below the first rail 7a and the second rail 7b so as not to come into contact with them. The unmanned aerial vehicle 10j rotates further until, when viewed from vertically above, the connection points of the third connector 1620c and the first rail 7a and the second rail 7b overlap. In other words, the unmanned aerial vehicle 10j rotates so that the length of the aircraft body 1220 is parallel to the length of the second rail 7b. The release of the connection between the third connector 1620c and the first rail 7a may occur simultaneously with the rotation of the unmanned aerial vehicle 10j. At this time, the first connector 1620a and the second connector 1620b remain connected to the second rail 7b.

[0376] As shown in Figures 30 a2, b2, and c2, the unmanned aerial vehicle 10j rotates the third connector 1620c until it is in the same position as the first connector 1620a and the second connector 1620b. That is, the third connector 1620c rotates 90° around the vertical axis. The unmanned aerial vehicle 10j moves along the second rail 7b by rotating its side propellers 22a and moves to a position where it can connect to the second rail 7b (a position where it does not come into contact with the first rail 7a). The unmanned aerial vehicle 10j connects the third connector 1620c to the second rail 7b by rotating the first hook 1621 and the second hook 1622 of the third connector 1620c to close the third connector 1620c. This allows the unmanned aerial vehicle 10j to pass the connection point between the first rail 7a and the second rail 7b.

[0377] As shown in a3, b3, and c3 of Figure 30, the unmanned aerial vehicle 10j rotates the first hook 1621 and the second hook 1622 of the second connector 1620b to open the second connector 1620b. The second connector 1620b is released from the second rail 7b and positioned vertically below the second rail 7b so that the second connector 1620b does not come into contact with the second rail 7b. At this time, the first connector 1620a and the third connector 1620c remain connected to the second rail 7b, and the attitude of the unmanned aerial vehicle 10j is maintained. The unmanned aerial vehicle 10j moves to the left along the second rail 7b by rotating its side propeller 22a, and the second connector 1620b passes vertically below the first rail 7a.

[0378] Figure 31 is a schematic diagram illustrating how the first connector 1620a and the third connector 1620c of the unmanned aerial vehicle 10j pass over other rail support sections 1632 in a modified example of Embodiment 5. In Figure 31, "a*" illustrates an overhead view of the unmanned aerial vehicle 10j, "b*" illustrates the view of the first connector 1620a and the second rail 7b in the direction of travel, "c*" illustrates the view of the third connector 1620c and the second rail 7b in the direction of travel, and "d*" illustrates the view of the second connector 1620b and the second rail 7b in the direction of travel. "*" indicates the order of the figures described in Figure 31. Also, in Figure 31, reference numerals are omitted as appropriate.

[0379] As shown in a1, b1, c1, a2, b2, c2, a3, b3, and c3 of Figure 31, the unmanned aerial vehicle 10j moves along the second rail 7b by rotating its side propellers 22a. When the unmanned aerial vehicle 10j approaches the other rail support 1632, indicated by the dashed line, it rotates the first hook 1621 and the second hook 1622 of the first connector 1620a to open the first connector 1620a. The first connector 1620a is then disconnected from the second rail 7b and positioned vertically below the other rail support 1632 so that the first connector 1620a does not come into contact with the other rail support 1632. At this time, the third connector 1620c and the second connector 1620b are connected to the second rail 7b. As a result, the unmanned aerial vehicle 10j moves along the second rail 7b while maintaining its attitude, and the first connecting body 1620a passes vertically below the other rail support 1632.

[0380] Furthermore, the unmanned aerial vehicle 10j rotates the first hook 1621 and the second hook 1622 of the first connector 1620a so that the first connector 1620a is closed, thereby connecting the first connector 1620a to the second rail 7b. When the third connector 1620c approaches the other rail support 1632, the unmanned aerial vehicle 10j rotates the first hook 1621 and the second hook 1622 of the third connector 1620c so that the third connector 1620c is opened. The third connector 1620c is then disconnected from the second rail 7b and positioned vertically below the other rail support 1632 so that the third connector 1620c does not come into contact with the other rail support 1632. At this time, the first connector 1620a and the second connector 1620b are connected to the first rail 7a.

[0381] Figure 32 is a schematic diagram illustrating how the second connector 1620b of the unmanned aerial vehicle 10j passes over another rail support 1632 in a modified example of Embodiment 5. In Figure 32, "a*" illustrates an overhead view of the unmanned aerial vehicle 10j, "b*" illustrates the view of the first connector 1620a and the second rail 7b in the direction of travel, "c*" illustrates the view of the third connector 1620c and the second rail 7b in the direction of travel, and "d*" illustrates the view of the second connector 1620b and the second rail 7b in the direction of travel. "*" indicates the order of the figures described in Figure 32. Also, in Figure 32, reference numerals are omitted as appropriate.

[0382] As shown in a1, b1, c1, a2, b2, and c2 of Figure 32, the unmanned aerial vehicle 10j moves along the second rail 7b while maintaining its attitude, and the third connector 1620c passes vertically below the other rail support 1632. The unmanned aerial vehicle 10j connects the third connector 1620c to the second rail 7b by rotating the first hook 1621 and the second hook 1622 of the third connector 1620c to close the second connector 1620b. At this time, the first connector 1620a and the second connector 1620b are connected to the second rail 7b.

[0383] As the second connector 1620b approaches the other rail support 1632, the unmanned aerial vehicle 10j rotates the first hook 1621 and the second hook 1622 of the second connector 1620b to open the second connector 1620b. The second connector 1620b is then disconnected from the second rail 7b and positioned vertically below the other rail support 1632 so that the second connector 1620b does not come into contact with the other rail support 1632. At this time, the first connector 1620a and the third connector 1620c remain connected to the second rail 7b. As a result, the unmanned aerial vehicle 10j moves along the second rail 7b while maintaining its attitude, and the second connector 1620b passes vertically below the other rail support 1632. The unmanned aerial vehicle 10j rotates the first hook 1621 and the second hook 1622 of the second connector 1620b so that the second connector 1620b is in a closed state, thereby connecting the second connector 1620b to the second rail 7b.

[0384] In this way, the unmanned aerial vehicle 10j can pass through each rail support 1632 and the connection point between the first rail 7a and the second rail 7b.

[0385] (Embodiment 6) [composition] In the following, the basic configuration of the unmanned aerial vehicle 10k in this embodiment is the same as the basic configuration of the unmanned aerial vehicle in Embodiment 5, etc., so the explanation of the basic configuration of the unmanned aerial vehicle 10k in this embodiment will be omitted as appropriate. This embodiment differs from Embodiment 5, etc. in that a roller is provided on the arm of the connecting body.

[0386] Figure 33 is a perspective view illustrating the first connector 1720a, second connector 1720b, and third connector 1720c of the unmanned aerial vehicle 10k in Embodiment 6.

[0387] The airframe 1711 of the unmanned aerial vehicle 10k has a first connecting support portion 1719 and a second connecting support portion 1770 formed along the longitudinal direction of the airframe 1711 (the longitudinal direction of the rail 7).

[0388] The first connecting support section 1719 has a pair of upright sections 1719a, a main girder 1719b, a swinging section 1761, and a plurality of support rods 1762. In this embodiment, the plurality of connecting sections are the first connecting section 1720a, the second connecting section 1720b, and the third connecting section 1720c.

[0389] The pair of upright sections 1719a are provided vertically above the main body 1711 and are columnar bodies that rise up from the main body 1711. The pair of upright sections 1719a are arranged side by side along the length of the main body 1711. The pair of upright sections 1719a support the main girder 1719b.

[0390] The main girder 1719b connects the tips of a pair of upright sections 1719a to each other. The main girder 1719b is positioned along the length of the main body 1711 and supports the first connector 1720a, the second connector 1720b, and the third connector 1720c.

[0391] The oscillating section 1761 is a long, columnar body positioned along the length of the main girder 1719b. The oscillating section 1761 is positioned vertically below the main girder 1719b, and its central portion in the length direction is fixed to the main girder 1719b so as to be able to swing around a predetermined axis. The swing surface on which the oscillating section 1761 can swing is approximately parallel to the vertical direction. On the front side of the oscillating section 1761, the lower end of one support rod 1762 is fixed so as to be able to swing around a predetermined axis, and on the rear side of the oscillating section 1761, the lower end of another support rod 1762 is also fixed so as to be able to swing around a predetermined axis. By swinging along the swing surface, the oscillating section 1761 pushes up or down each of the support rods 1762. In other words, the oscillating section 1761 swings like a seesaw, displacing the position of the connecting body via the support rods 1762.

[0392] Multiple support rods 1762 are pivotably supported on the rocking section 1761 so as to rise from the rocking section 1761, and are also supported while being inserted through the main girder 1719b. The multiple support rods 1762 are displaceable in the vertical direction as the rocking section 1761 rocks according to the rocking surface. In this embodiment, two support rods 1762 are provided on the rocking section 1761. Since each support rod 1762 is pivotably supported on the rocking section 1761 while being inserted through the main girder 1719b, wobbling or rattling is suppressed.

[0393] Multiple support rods 1762 secure multiple connectors. In this embodiment, a first connector 1720a is fixed to the tip of one of the support rods 1762, and a second connector 1720b is fixed to the tip of another support rod 1762. The support rods 1762 are provided on the first connector support section 1719 according to the number of connectors.

[0394] Therefore, the oscillating part 1761 oscillates around a predetermined axis relative to the main girder 1719b, thereby adjusting the height of the first connecting body 1720a and the second connecting body 1720b. Note that the configuration for displacing the positions of the first connecting body 1720a and the second connecting body 1720b is not limited to the oscillating part 1761 and the multiple support rods 1762 as in this embodiment; known techniques may be used as long as they enable the raising and lowering of the first connecting body 1720a and the second connecting body 1720b.

[0395] Based on information obtained from each distance sensor, the control processing unit 11 controls the drive control unit 12 when the distance between the rail support (or, if multiple rails 7 intersect, the intersecting rail 7) and the first connecting body 1720a falls below a predetermined distance, thereby raising the position of the first connecting body 1720a higher than the position of the second connecting body 1720b. In other words, the drive control unit 12 controls the actuator to cause the oscillating body 1761 to oscillate around a predetermined axis relative to the main girder 1719b, thereby tilting the oscillating body 1761 so that the front position becomes higher and the rear position becomes lower. As a result, the first connecting body 1720a is pushed up by the support rod 1762 via the oscillating body 1761, and the second connecting body 1720b is pushed down by the support rod 1762 via the oscillating body 1761, so that the position of the first connecting body 1720a becomes higher than the position of the second connecting body 1720b. Since the first hook 1721 and the second hook 1722 of the first connector 1720a are separated from the rail 7, the drive control unit 12 controls the actuators to rotate each of the first hook 1721 and the second hook 1722 around a predetermined axis, thereby opening the first connector 1720a. As a result, friction between the rail 7 and the first hook 1721 and the second hook 1722 is reduced when opening the first connector 1720a. This allows the first connector 1720a to easily disconnect from the rail 7. The same applies to the second connector 1720b.

[0396] Figure 34 is a perspective view illustrating the vertical movement of the second connector 1720b of the unmanned aerial vehicle 10k in Embodiment 6. Figure 34a shows the third connector 1720c in its normal state (downward movement), and Figure 34b shows the third connector 1720c in a displaced state (upward movement).

[0397] As shown in Figures 33 and 34, the second connecting member support 1770 includes a first fixing part 1771 for fixing the third connecting member 1720c, a second fixing part 1772 that is rotatable around an axis parallel to the vertical direction with respect to the main girder 1719b, a position adjustment part 1773 that connects the first fixing part 1771 and the second fixing part 1772 and displaces the position of the first fixing part 1771 relative to the second fixing part 1772, a third fixing part 1774 fixed to the main girder 1719b so as to overlap with the second fixing part 1772, and a plurality of rollers arranged between the second fixing part 1772 and the third fixing part 1774. The first fixing part 1771, the second fixing part 1772, and the third fixing part 1774 are each examples of fixing parts.

[0398] The first fixing part 1771 is a flat plate-shaped member that fixes the third connecting body 1720c to its upper surface, and is positioned at a distance from the main girder 1719b.

[0399] The second fixing part 1772 is a flat plate-shaped member that is fixed to the main girder 1719b and supports the first fixing part 1771 via the position adjustment part 1773. The second fixing part 1772 is positioned so as to overlap with the first fixing part 1771. An annular groove for arranging multiple rollers is formed in the central part of the second fixing part 1772.

[0400] The position adjustment unit 1773 connects the first fixing unit 1771 and the second fixing unit 1772, and is controlled by the drive control unit 12 to adjust the position of the first fixing unit 1771 relative to the second fixing unit 1772. In other words, the position adjustment unit 1773 displaces the position of the third connecting body 1720c by raising and lowering the first fixing unit 1771. In this embodiment, as shown in Figure 34b, the position adjustment unit 1773 has a first columnar part 1773a fixed to the first fixing unit 1771 and a second columnar part 1773b fixed to the second fixing unit 1772. The second columnar part 1773b is tubular with the first columnar part 1773a inserted inside, and is controlled by the drive control unit 12 to slide (raise and lower) the first columnar part 1773a in the vertical direction. The first columnar portion 1773a may be a tubular shape into which the second columnar portion 1773b is inserted. The position adjustment portion 1773 is not limited to this embodiment, and known techniques may be used as long as they enable the raising and lowering of the third connecting body 1720c.

[0401] The third fixing part 1774 is a plate-shaped member fixed to the main girder 1719b. In the central part of the third fixing part 1774, an annular groove for arranging multiple rollers is formed at a position opposite the annular groove of the second fixing part 1772. Since the third fixing part 1774 is fixed to the main girder 1719b, when the connecting body is connected to the rail 7, the weight of the unmanned aerial vehicle 10k is added, pressing it against the second fixing part 1772 with multiple rollers sandwiched in between. As a result, the third fixing part 1774 is less likely to separate from the second fixing part 1772, and can support multiple rollers that are positioned between the annular groove of the second fixing part 1772 and the annular groove of the third fixing part 1774.

[0402] The multiple rollers are, for example, balls, conical rollers, etc., and are positioned between the annular groove of the second fixing part 1772 and the annular groove of the third fixing part 1774, and are sandwiched between the two annular grooves. The multiple rollers rotate in accordance with the rotation of the second fixing part 1772.

[0403] In this way, the second fixing part 1772 can rotate around an axis parallel to the vertical direction relative to the third fixing part 1774, so that the second fixing part 1772, the third fixing part 1774, and the multiple rollers function like a turntable.

[0404] The first connector 1720a, second connector 1720b, and third connector 1720c of the unmanned aerial vehicle 10k are arranged side by side along the length of the rail 7. The first connector 1720a, second connector 1720b, and third connector 1720c are fixed to the main girder 1719b.

[0405] The first connector 1720a is positioned at the frontmost end of the unmanned aerial vehicle 10k among the three connectors, the second connector 1720b is positioned at the rearmost end of the unmanned aerial vehicle 10k, and the third connector 1720c is positioned between the first connector 1720a and the second connector 1720b. The configurations of the first connector 1720a and the second connector 1720b are similar, while the configuration of the third connector 1720c is different from that of the first connector 1720a and the second connector 1720b.

[0406] As shown in Figure 33, the first hook 1721 and the second hook 1722 of the first connector 1720a are each provided with a first roller 1751a and a second roller 1751b. Similarly, the first hook 1721 and the second hook 1722 of the second connector 1720b are each provided with a first roller 1751a and a second roller 1751b.

[0407] The first roller 1751a is positioned vertically above the rail 7 when the first connector 1720a and / or the second connector 1720b are closed. The second roller 1751b is a wheel for rotatably contacting the rail 7. The axis of rotation of the first roller 1751a is perpendicular to the longitudinal direction of the rail 7 and approximately parallel to the horizontal direction. The first roller 1751a is an example of a roller.

[0408] The second roller 1751b is positioned on the side of the rail 7 when the first connector 1720a and / or the second connector 1720b are in a closed state. The second roller 1751b is a wheel for rotatably contacting the rail 7. The axis of rotation of the second roller 1751b is perpendicular to the longitudinal direction of the rail 7 and approximately parallel to the vertical direction. The second roller 1751b is an example of a roller.

[0409] When the first connector 1720a and / or the second connector 1720b are in the closed position, the first roller 1751a of the first hook 1721 and the first roller 1751a of the second hook 1722 are positioned vertically above the rail 7, and the second roller 1751b of the first hook 1721 and the second roller 1751b of the second hook 1722 are positioned on the side of the rail 7, sandwiching the rail 7.

[0410] A third roller 1751c is provided on each of the first hook 1721 and the second hook 1722 of the third connector 1720c.

[0411] The third roller 1751c is positioned vertically above the rail 7 when the third connector 1720c is in the closed position. The third roller 1751c is a wheel that rotatably contacts the rail 7. The axis of rotation of the first roller 1751a is perpendicular to the longitudinal direction of the rail 7 and approximately parallel to the horizontal direction. The third roller 1751c is an example of a roller.

[0412] For example, when the first connector 1720a is in the closed position, the first roller 1751a of the first hook 1721 and the first roller 1751a of the second hook 1722 are positioned vertically above the rail 7, and the second roller 1751b of the first hook 1721 and the second roller 1751b of the second hook 1722 are positioned on the side of the rail 7, sandwiching the rail 7.

[0413] [Example of operation 1] Figure 35 is a perspective view illustrating how the first connector 1720a of the unmanned aerial vehicle 10k in Embodiment 6 passes through the second rail 7b.

[0414] As shown in Figures 35a and 35b, the unmanned aerial vehicle 10k moves along the first rail 7a by rotating its side propellers. As the first connector 1720a approaches the second rail 7b, the unmanned aerial vehicle 10k swings its swinging part 1761 to push up the first connector 1720a and push down the second connector 1720b. This causes the first hook 1721 and the second hook 1722 of the first connector 1720a to move away from the first rail 7a. Once the unmanned aerial vehicle 10k has pushed up the first connector 1720a and moved it away from the first rail 7a, it rotates the first hook 1721 and the second hook 1722 of the first connector 1720a to open the first connector 1720a. The first connector 1720a is released from its connection to the first rail 7a, and is positioned vertically below the second rail 7b so that it does not come into contact with the second rail 7b. At this time, the third connector 1720c and the second connector 1720b remain connected to the first rail 7a, and the unmanned aerial vehicle 10k maintains its attitude. When the first connector 1720a is released from its connection to the first rail 7a, the unmanned aerial vehicle 10k may be given lift vertically upward by rotating its forward propeller.

[0415] As shown in Figure 35c, the unmanned aerial vehicle 10k moves along the first rail 7a while maintaining its attitude, and the first connector 1720a passes vertically below the second rail 7b.

[0416] Figure 36 is a perspective view illustrating how the third connector 1720c of the unmanned aerial vehicle 10k in Embodiment 6 passes through the second rail 7b.

[0417] As shown in Figure 36a, when the first connector 1720a passes vertically below the second rail 7b, the unmanned aerial vehicle 10k rotates the first hook 1721 and the second hook 1722 of the first connector 1720a to close the first connector 1720a, thereby connecting the first connector 1720a to the first rail 7a. Then, the unmanned aerial vehicle 10k swings the swinging part 1761 to push up the second connector 1720b and push down the first connector 1720a, returning the swinging part 1761 to its original position (a position in which the main girder 1719b and the swinging part 1761 are approximately parallel, the position just before the swinging part 1761 was swung). At this time, the third connector 1720c and the second connector 1720b are connected to the first rail 7a.

[0418] As shown in Figure 36b, when the third connector 1720c approaches the second rail 7b, the unmanned aerial vehicle 10k drives the position adjustment unit 1773 to raise the third connector 1720c to an elevated state. This causes the first hook 1721 and the second hook 1722 of the third connector 1720c to move away from the first rail 7a. Once the unmanned aerial vehicle 10k pushes the third connector 1720c upward to move it away from the first rail 7a, it rotates the first hook 1721 and the second hook 1722 of the third connector 1720c to open the third connector 1720c. The third connector 1720c is disconnected from the first rail 7a, and is positioned vertically below the second rail 7b so that the third connector 1720c does not come into contact with the second rail 7b. At this time, the first connector 1720a and the second connector 1720b remain connected to the first rail 7a, and the attitude of the unmanned aerial vehicle 10k is maintained.

[0419] As shown in Figure 36c, the unmanned aerial vehicle 10k moves along the first rail 7a while maintaining its attitude, and the third connector 1720c passes vertically below the second rail 7b.

[0420] As shown in Figure 36d, when the third connector 1720c passes vertically below the second rail 7b, the unmanned aerial vehicle 10k rotates the first hook 1721 and the second hook 1722 of the third connector 1720c to close the third connector 1720c, thereby connecting the third connector 1720c to the first rail 7a. Then, the unmanned aerial vehicle 10k drives the position adjustment unit 1773 to lower the third connector 1720c to a lowered state. At this time, the first connector 1720a and the third connector 1720c are connected to the first rail 7a.

[0421] Figure 37 is a perspective view illustrating how the second connector 1720b of the unmanned aerial vehicle 10k in Embodiment 6 passes through the second rail 7b.

[0422] As shown in Figure 37a, when the second connector 1720b approaches the second rail 7b, the unmanned aerial vehicle 10k swings the swinging part 1761 to push up the second connector 1720b and push down the first connector 1720a. This causes the first hook 1721 and the second hook 1722 of the second connector 1720b to move away from the first rail 7a. Once the unmanned aerial vehicle 10k has pushed up the second connector 1720b and moved it away from the first rail 7a, it rotates the first hook 1721 and the second hook 1722 of the second connector 1720b to open the second connector 1720b. The second connector 1720b is released from its connection to the first rail 7a, and is positioned vertically below the second rail 7b so that it does not come into contact with the second rail 7b. At this time, the first connector 1720a and the third connector 1720c remain connected to the first rail 7a, and the unmanned aerial vehicle 10k maintains its attitude. When the second connector 1720b is released from its connection to the first rail 7a, the unmanned aerial vehicle 10k may be given lift vertically upward by rotating its forward propeller.

[0423] As shown in Figure 37b, the unmanned aerial vehicle 10k moves along the first rail 7a while maintaining its attitude, and the second connector 1720b passes vertically below the second rail 7b.

[0424] As shown in Figure 37c, when the second connector 1720b passes vertically below the second rail 7b, the unmanned aerial vehicle 10k rotates the first hook 1721 and the second hook 1722 of the second connector 1720b to close the second connector 1720b, thereby connecting the second connector 1720b to the first rail 7a. Then, the unmanned aerial vehicle 10k swings the swinging part 1761 to push up the first connector 1720a and push down the second connector 1720b, returning the swinging part 1761 to its original position (a position in which the main girders 1719b and the swinging part 1761 are approximately parallel, the position just before the swinging part 1761 was swung). At this time, the first connector 1720a and the third connector 1720c are connected to the first rail 7a.

[0425] In this way, the unmanned aerial vehicle 10k can pass through the connection point between the first rail 7a and the second rail 7b.

[0426] [Example of operation 2] Figure 38 is a schematic diagram illustrating how the unmanned aerial vehicle 10k in Embodiment 6 connects from the first rail 7a to the second rail 7b.

[0427] The unmanned aerial vehicle 10k moves along the first rail 7a by rotating its side propellers. As shown in Figures 38a and 38b, when the first connector 1720a approaches the second rail 7b, the unmanned aerial vehicle 10k rotates the first hook 1721 and the second hook 1722 of the third connector 1720c to close the third connector 1720c. As shown in Figure 38c, the unmanned aerial vehicle 10k rotates the first hook 1721 and the second hook 1722 of the first connector 1720a to open the first connector 1720a. The first connector 1720a is released from the first rail 7a and positioned vertically below the second rail 7b so that the first connector 1720a does not come into contact with the second rail 7b.

[0428] As shown in Figure 38d, when the first connector 1720a passes vertically below the second rail 7b and the third connector 1720c approaches the second rail 7b, the unmanned aerial vehicle 10k stops moving by stopping the rotation of the side propellers 22a. As shown in Figure 38e, the unmanned aerial vehicle 10k rotates the first hook 1721 and the second hook 1722 of the second connector 1720b to open the second connector 1720b. The second connector 1720b is released from the first rail 7a and positioned vertically below the second rail 7b so that the second connector 1720b does not come into contact with the second rail 7b.

[0429] As shown in Figure 38f, since only the third connector 1720c is connected to the first rail 7a, the unmanned aerial vehicle 10k rotates counterclockwise by first changing the attitude of the side propellers 22a so that the unmanned aerial vehicle 10k rotates horizontally, as shown in Figure 26, and then rotating the side propellers 22a.

[0430] Figure 39 is a schematic diagram illustrating how the connection between the third connector 1720c and the first rail 7a of the unmanned aerial vehicle 10k is released in Embodiment 6. Figures 39a, b, and d show an overhead view of the unmanned aerial vehicle 10k, while Figures 39c and e show the first connector 1720a, second connector 1720b, and third connector 1720c of the unmanned aerial vehicle 10k viewed from the side.

[0431] As shown in Figures 39a, b, and c, the unmanned aerial vehicle 10k rotates until the first connector 1720a and the second connector 1720b are aligned with the second rail 7b. After rotating until the first connector 1720a and the second connector 1720b are aligned with the second rail 7b, the unmanned aerial vehicle 10k rotates the first hook 1721 and the second hook 1722 of the first connector 1720a and the second connector 1720b, respectively, to close the first connector 1720a and the second connector 1720b, thereby connecting the first connector 1720a and the second connector 1720b to the second rail 7b.

[0432] As shown in Figures 39d and e, the unmanned aerial vehicle 10k raises the third connector 1720c by driving the position adjustment unit 1773. This causes the first hook 1721 and the second hook 1722 of the third connector 1720c to separate from the first rail 7a. Once the third connector 1720c is separated from the first rail 7a, the unmanned aerial vehicle 10k rotates the first hook 1721 and the second hook 1722 of the third connector 1720c to open the third connector 1720c. The third connector 1720c is then disconnected from the first rail 7a and positioned vertically below the first rail 7a and the second rail 7b so that the third connector 1720c does not come into contact with the first rail 7a and the second rail 7b. The unmanned aerial vehicle 10k then rotates until the connection points of the third connector 1720c and the first rail 7a and the second rail 7b overlap. In other words, the unmanned aerial vehicle 10k rotates so that the longitudinal direction of the aircraft body 1711 is approximately parallel to the longitudinal direction of the second rail 7b.

[0433] Figure 40 is a schematic diagram illustrating how, in Embodiment 6, the unmanned aerial vehicle 10k passes through the connection point between the first rail 7a and the second rail 7b after the third connector 1720c of the unmanned aerial vehicle 10k is connected to the second rail 7b.

[0434] As shown in Figures 40a and 40b, the unmanned aerial vehicle 10k rotates the third connector 1720c until it is in the same position as the first connector 1720a and the second connector 1720b. That is, the third connector 1720c rotates 90° around the vertical axis. The unmanned aerial vehicle 10k moves along the second rail 7b by rotating its side propellers 22a until it is in a position where it can connect to the second rail 7b (a position where the third connector 1720c does not come into contact with the first rail 7a). As shown in Figure 40c, the unmanned aerial vehicle 10k connects the third connector 1720c to the second rail 7b by rotating the first hook 1721 and the second hook 1722 of the third connector 1720c to close the third connector 1720c.

[0435] As shown in Figure 40d, the unmanned aerial vehicle 10k rotates the first hook 1721 and the second hook 1722 of the second connector 1720b to open the second connector 1720b. The second connector 1720b is released from the second rail 7b and positioned vertically below the second rail 7b so that the second connector 1720b does not come into contact with the second rail 7b. As shown in Figure 40e, the unmanned aerial vehicle 10k moves to the left along the second rail 7b by rotating its side propeller 22a, so that the second connector 1720b passes vertically below the first rail 7a. As shown in Figure 40f, the unmanned aerial vehicle 10k rotates the first hook 1721 and the second hook 1722 of the second connector 1720b so that the second connector 1720b is in a closed state, thereby connecting the second connector 1720b to the second rail 7b.

[0436] This allows the unmanned aerial vehicle 10k to pass through the connection point between the first rail 7a and the second rail 7b.

[0437] (Modified version of Embodiment 6) In the following, since the basic configuration of this modified example is the same as that of the unmanned aerial vehicle in Embodiment 6, etc., the explanation of the basic configuration of the unmanned aerial vehicle 10k in this modified example will be omitted as appropriate. This modified example differs from Embodiment 6, etc. in that the connection method between the connecting body 1720 and the rail 7 is different. In this modified example, the first connecting body 1720a, the second connecting body 1720b, and the third connecting body 1720c are collectively referred to simply as the connecting body 1720. The connecting body 1720 is an example of an arm.

[0438] Figure 41 is a perspective view illustrating a connector 1720 of the unmanned aerial vehicle 10k in a modified example of Embodiment 6. Figure 42 is a front view illustrating a front view of the connector 1720 of the unmanned aerial vehicle 10k in a modified example of Embodiment 6. Figure 42 illustrates how the connector 1720 connects to the rail 7, but the operation of releasing the connector 1720 from the rail 7 is the reverse of the operation shown in Figures 42 a to d, so the explanation is omitted.

[0439] As shown in Figure 41, the connector 1720 has a first hook 1721 and a second hook 1722, two first gears 1731a, two second gears 1731b, two motors 1731c, and two third gears 1731d. The two first gears 1731a, two second gears 1731b, two motors 1731c, and two third gears 1731d are the actuators described above and are driven and controlled by the drive control unit 12.

[0440] The two first gears 1731a are rotatably housed within the housing 1730 and rotate around an axis, thereby rotating the first hook 1721 and the second hook 1722 around that axis.

[0441] One of the two first gears 1731a is fixed to the end (base) of the first hook 1721 opposite to the roller side. The other of the two first gears 1731a is fixed to the end (base) of the second hook 1722 opposite to the roller side. Each of the two first gears 1731a meshes one-to-one with each of the two second gears 1731b, and the rotation of each second gear 1731b causes the first hook 1721 and the second hook 1722 to rotate.

[0442] The two second gears 1731b are rotatably housed within the housing 1730 and rotate around an axis different from the axis of the first gear 1731a, thereby rotating the first gear 1731a. One of the two second gears 1731b meshes with one of the first gears 1731a, thereby rotating that first gear 1731a around its axis. The other of the two second gears 1731b meshes with the other first gear 1731a, thereby rotating that first gear 1731a around its axis.

[0443] The two motors 1731c are housed within the housing 1730 such that the axial direction of their respective rotating shafts is perpendicular to the axial direction of their respective first gears 1731a and their respective second gears 1731b.

[0444] Each of the two motors 1731c is provided with a third gear 1731d on its rotating shaft, and the two third gears 1731d mesh one-to-one with each of the two second gears 1731b. In other words, one of the two motors 1731c rotates the first hook 1721 via one first gear 1731a when the third gear 1731d meshes with one second gear 1731b. The other of the two motors 1731c rotates the second hook 1722 via the other first gear 1731a when the third gear 1731d meshes with the other second gear 1731b.

[0445] In Figures 41a and 42a, the connector 1720 is in the open state and is not connected to the rail 7. As shown in Figures 41b and 42b, the drive control unit 12 drives each of the two motors 1731c to rotate the third gear 1731d, thereby rotating the two first gears 1731a one-to-one via the two second gears 1731b. This causes the first hook 1721 and the second hook 1722 to rotate.

[0446] As shown in Figures 41c and 42c, the first hook 1721 and the second hook 1722 are positioned by their respective actuators so that they overlap the rail 7 from above. In other words, the first rollers 1751a of the first hook 1721 and the second hook 1722 are positioned vertically above the rail 7, and the first rollers 1751a and the rail 7 are separated by a predetermined distance N. At this time, the orientation of the first rollers 1751a of the first hook 1721 and the second hook 1722 is such that the axial direction of the rotation axis of the first roller 1751a is approximately parallel to the horizontal direction.

[0447] As shown in Figures 41d and 42d, the drive control unit 12 further rotates the first hook 1721 and the second hook 1722 by controlling the actuators. As a result, the first hook 1721 and the second hook 1722 press down on the rail 7 by pressing down on it from vertically above. At this time, the axial direction of the rotation axis of the first roller 1751a of the first hook 1721 and the second hook 1722 is inclined at a predetermined angle with respect to the horizontal direction. In other words, as shown in Figure 42c, the longitudinal direction of the first hook 1721 relative to the first gear 1731a is approximately parallel to the vertical direction, but as shown in Figure 42d, the longitudinal direction of the first hook 1721 relative to the first gear 1731a is inclined at an angle β with respect to the vertical direction.

[0448] Thus, in this unmanned aerial vehicle 10k, when connecting the connector 1720 to the rail 7, as shown in Figures 41c and 42c, the axis of rotation of the first roller 1751a is in a position where the axis direction is approximately parallel to the horizontal direction, and the connector 1720 and the rail 7 are separated. When connecting the connector 1720 to the rail 7, the connector 1720 overlaps the rail 7 from the vertically above side, making it difficult for friction to occur between the connector 1720 and the rail 7. For this reason, the connector 1720 can be easily connected to the rail 7 in this unmanned aerial vehicle 10k.

[0449] In other words, when the first hook 1721 and the second hook 1722 close, the connector 1720 is closed and connected to the rail 7.

[0450] Figure 43 is a front view illustrating how the first hook 1721 is connected to the rail 7 when viewed from the front of the connecting body 1720 of the unmanned aerial vehicle 10k in a modified example of Embodiment 6. Although Figure 43 illustrates how the first hook 1721 is connected to the rail 7, the same procedure applies when connecting the second hook 1722 to the rail 7.

[0451] In Figure 43a, the connector 1720 is in the open state and is not connected to the rail 7. As shown in Figure 43b, the drive control unit 12 controls the actuator to drive one of the motors 1731c corresponding to the first hook 1721, which rotates the third gear 1731d, thereby rotating one of the first gears 1731a via one of the second gears 1731b. This causes the first hook 1721 to rotate.

[0452] As shown in Figure 43c, the actuator positions the first hook 1721 so that it overlaps the rail 7 from above. In other words, the first roller 1751a of the first hook 1721 is positioned vertically above the rail 7, and the first roller 1751a and the rail 7 are separated by a predetermined distance. At this time, the orientation of the first roller 1751a of the first hook 1721 is such that the axis of rotation of the first roller 1751a is approximately parallel to the horizontal direction.

[0453] As shown in Figure 43d, the drive control unit 12 further rotates the first hook 1721 by controlling the actuator. This causes the first hook 1721 to press down on the rail 7 from vertically above. At this time, the axial direction of the rotation axis of each first roller 1751a of the first hook 1721 is inclined at a predetermined angle with respect to the horizontal direction. In other words, as shown in Figure 43c, the longitudinal direction of the first hook 1721 relative to the first gear 1731a is approximately parallel to the vertical direction, but as shown in Figure 43d, the longitudinal direction of the first hook 1721 relative to the first gear 1731a is inclined by an angle β with respect to the vertical direction. In this way, the rotation of the first hook 1721 connects the first hook 1721 to the rail 7.

[0454] Figure 44 is a front view illustrating the process of releasing the second connector 1720b from the first rail 7a when viewed from the front of the second connector 1720b of the unmanned aerial vehicle 10k in a modified example of Embodiment 6, and a schematic diagram illustrating an overhead view of the unmanned aerial vehicle 10k. In Figure 44, the case of switching the connection from the first rail 7a as rail 7 to the second rail 7b as rail 7 is given as an example, as in Figure 38, etc. In Figure 44, the explanation will use the second connector 1720b as connector 1720.

[0455] As shown in Figure 44a, the axial direction of the rotation axis of the first roller 1751a of the first hook 1721 and the second hook 1722 is inclined at a predetermined angle with respect to the horizontal. That is, as shown in Figure 44b, the longitudinal direction of the first hook 1721 relative to the first gear 1731a is approximately parallel to the vertical, but as shown in Figure 44a, the longitudinal direction of the first hook 1721 relative to the first gear 1731a is inclined at an angle with respect to the vertical. In Figure 44b, the drive control unit 12 drives each of the two motors 1731c to rotate the third gear 1731d, thereby rotating the two first gears 1731a one-to-one via the two second gears 1731b. This causes the first hook 1721 and the second hook 1722 to rotate. Then, the first hook 1721 and the second hook 1722 move away from the vertically above the first rail 7a, causing the first roller 1751a to become non-contact with the first rail 7a and the second connector 1720b to move away from the first rail 7a.

[0456] As shown in Figure 44b, the actuators position the first rollers 1751a of the first hook 1721 and the second hook 1722 vertically above the first rail 7a, and the first rollers 1751a and the first rail 7a are separated by a predetermined distance. At this time, the orientation of the first rollers 1751a of the first hook 1721 and the second hook 1722 is such that the axial direction of the rotation axis of the first roller 1751a is approximately parallel to the horizontal direction.

[0457] As shown in Figures 44c and 44d, the first hook 1721 and the second hook 1722 are further rotated by their respective actuators, causing the second connector 1720b to open and releasing the connection between the second connector 1720b and the first rail 7a. At this time, the first hook 1721 and the second hook 1722 are positioned below a virtual plane that is substantially parallel to the upper surface of the housing 1730.

[0458] Figure 44e illustrates a view of the unmanned aerial vehicle 10k in Figure 44d from above, showing that the second connector 1720b is disconnected from the first rail 7a. In Figure 44e, the first connector 1720a is also open, but the third connector 1720c is connected to the first rail 7a.

[0459] Figure 45 is a front view illustrating the switching of the connection between the connector 1720 of the unmanned aerial vehicle 10k from the first rail 7a to the second rail 7b when viewed from the front, as well as a schematic diagram illustrating an overhead view of the unmanned aerial vehicle 10k in a modified example of Embodiment 6.

[0460] Figures 45a and 45c show the second connector 1720b as an example. Figures 45b and 45d illustrate how the unmanned aerial vehicle 10k rotates from the state shown in Figure 44e. As shown in Figures 45a and 45b, the unmanned aerial vehicle 10k rotates counterclockwise by first changing the attitude of its side propellers so that the unmanned aerial vehicle 10k rotates horizontally, and then rotating the side propellers.

[0461] As shown in Figures 45c and 45d, the unmanned aerial vehicle 10k rotates counterclockwise, and the drive control unit 12 controls the actuator to drive one motor 1731c corresponding to the first hook 1721 of the first connector 1720a, thereby rotating the third gear 1731d, which in turn rotates one of the first gears 1731a via one of the second gears 1731b. As a result, the first hook 1721 of the first connector 1720a rotates, and the first hook 1721 is positioned to overlap the second rail 7b. Also, as the unmanned aerial vehicle 10k rotates counterclockwise, the drive control unit 12 controls the actuator to drive the other motor 1731c corresponding to the second hook 1722 of the second connector 1720b, thereby rotating the third gear 1731d, which in turn rotates the other first gear 1731a via the other second gear 1731b. As a result, the second hook 1722 of the second connector 1720b rotates, and the second hook 1722 is positioned to overlap the second rail 7b from above.

[0462] Figure 46 is a front view illustrating how the connector 1720 of the unmanned aerial vehicle 10k is connected to the second rail 7b in a modified example of Embodiment 6.

[0463] As shown in Figures 46a and 46b, the unmanned aerial vehicle 10k rotates counterclockwise so that its longitudinal direction is approximately parallel to the longitudinal direction of the second rail 7b. In other words, the unmanned aerial vehicle 10k rotates 90° from the state shown in Figure 44e.

[0464] The unmanned aerial vehicle 10k operates by the drive control unit 12 controlling the actuator to drive the other motor 1731c corresponding to the second hook 1722 of the first connector 1720a, thereby rotating the third gear 1731d, which in turn rotates the other first gear 1731a via the other second gear 1731b. As a result, as shown in Figures 46c and 46d, the second hook 1722 of the first connector 1720a rotates and is positioned so that the second hook 1722 overlaps the second rail 7b. Furthermore, the unmanned aerial vehicle 10k operates by the drive control unit 12 controlling the actuator to drive one of the motors 1731c corresponding to the first hook 1721 of the second connector 1720b, thereby rotating the third gear 1731d, which in turn rotates the one first gear 1731a via the one second gear 1731b. As a result, the first hook 1721 of the second connector 1720b rotates, and the first hook 1721 is positioned to overlap the second rail 7b from above.

[0465] As shown in Figure 46e, the drive control unit 12 further controls the actuators of the first connector 1720a and the second connector 1720b, thereby rotating the first hook 1721 and the second hook 1722. As a result, the first hook 1721 and the second hook 1722 press down on the rail 7 by overlapping it from vertically above. At this time, the axial direction of the rotation axis of the first roller 1751a of the first hook 1721 and the second hook 1722 is inclined at a predetermined angle with respect to the horizontal direction.

[0466] As shown in Figures 46f and 46g, the unmanned aerial vehicle 10k disconnects the third connector 1720c from the first rail 7a, rotates the third connector 1720c by 90°, and connects the third connector 1720c to the second rail 7b.

[0467] Then, as the first hook 1721 and the second hook 1722 close, the third connector 1720c is closed, and the third connector 1720c is connected to the second rail 7b.

[0468] (Embodiment 7) [composition] In the following description, the basic configuration of the first thruster device 110a1 in this embodiment is the same as that of the first thruster device in Embodiment 1, etc., so the explanation of the first thruster device and its basic configuration in this embodiment will be omitted as appropriate. This embodiment differs from Embodiment 1, etc. in that the first thruster device 110a1 is provided with a first guide section 1811.

[0469] Figure 47 is a perspective view illustrating the mounting platform 1890 of the system in Embodiment 7. Figure 48 is a perspective view illustrating how the first thruster device 110a1 of the lifting system in Embodiment 7 retrieves a load placed on the mounting platform 1890. Figure 49 is a side view illustrating how the first thruster device 110a1 of the lifting system in Embodiment 7 retrieves a load placed on the mounting platform 1890.

[0470] As shown in Figures 47 and 48, the system in this embodiment comprises a mounting platform 1890 and a lifting system.

[0471] The platform 1890 is a platform on which a lifting system places goods for delivery or shipping. The platform 1890 has a base plate portion 1895 that is placed on the floor, ground, etc., and a goods support portion 1894 formed on the upper surface of the base plate portion 1895.

[0472] The luggage support portion 1894 is a protruding portion relative to the base plate portion 1895. Specifically, as shown in Figure 47a, the luggage support portion 1894 consists of multiple plate portions arranged in an upright position relative to the upper surface of the base plate portion 1895. When viewed from above, the luggage support portion 1894 is formed in a grid pattern on the base plate portion 1895. Alternatively, when viewed from above, the luggage support portion 1894 may be formed in a slatted pattern. On the loading platform 1890, luggage can be placed on the side surfaces of the plate-shaped luggage support portion 1894. In other words, the side surfaces of the luggage support portion 1894 correspond to the loading surface.

[0473] Because the load support section 1894 of the mounting platform 1890 is lattice-shaped, a space is formed between the load and the bottom plate section 1895, which is a space for guiding the first guide section 1811 of the first thruster device 110a1. This space is a relief section that avoids contact with the first guide section 1811 when the first guide section 1811 is displaced.

[0474] As shown in Figures 47b and 47c, the luggage support portions 1894a and 1894b may be columnar or cylindrical portions that protrude from the upper surface of the bottom plate portions 1895a and 1895b. In Figure 47c of this embodiment, the bottom plate portion 1895a is exemplified as a cylindrical columnar portion, and in Figure 47e, the bottom plate portion 1895b is exemplified as a rectangular columnar portion. However, the shape of the luggage support portions 1894a and 1894b is not limited as long as it is possible to support the luggage. Note that the area of ​​the lower end surface of the luggage in Figures 47d and 47f is larger than the mounting surface of the luggage support portions 1894a and 1894b that contact the lower end surface.

[0475] The luggage support portion 1894 may have any shape as long as a space is formed between the lower end surface of the luggage and the bottom plate portion 1895, allowing the luggage to be supported by the rotation of the pivot support portion 1812 of the first guide portion 1811. Therefore, the shape of the luggage support portion 1894 is not limited to that shown in Figure 47.

[0476] As shown in Figure 48, the first thruster device 110a1 further has a pair of first guide sections 1811.

[0477] Each of the pair of first guide sections 1811 has a first connecting section 1813 and a pivot support section 1812.

[0478] The first connecting section 1813 is a long, vertically extending rod and is provided along the side surface of the first support 111. The upper end of the first connecting section 1813 is connected to a drive unit provided on the first thruster device 110a1, and the lower end of the first connecting section 1813 is connected to a rotation support section 1812 provided on the first thruster device 110a1. The first connecting section 1813 is driven by the drive unit of the first thruster device 110a1, thereby applying a force to rotate the rotation support section 1812. The first connecting section 1813 is driven by the drive unit controlled by the thruster control unit 124 of the first thruster device 110a1, thereby applying stress to the rotation support section 1812 vertically upward and vertically downward, and thus causing the rotation support section 1812 to rotate.

[0479] As shown in Figure 48c and Figures 49a and b, the rotating support portion 1812 is positioned at the lower end edge of the first support 111 of the first thruster device 110a1 and rotates around a predetermined axis. The rotating support portion 1812 is a long member formed in a substantially L-shape when viewed from the side. When retrieving a load, the rotating support portion 1812 rotates around a predetermined axis to support the lower end surface of the load, scooping it up from below. The rotating support portion 1812 is displaced between a supported state in which it can support the load and a non-supported state in which it does not support the load by rotating relative to the supported state.

[0480] [Operation] As shown in Figures 48a and 48b, the first thruster device 110a1 descends from above the load placed on the mounting platform 1890 and aligns itself with the load. After aligning, the first thruster device 110a1 descends and inserts the load into the first support 111.

[0481] As shown in Figure 48c, the pivot support portion 1812 of the first thruster device 110a1 is positioned between two adjacent load support portions 1894 on the mounting base 1890. At this time, the pivot support portion 1812 is guided by the two adjacent load support portions 1894, thereby adjusting the posture of the first support 111 relative to the load.

[0482] The thruster control unit 124 of the first thruster device 110a1 detects that the first thruster device 110a1 has been positioned to retrieve the load. For example, when the thruster control unit 124 obtains information indicating that the first thruster device 110a1 has made contact with the mounting surface, it controls the drive unit of the first thruster device 110a1 to drive the pair of first guide units 1811. Specifically, as shown in Figures 49 a and b, the pair of first connecting units 1813 are driven by the drive unit to apply a force that causes the pair of rotating support units 1812 to rotate one-to-one. In other words, the pair of first connecting units 1813 apply a vertically downward stress to the pair of rotating support units 1812, causing the pair of rotating support units 1812 to rotate around a predetermined axis. The pair of rotating support parts 1812 rotate within the space between the two adjacent load support parts 1894 and the load, supporting the load from both sides of its lower end surface as if scooping it up. In this way, the first thruster device 110a1 supports the load.

[0483] As shown in Figure 49c, the first thruster device 110a1 retrieves the cargo and ascends towards the unmanned aerial vehicle.

[0484] (Modification 1 of Embodiment 7) In the following description, the basic configuration of the first thruster device 110a2 in this modified example is the same as that of the first thruster device in Embodiment 7, etc., so the explanation of the basic configuration of the first thruster device 110a2 in this modified example will be omitted as appropriate. This modified example also differs from Embodiment 7, etc. in that the shape of the system mounting base 1880 is different. Furthermore, this modified example differs from Embodiment 7, etc. in that the first thruster device 110a2 is further provided with a second guide section 1821.

[0485] Figure 50 shows an illustrative perspective view and a plan view of the mounting platform 1880 of the system in a modified example of Embodiment 7. Figure 50a shows the loading of goods on the mounting platform 1880, and Figure 50b shows the mounting platform 1880 viewed from vertically above.

[0486] As shown in Figures 50a and 50b, the cargo support portion 1894 is a protrusion that extends from the bottom plate portion 1895. The central portion of the cargo support portion 1894 is sized to support the cargo to be placed on it, and the upper surface of the cargo support portion 1894 has a flat surface 1882 on which the cargo can be placed. As shown in Figure 50b, the cargo support portion 1894 has an X shape in plan view. The cargo support portion 1894 has a first notch 1883 and a second notch 1881 for guiding the first guide portion 1811 and the second guide portion 1821 of the first thruster device 110a2.

[0487] The first notch 1883 corresponds to the first guide portion 1811. The first notch 1883 is a space to avoid contact with the first guide portion 1811 when the first guide portion 1811 is displaced. The first notches 1883 are formed one-to-one according to the number of first guide portions 1811. In this embodiment, two first notches 1883 are formed in the load support portion 1894.

[0488] The second notch 1881 corresponds to the second guide portion 1821. The second notch 1881 is a space to avoid contact with the second guide portion 1821 when the second guide portion 1821 is displaced. The second notches 1881 are formed one-to-one according to the number of second guide portions 1821. In this embodiment, two second notches 1881 are formed in the luggage support portion 1894. The inner surface 1881a of the second notch 1881 is cone-shaped or frustoconical, gradually narrowing as it approaches the central portion of the luggage support portion 1894. The tip of the inner surface 1881a of the second notch 1881 (the central portion of the luggage support portion 1894) is shaped according to the slide guide portion 1821b2, so that the slide guide portion 1821b2, which will be described later, is positioned there.

[0489] Figure 51 is a perspective view illustrating how the mounting platform 1880 of the system deforms in Modification 1 of Embodiment 7. Figure 51a shows the first state when a load is placed on the mounting platform 1880, and Figure 51b shows the second state when no load is placed on the mounting platform 1880 (not in use).

[0490] The mounting base 1880 further has a plurality of movable floors 1881b, 1883b for filling the first notch 1883 and the second notch 1881. Each of the plurality of movable floors 1881b, 1883b rises when displaced from the first state to the second state, thereby filling the first notch 1883 and the second notch 1881. Each of the plurality of movable floors 1881b, 1883b may be housed in the bottom plate 1895.

[0491] Such a loading platform 1880 may have a gravity sensor, a pressure sensor, etc., when the cargo is to be retrieved. In other words, when cargo is placed on the loading surface 1882 of the loading platform 1880, the weight of the cargo is detected, and the movable floors 1881b and 1883b may descend, causing the loading platform 1880 to be displaced from the second state to the first state.

[0492] Furthermore, when delivering cargo, if the mounting platform 1880 detects an unmanned aerial vehicle or the first thruster device 110a2 stationary above the mounting platform 1880, the movable floors 1881b and 1883b may descend, causing the mounting platform 1880 to displace from the second state to the first state. The mounting platform 1880 may also displace from the second state to the first state by acquiring a signal from the unmanned aerial vehicle or the first thruster device 110a2.

[0493] Figure 52 is a perspective view illustrating how the first thruster device 110a2 of the lifting system in Modification 1 of Embodiment 7 retrieves a load placed on the mounting platform 1880. Figure 53 is a perspective view illustrating how the first thruster device 110a2 of the lifting system in Modification 1 of Embodiment 7 retrieves a load placed on the mounting platform 1880. Figure 54 is a perspective view illustrating the movement of the second guide portion 1821 of the first thruster device 110a2 of the lifting system in Modification 1 of Embodiment 7.

[0494] As shown in Figures 52 and 53, the first thruster device 110a2 further has a pair of second guide sections 1821.

[0495] Each of the pair of second guide sections 1821 has a second connecting section 1821a and a sliding section 1821b.

[0496] The second connecting section 1821a is a long, vertically extending rod. The upper end of the second connecting section 1821a, which is provided along the side surface of the first support 111, is connected to a drive unit provided in the first thruster device 110a2, and the lower end of the second connecting section 1821a is connected to the slide body 1821b1 of the slide section 1821b provided in the first thruster device 110a2. The second connecting section 1821a transmits the force to move the slide section 1821b to the slide body 1821b1 when the drive unit of the first thruster device 110a2 is driven.

[0497] As shown in Figure 52b and Figures 53a and b, the pair of sliding parts 1821b are positioned on the lower edge of the first support 111 of the first thruster device 110a2 and move the sliding guide part 1821b2 so as to grip the load.

[0498] Specifically, each of the pair of slide sections 1821b has a slide body section 1821b1 and a slide guide section 1821b2.

[0499] The slide body portion 1821b1 is positioned and fixed to the lower end edge of the first support 111 and is an actuator that moves the slide guide portion 1821b2 in the horizontal direction.

[0500] The slide guide portion 1821b2 is an upright plate-shaped member and is movable along the lower end surface of the slide body portion 1821b1 by the slide body portion 1821b1. The slide guide portion 1821b2 is supported by the slide body portion 1821b1 in an upright position vertically downward from the plate-shaped slide body portion 1821b1 which is substantially parallel to the horizontal direction. The pair of slide guide portions 1821b2 approach the load by sandwiching it from both sides in order to correct the position of the first support 111 with respect to the load placed on the mounting base 1880. In addition, when separating the load from the first support 111, the slide guide portion 1821b2 may be slid away from the load by the slide body portion 1821b1.

[0501] [Operation] As shown in Figures 52a and 52b, the first thruster device 110a2 descends from above the load placed on the mounting platform 1880 and aligns itself with the load. After aligning, the first thruster device 110a2 descends and inserts the load into the first support 111.

[0502] As shown in Figures 52b and 52c, the first thruster device 110a2 makes further fine adjustments to its position relative to the load. Figure 52c shows an overhead view of the first thruster device 110a2 and the load. In Figure 52c, it can be seen that the length of the first thruster device 110a2 is offset by a predetermined angle relative to the length of the load.

[0503] The thruster control unit 124 of the first thruster device 110a2 detects that the first thruster device 110a2 has been positioned to retrieve the load. For example, when the thruster control unit 124 obtains information indicating that the first thruster device 110a2 has come into contact with the mounting surface 1882, it controls the drive unit of the first thruster device 110a2 to move the sliding parts 1821b of the pair of second guide parts 1821, as shown in Figures 54 a and b. As a result, the pair of sliding guide parts 1821b2 approach the load by sandwiching it from both sides with the sliding body part 1821b1. At this time, the pair of sliding guide parts 1821b2 approach the load while sliding along the inner surfaces 1881a (sides) of the pair of second notches 1881 formed in the mounting base 1880. As a result, the posture of the first support 111 relative to the load is adjusted, as shown in Figures 52 d and e. Figure 52e shows an overhead view of the first thruster device 110a2 and the load. In Figure 52e, it can be seen that the length of the first thruster device 110a2 is approximately parallel to the length of the load. Therefore, the pair of first guide sections 1811 in this first thruster device 110a2 can properly support the load, thus enabling safe delivery of the load.

[0504] Furthermore, the thruster control unit 124 of the first thruster device 110a2 detects when the first thruster device 110a2 is positioned to retrieve the load. For example, when the thruster control unit 124 obtains information indicating that the first thruster device 110a2 has come into contact with the mounting surface 1882, it controls the drive unit of the first thruster device 110a2 to drive the pair of first guide units 1811. Specifically, as shown in Figure 53a, the pair of first connecting units 1813 are driven by the drive unit to apply a force that causes the pair of rotating support units 1812 to rotate one-to-one. In other words, the pair of first connecting units 1813 apply a vertically downward stress to the pair of rotating support units 1812, causing the pair of rotating support units 1812 to rotate around a predetermined axis. The pair of rotating support parts 1812 rotate within the space between the two adjacent load support parts 1894 and the load, supporting the load from both sides of its lower end surface as if scooping it up. In this way, the first thruster device 110a2 supports the load.

[0505] As shown in Figure 53b, the first thruster device 110a2 retrieves the cargo and ascends towards the unmanned aerial vehicle.

[0506] (Modification 2 of Embodiment 7) [composition] In the following description, the basic configuration of the first thruster device 110a3 in this modified example is the same as the basic configuration of the first thruster device in Modification 1 of Embodiment 7, etc., so the explanation of the basic configuration of the first thruster device 110a3 in this modified example will be omitted as appropriate. This modified example also differs from Modification 1 of Embodiment 7, etc., in that the configuration of the second guide section 1823 is different.

[0507] Figure 55 is a perspective view illustrating the movement of the second guide section 1823 of the first thruster device 110a3 of the lifting system in a modified example 2 of Embodiment 7. Figure 55a shows a state in which multiple slide guide sections 1823b2 are extended in a series and are separated from the load, Figure 55b shows a state in which multiple slide guide sections 1823b2 are extended in a series and are approaching the load, and Figure 55c shows a state in which multiple slide guide sections 1823b2 are combined into one.

[0508] Each of the pair of slide sections 1823b has a slide body section 1823b1 and a plurality of slide guide sections 1823b2.

[0509] As shown in Figures 55a and 55c, the slide body 1823b1 arranges the multiple slide guides 1823b2 such that when the first support 111 approaches directly above the load, the multiple slide guides 1823b2 are aligned vertically in a single line. As shown in Figure 55b, the pair of slide body 1823b1 move the multiple slide guides 1823b2 so that they sandwich the load from both sides, bringing the multiple slide guides 1823b2 closer to the load. At this time, the slide guide 1823b2 located at the lowest end of the multiple slide guides 1823b2 is positioned in the space of the second notch 1881 of the mounting base 1880, so that the orientation of the first support 111 relative to the load can be properly supported.

[0510] [Operation] Figure 56 is a perspective view illustrating how the first thruster device 110a3 of the lifting system in a modified example 2 of Embodiment 7 retrieves a load placed on the mounting platform 1880.

[0511] As shown in Figures 56a and 56b, the first thruster device 110a3 descends from above the load placed on the mounting platform 1880 and aligns itself with the load. After aligning, the first thruster device 110a3 descends and inserts the load into the first support 111.

[0512] As shown in Figures 56b and 56c, the first thruster device 110a3 makes further fine adjustments to its position relative to the load. Figure 56c shows an overhead view of the first thruster device 110a3 and the load. In Figure 56c, it can be seen that the length of the first thruster device 110a3 is offset by a predetermined angle relative to the length of the load.

[0513] The thruster control unit 124 of the first thruster device 110a3 detects that the first thruster device 110a3 has been positioned to retrieve the load. For example, when the thruster control unit 124 obtains information indicating that the first thruster device 110a3 has come into contact with the mounting surface 1882, it controls the drive unit of the first thruster device 110a3 to move the sliding parts 1823b of the pair of second guide parts 1823, as shown in Figures e and d of 56. As a result, one pair of the multiple sliding guide parts 1823b2 approach the load by sandwiching it from both sides with the sliding body part 1823b1. At this time, the pair of sliding guide parts 1823b2 located at the lowest end of the multiple sliding guide parts 1823b2 approach the load while sliding along the inner surface 1881a (side surface) of the pair of second notches 1881 formed in the mounting base 1880. As a result, the orientation of the first support 111 relative to the load is adjusted, as shown in Figure 56e. Figure 56e shows an overhead view of the first thruster device 110a3 and the load. In Figure 56e, it can be seen that the longitudinal direction of the first thruster device 110a3 is approximately parallel to the longitudinal direction of the load. Therefore, the pair of first guide sections 1811 in this first thruster device 110a3 can properly support the load, thus enabling safe delivery of the load.

[0514] Figure 57 is a perspective view illustrating how the first thruster device 110a3 of the lifting system in a modified example 2 of Embodiment 7 retrieves a load placed on the mounting platform 1880.

[0515] As shown in Figure 57a, as the first thruster device 110a3 descends, the slide body 1823b1 folds its multiple slide guide sections 1823b2 into one. The thruster control unit 124 of the first thruster device 110a3 detects that the first thruster device 110a3 has been positioned to retrieve the load. For example, when the thruster control unit 124 obtains information indicating that the first thruster device 110a3 has come into contact with the mounting surface 1882, it controls the drive unit of the first thruster device 110a3 to drive the pair of first guide sections 1811. Specifically, the pair of interlocking parts, driven by the drive unit, apply a force to rotate the pair of rotational support sections 1812 one-to-one. In other words, the pair of interlocking parts apply a vertical downward stress to the pair of rotational support sections 1812, causing the pair of rotational support sections 1812 to rotate around a predetermined axis. The pair of rotating support parts 1812 rotate within the space between the two adjacent load support parts 1894 and the load, supporting the load from both sides of its lower end surface as if scooping it up. In this way, the first thruster device 110a3 supports the load.

[0516] As shown in Figure 57b, the first thruster device 110a3 retrieves the cargo and ascends towards the unmanned aerial vehicle.

[0517] (Embodiment 8) [composition] In the following, the basic configuration of the unmanned aerial vehicle 10m in this embodiment is the same as the basic configuration of the unmanned aerial vehicle in Embodiment 5, etc., so the explanation of the basic configuration of the unmanned aerial vehicle 10m in this embodiment will be omitted as appropriate.

[0518] Figure 58A is a schematic diagram illustrating the unmanned aerial vehicle 10m in Embodiment 8. Figure 58B is a schematic diagram illustrating the first projection plane and the second projection plane of the unmanned aerial vehicle 10m in Embodiment 8.

[0519] As shown in Figures 58A and 58B, the main body 1912 has a first length N1 in the first direction that is longer than the second length N2 in the second direction which is substantially perpendicular to the first direction. The first direction is parallel to the direction in which the unmanned aerial vehicle 10m travels. In this embodiment, when the unmanned aerial vehicle 10m is moving along the first rail 7a, the first direction is parallel to the longitudinal direction of the first rail 7a. Therefore, the main body 1912 is elongated in the longitudinal direction of the first rail 7a. The main body 1912 is an example of a main body.

[0520] Since the main body 1912 is elongated in a direction approximately parallel to the first direction, the first area of ​​the first smallest rectangle circumscribing the first projection plane, indicated by the dot hatching obtained by projecting the unmanned aerial vehicle 10m onto a first plane whose normal vector is the first direction, is smaller than the second area of ​​the second smallest rectangle circumscribing the second projection plane, indicated by the dot hatching obtained by projecting the unmanned aerial vehicle 10m onto a second plane whose normal vector is the second direction. In other words, since the thickness of the main body 1912 does not change in either the first or second plane, if the widthwise length of the unmanned aerial vehicle 10m projected onto the first plane is shorter than the length in the direction of movement of the unmanned aerial vehicle 10m projected onto the second plane, the first area will be smaller than the second area.

[0521] Furthermore, the unmanned aerial vehicle 10m includes a plurality of propellers 22, a plurality of first propeller drive motors 23, at least one side propeller 22a1, at least one third propeller drive motor 22a3, a control processing unit 11, at least one connector, and a connector support part 1970.

[0522] The multiple propellers 22 are located in a virtual plane parallel to a first direction and a second direction. The multiple propellers 22 include a first propeller 22, a second propeller 22 adjacent to the first propeller 22 in the second direction, a third propeller 22 adjacent to the first propeller 22 in the first direction, and a fourth propeller 22 adjacent to the second propeller 22 in the first direction and adjacent to the third propeller 22 in the second direction. For example, the first propeller 22 and the second propeller 22 are two propellers 22 located on the front side of the aircraft body 1912. The third propeller 22 and the fourth propeller 22 are two propellers 22 located on the rear side of the aircraft body 1912. Furthermore, since the aircraft body 1912 is elongated in a direction approximately parallel to the first direction, the first distance between the first propeller 22 and the second propeller 22 is narrower than the second distance between the first propeller 22 and the third propeller 22. The propeller 22 is an example of a main rotor.

[0523] Multiple first propeller drive motors 23 are mounted on the aircraft body 1912 and rotate each of the multiple propellers 22. The first propeller drive motors 23 are an example of a main motor.

[0524] At least one connector can be suspended from at least one rail located above ground level. The unmanned aerial vehicle 10m of this embodiment has three connectors provided on the aircraft body 1912. The three connectors are similar to the first connector 1720a, second connector 1720b, and third connector 1720c of Embodiment 6, etc., but connectors of other embodiments may be used. The three connectors are arranged side by side along the length of the rail. The first connector 1720a is located on the first direction side of the center of the aircraft body 1912. The second connector 1720b is located on the opposite side of the first direction side of the center of the aircraft body 1912. The third connector 1720c is located between the first connector 1720a and the second connector 1720b and is located near the center of the aircraft body 1912. In this embodiment, the third connector 1720c is located on the rear side of the center point O (center) of the aircraft body 1912. In other words, in this embodiment, the third connector 1720c is not located on the center point O, but it may be located on the center point O.

[0525] The connector is an example of a connector. Furthermore, the first connector 1720a is an example of a first connector, the second connector 1720b is an example of a second connector, and the third connector 1720c is an example of a third connector.

[0526] The first connector 1720a, the second connector 1720b, and the third connector 1720c have a first hook 1721 and a second hook 1722. The first hook 1721 is an example of a first arm, and the second hook 1722 is an example of a second arm.

[0527] At least one third propeller drive motor 22a3 is mounted on the aircraft body 1912 and rotates at least one side propeller. In this embodiment, the third propeller drive motors 22a3 are positioned on the front and rear sides of the aircraft body 1912, respectively. Therefore, the front third propeller drive motor 22a3 rotates the front side propeller 22a2. The front side propeller 22a2 is positioned in a location corresponding to the rear side propeller 22a1 in the first direction and is a propeller for rotating the aircraft body 1912. The side propeller 22a2 changes the direction of travel of the unmanned aerial vehicle 10m by thrust. Furthermore, the rear third propeller drive motor 22a3 propels the aircraft body 1912 in the first direction, and the rotation axis 22a4 of the third propeller drive motor 22a3 extends in the first direction, rotating the rear side propeller 22a1. At least the rotation axis 22a4 of the front third propeller drive motor 22a3 has a variable inclination angle with respect to the first direction in a plane with the second direction as the normal vector, as shown in Figure 8. The rear third propeller drive motor 22a3 is an example of a secondary motor. The side propeller 22a1 is an example of a secondary rotor. Note that the side propeller 22a2 may also be an example of a secondary rotor, in which case the front third propeller drive motor 22a3 may be an example of a secondary motor.

[0528] At least one side propeller provides thrust to propel the aircraft body 1912 in a first direction. In this embodiment, the side propeller is a rear side propeller 22a1, which is located on the rear side of the aircraft body 1912. The side propeller 22a1 is rotated by a rear third propeller drive motor 22a3. Alternatively, a front side propeller 22a2 may also provide thrust to propel the aircraft body 1912 in a first direction.

[0529] The control processing unit 11 controls each component of the aircraft body 1912. For example, the control processing unit 11 controls multiple first propeller drive motors 23 and at least one third propeller drive motor 22a3. The control processing unit 11 also controls the driving of the first connector 1720a, the second connector 1720b, and the third connector 1720c. The control processing unit 11 is an example of a control circuit.

[0530] The control processing unit 11 determines whether the first connecting body 1720a approaches the second rail 7b when the unmanned aerial vehicle 10m moves from the first rail 7a to the second rail 7b (switches the connection) at the intersection where the first rail 7a and the second rail 7b intersect. In other words, the control processing unit 11 determines whether the distance between the second rail 7b and the first connecting body 1720a is less than a predetermined distance.

[0531] Furthermore, if the control processing unit 11 determines that the first connector 1720a is approaching the second rail 7b, it detaches the first connector 1720a from the first rail 7a and rotates the side propeller 22a2 to propel the unmanned aerial vehicle 10m in the first direction. In other words, if the distance between the second rail 7b and the first connector 1720a is less than a predetermined distance, the control processing unit 11 opens the first connector 1720a, detaches the first connector 1720a from the first rail 7a, and then controls the rear third propeller drive motor 22a3 to rotate the side propeller 22a1 and move the unmanned aerial vehicle 10m forward.

[0532] Furthermore, the control processing unit 11 determines whether the first connector 1720a has passed the second rail 7b. If it determines that the first connector 1720a has passed the second rail 7b, it detaches the second connector 1720b from the first rail 7a, rotates the unmanned aerial vehicle 10m so that its first direction is parallel to the direction of the second rail 7b, and after the rotation of the unmanned aerial vehicle 10m, connects the first connector 1720a and the second connector 1720b to the second rail 7b. In other words, the control processing unit 11 determines whether the first connector 1720a has passed vertically below the second rail 7b, and after the first connector 1720a has passed vertically below the second rail 7b, it opens the first connector 1720a and the second connector 1720b to detach them from the first rail 7a, rotates the main body 1912, and then connects the first connector 1720a and the second connector 1720b to the second rail 7b.

[0533] Furthermore, when the control processing unit 11 determines that the first connector 1720a has passed the second rail 7b, it connects the first connector 1720a to the first rail 7a and determines whether the center of gravity balance of the unmanned aerial vehicle 10m is maintained. In other words, when the first connector 1720a has passed the second rail 7b, the control processing unit 11 determines whether there is a problem with the center of gravity balance (attitude) of the aircraft body 1912.

[0534] If the control processing unit 11 determines that the center of gravity balance of the unmanned aerial vehicle 10m is correct, it detaches the first connector 1720a and the second connector 1720b from the first rail 7a, rotates the unmanned aerial vehicle 10m so that its first direction is parallel to the direction of the second rail 7b, and after the rotation of the unmanned aerial vehicle 10m, it connects the first connector 1720a and the second connector 1720b to the second rail 7b. In other words, if there is no problem with the center of gravity balance (attitude) of the aircraft body 1912, the control processing unit 11 opens the first connector 1720a and the second connector 1720b and detaches them from the first rail 7a, rotates the aircraft body 1912, and then connects the first connector 1720a and the second connector 1720b to the second rail 7b.

[0535] Figure 59 is a schematic diagram illustrating the connecting support section 1970 and ratchet 1975 of the unmanned aerial vehicle 10m in Embodiment 8, and a cross-sectional view illustrating the cross-section of the connecting support section 1970 and ratchet 1975.

[0536] In the unmanned aerial vehicle 10m of this embodiment, as shown in Figure 59, the front side propeller 22a2 of the aircraft body 1912 applies stress to the first fixed part 1971 to rotate the second fixed part 1972 (rotating the aircraft body 1912). In addition, the rear side propeller 22a1 of the aircraft body 1912 applies stress to move the aircraft body 1912 forward. Note that the front and rear side propellers 22a1 of the aircraft body 1912 may apply stress to rotate the aircraft body 1912, or they may apply stress to move the aircraft body 1912 forward.

[0537] The connector support section 1970 is positioned between the third connector 1720c and the main body 1912. The connector support section 1970 includes a first fixing section 1971, a second fixing section 1972, a plurality of rollers, a ratchet 1975, and tension springs 1919a ​​and 1919b. The first fixing section 1971 and the second fixing section 1972 are positioned so as to overlap in this order.

[0538] The third connecting body 1720c is fixed to the first fixing part 1971. Specifically, the first fixing part 1971 is a flat plate-shaped member that fixes the third connecting body 1720c to its upper surface, and is positioned at a distance from the main body 1912. The first fixing part 1971 rotates around an axis (around the center point O) parallel to the vertical direction with respect to the main body 1912 and the second fixing part 1972. The first fixing part 1971 is an example of a turntable.

[0539] The second fixing part 1972 is fixed to the aircraft body 1912 so as to overlap with the first fixing part 1971. The second fixing part 1972 is a flat plate-shaped member fixed to the aircraft body 1912. The second fixing part 1972 is an example of a turntable.

[0540] An engagement hole 1972a is formed in the central portion of the second fixing part 1972. Part or all of the first fixing part 1971 is positioned in the engagement hole 1972a of the second fixing part 1972. The engagement holes 1972a of the first fixing part 1971 and the second fixing part 1972 are circular in shape when viewed from above. Since the outer surface of the first fixing part 1971 and the inner surface of the engagement hole 1972a of the second fixing part 1972 are separated by a predetermined distance, the engagement holes 1972a of the first fixing part 1971 and the second fixing part 1972 are rotatable relative to the engagement hole 1972a of the second fixing part 1972. The central axis (center point O) of the first fixing part 1971 substantially coincides with the central axis of the engagement hole 1972a of the second fixing part 1972.

[0541] In addition, a recess may be formed in the central portion of the second fixing portion 1972 instead of a through hole serving as the engagement hole 1972a, and it is sufficient that a through hole or recess for engaging with the first fixing portion 1971 is formed therein.

[0542] Furthermore, annular grooves may be formed in the central portions of the first fixing portion 1971 and the second fixing portion 1972. The annular grooves are formed on the inner or outer circumference side of the engagement holes 1972a of the first fixing portion 1971 and the second fixing portion 1972. Multiple rollers may be arranged along the annular grooves formed in the central portions of the first fixing portion 1971 and the second fixing portion 1972. Multiple rollers may be sandwiched between the first fixing portion 1971 and the second fixing portion 1972, causing the second fixing portion 1972 to rotate relative to the first fixing portion 1971, similar to a bearing.

[0543] One convex anti-rotation portion 1971b is formed on the outer circumferential surface of the first fixing portion 1971, projecting toward the second fixing portion 1972. In addition, two convex anti-rotation portions 1972b are formed on the inner circumferential surface of the engagement hole 1972a of the second fixing portion 1972, projecting toward the first fixing portion 1971. The two anti-rotation portions 1972b of the engagement hole 1972a of the second fixing portion 1972 are arranged point-symmetrically with respect to the central axis of the engagement hole 1972a of the second fixing portion 1972.

[0544] It should be noted that the embodiment is not limited to this one, and the first fixing portion 1971 may have two or more anti-rotation portions 1971b formed on it, and the second fixing portion 1972 may have one or three or more anti-rotation portions 1972b formed on it.

[0545] Even if the second fixing part 1972 rotates around the central axis of the engagement hole 1972a, the rotation of the second fixing part 1972 is restricted by the rotation-preventing part 1972b of the second fixing part 1972 contacting the rotation-preventing part 1971b of the first fixing part 1971. In other words, the second fixing part 1972 is adjusted to rotate by a specified angle relative to the first fixing part 1971.

[0546] Furthermore, the first fixing portion 1971 has an engaging portion 1971c for engaging with the ratchet 1975. The engaging portion 1971c is a recess for engaging with a protrusion of the ratchet 1975, but it may also be a protrusion. The engaging portion 1971c is formed on the upper surface of the first fixing portion 1971 on which the third connector 1720c is positioned, but it may also be formed on the outer circumferential surface of the first fixing portion 1971. In this case, the ratchet 1975 may be fixed to the second fixing portion 1972 so as to press against the outer circumferential surface of the first fixing portion 1971. In this case, the engaging portion 1971c may also be formed on the outer circumferential surface of the first fixing portion 1971.

[0547] The ratchet 1975 is fixed to the second fixing part 1972. Specifically, the ratchet 1975 has a leaf spring 1975a, an engaged part 1975b, and a fastening part 1975c. The leaf spring 1975a is elongated and is positioned from the second fixing part 1972 to the first fixing part 1971. The leaf spring 1975a is fixed to the second fixing part 1972 by the fastening part 1975c, with one end biased toward the upper surface of the first fixing part 1971. The engaged part 1975b engages with the engaged part 1971c formed on the first fixing part 1971 by being biased toward the first fixing part 1971. The engaged part 1975b is fixed to one end of the leaf spring 1975a and is a convex upper part that protrudes toward the upper surface of the first fixing part 1971. The engaged portion 1975b is a recess that is recessed away from the upper surface of the first fixing portion 1971 if the engaged portion 1971c of the first fixing portion 1971 is convex. In this embodiment, the engaged portion 1975b is an isosceles triangle, but it may also be a right triangle, cylindrical, or prismatic. In this embodiment, a slope is formed on the engaged portion 1975b. The slope is a surface that is inclined with respect to a plane perpendicular to the circumferential direction in which the second fixing portion 1972 rotates, so that when the second fixing portion 1972 rotates relative to the first fixing portion 1971, one end of the ratchet 1975 can be pushed upward. The surface of the engaged portion 1975b opposite to the surface on which the slope is formed may be a surface that is substantially parallel to the direction perpendicular to the longitudinal direction of the leaf spring 1975a (second direction). The fastening portion 1975c is a screw, bolt, etc., used to fasten the leaf spring 1975a to the second fixing portion 1972.

[0548] When the engaged portion 1975b of the ratchet 1975 is engaged with the engaging portion 1971c of the first fixed portion 1971, if the second fixed portion 1972 rotates relative to the first fixed portion 1971, the rotational force of the second fixed portion 1972 causes the engaging portion 1971c of the first fixed portion 1971 to slide along the slope of the engaged portion 1975b of the ratchet 1975. If the rotational force of the second fixed portion 1972 overcomes the biasing force of the leaf spring 1975a of the ratchet 1975, the engaged portion 1975b of the ratchet 1975 separates from the engaging portion 1971c of the first fixed portion 1971, and the engagement between the engaged portion 1975b of the ratchet 1...

Claims

1. A method for controlling an automated guided vehicle (AGV) in a management system used for a service that delivers goods to a destination using an AGV, The system obtains scheduled time information from the user's information terminal, indicating the scheduled time at which the user will receive the ordered product at the delivery destination. Obtain weather information showing the wind speed forecast for the area including the aforementioned delivery destination. Based on the aforementioned scheduled time information and weather information, if it is determined that the wind speed in the area including the delivery destination exceeds a predetermined wind speed at the scheduled time, a message is sent to the user's information terminal to confirm whether or not to cancel the order. Control method.

2. A method for controlling an automated guided vehicle (AGV) in a management system used for a service that delivers goods to a destination using an AGV, The system obtains scheduled time information from the user's information terminal, indicating the scheduled time at which the user will receive the ordered product at the delivery destination. Obtain weather information showing the wind speed forecast for the area including the aforementioned delivery destination. Based on the aforementioned scheduled time information and weather information, if it is determined that the wind speed in the area including the delivery destination exceeds a predetermined wind speed at the scheduled time, a message is sent to the user's information terminal to confirm whether or not to change the delivery time. Control method.

3. To cause a computer to execute the control method described in claim 1 or 2. program.

Images