Air cargo transport equipment

Abstract

Drones have low lift and are suitable for vertical movement on their own, but they have a certain weight to them. It is unsuitable for transporting cargo by air in level flight due to its short range. [Solution] A transport container equipped with a variable dihedral-angle flight wing, which is used to carry cargo, and An air cargo transport device comprising a drive aircraft that tows a tena, and a plurality of connecting bodies that connect the container and the drive aircraft, wherein one end of the connecting body is attached to the drive aircraft and the other end of the connecting body is attached to the container, the drive aircraft lifts the container and takes off, the transport container is made to fly by obtaining lift from the flight wings during parallel towing, the dihedral angle of the flight wings during towing is set according to the weight of the cargo, and the plurality of connecting bodies are operated according to the behavior of the drive aircraft.

Description

Technical Field

[0001] The present invention relates to an air cargo transportation device using an aircraft such as a drone.

Background Art

[0002] In recent years, multi-rotor drones have been used for photographing and imaging from the air. Multi-rotor drones excel at rapid vertical takeoff and landing and short-distance flight, but in terms of cargo transportation, attempts are being made to increase opportunities for their use in short-time, short-distance transportation.

[0003] In view of this situation, the present inventor first studied the points described below. Multi-rotor drones are not suitable, for example, for air transportation over relatively long distances of about 5 to 10 km or more, or for air transportation of relatively heavy cargo. The drawback of multi-rotor drones is that the lift generated by their plurality of small-diameter propellers is smaller than that of large-diameter propellers. As propellers are a type of blade known as rotary wings, they generate lift by cutting through air. Therefore, as shown in Fig. 22(d), the higher the speed S at which the rotary wing R cuts through air, the greater the lift P it generates. However, the lift generated by a single rotating blade has a large partial difference in magnitude. That is, the circumference of the blade portion closer to the inner side near the rotation axis is smaller, so the rotation distance of the blade is shorter, the wind cutting speed S is lower, and the lift P is proportionally smaller. The outer end of the same blade has the largest circumference, the longest rotation distance, and generates the greatest lift. A so-called helicopter-type single large-diameter propeller maximizes the use of the lift generated mainly by its outer portion. In contrast, for example, in a drone that uses a plurality of four or more small-diameter propellers with the same overall diameter, even the combined lift generated by the plurality of four or more small-diameter propellers is lower than the lift of the large-diameter propeller found in helicopter types.

[0004] From this point of view as well, multi-rotor drones, which have attracted attention for their ease of handling, are unsuitable for cargo transportation. That is, the rotary wings of a multi-rotor drone are helicopte They are extremely short compared to single-rotor blades, and even when using four or more rotor blades, for example... Despite having no advantage and being inferior in terms of lift compared to a single rotor aircraft, Multi-rotor drones, due to the presence of many rotors arranged in a contrasting layout, The only characteristic that has attracted attention is that it is unaffected by reversal torque and excels in vertical upward and downward movement. Its primary uses are those that take advantage of its characteristics, namely rapid takeoff and landing, and short-distance aerial travel.

[0005] Multi-rotor drones, which are not advantageous in terms of lift, require a large amount of lift for long distances. In addition to being unsuitable for carrying long-range cargo, the following disadvantages exist for cargo-carrying flights. Specifically, as shown in Figure 22(a), when a cargo-containing container 10 is mounted on the multi-rotor drone body 1, the cargo container 10 is usually attached to the bottom of the drone body 1. However, as shown in Figure 22(b), when the container 10 moves horizontally, the air resistance W caused by the headwind from the direction of travel D tends to cause the flight attitude of the drone body 1 to tilt forward. As shown in Figure 22(c), this tilt (forward tilt) of the body reduces the projected area of ​​the rotor blades R from X to Y, and this reduction even reduces the original lift performance. The larger the frontal area of ​​the onboard container 10, the greater the degree of forward tilt, and this disadvantage of reduced lift increases. Thus, the increase in weight and forward tilt necessitates a significant increase in rotor speed to obtain the required lift, which increases power consumption in multi-rotor drones that typically fly on limited battery power, making them increasingly unsuitable for long-distance transport.

[0006] Furthermore, Patent Document 1 describes the development of a multi-rotor aircraft with a power generation function to achieve a long flight range. This requires the installation of a complex and heavy power generation mechanism in a multi-rotor aircraft in which multiple rotors that rotate using motors to generate lift are attached to the fuselage 3. [Prior art documents] [Patent Documents]

[0007] [Patent Document 1] Japanese Patent Publication No. 6856911 Furthermore, according to the inventors' studies, so-called cargo aircraft equipped with a horizontal drive mechanism and horizontal fixed wings are more efficient in horizontal movement and are therefore considered more efficient than cargo transport by multi-rotor drones. However, cargo aircraft equipped with a horizontal drive mechanism and horizontal fixed wings are robust, heavy, and expensive aircraft, and have fundamental problems that make them unsuitable for simple transport, as they require a certain amount of land area in the form of a runway and dedicated maintenance at each takeoff and landing site. [Overview of the project] [Problems that the invention aims to solve]

[0008] Based on the above analysis and considerations, this invention enables horizontal flight using the lift generated by the drone's own performance. Instead of transporting the cargo, a simple aircraft capable of generating lift will be used to move the cargo horizontally, and the mud By realizing a horizontal flight mechanism in which the drone and the aircraft are integrated, existing drones can be improved. It can be used to enable long-distance, long-duration air cargo transport without the need for large runways. This provides transportation equipment. [Means for solving the problem]

[0009] The present invention provides an air cargo transport system comprising a transport container equipped with a cargo-loading, dihedral-angled flight wing, a towing aircraft for towing the container, and a connecting body for connecting the container and the towing aircraft, wherein one end of the connecting body is attached to the towing aircraft and the other end is attached to the container, the towing aircraft lifts the container and allows it to take off, the transport container and the towing aircraft are propelled by the lift generated by the flight wing during towing, the dihedral angle of the flight wing during towing is set according to the weight of the cargo, and the connecting body operates according to the behavior of the towing aircraft.

[0010] Furthermore, the present invention relates to an air cargo transport device in which the drive aircraft is a multi-rotor drone, the transport container is suspended and taken off by the multi-rotor drone when the container lands, the transport container is positioned at a point that receives an updraft when the container takes off, the connecting body is a pair of left and right distance bars attached to the multi-rotor drone, and the pair of distance bars are moved independently in accordance with the behavior of the drone, and the distance bars are The present invention provides a configuration having an S-shape with semicircular sections of different diameters, a configuration in which a base bar is connected to a pair of distance bars, and the connection portion between the distance bars and the base bar is provided with an up-down, left-right movable connection portion of the distance bars, a configuration in which the up-down, left-right movable connection portion is provided with an opening provided in a part of the distance bar and a wire cable portion passing through the opening, and a part of the distance bar is made movable up-down, left-right, and right, and a configuration in which the flight wing consists of a main wing and a tail wing, and the main wing and tail wing are connected by a body frame of variable length. [Effects of the Invention]

[0011] The present invention relates to a transport device in which a drone, which is a drive aircraft that tows a transport container after takeoff and during horizontal flight, and a transport container equipped with variable dihedral-angle flight wings and carrying cargo are integrated into a single flight mechanism. The height of the entire flight mechanism during horizontal flight is maintained by the lift generated by the wings of the container, and the horizontal towing force in this flight mechanism is generated by the drone, making it possible to minimize or almost eliminate the lift burden on the drone's multi-rotor for maintaining height during horizontal flight. The lift generated by the drone can be used only for short periods during takeoff and landing when suspending the container. This means that during long-duration towing parallel flight, the energy consumption of the drone's multi-rotor drive is significantly less than when the drone itself carries the cargo, for example, it can be reduced to about 10%, resulting in significant energy savings and a substantial increase in transport distance. Thus, the air cargo transport device of the present invention can compensate for the disadvantages of multi-rotor drones in terms of lift capacity and flight speed / distance.

[0012] Furthermore, according to the present invention, the transport container is equipped with a flight wing with a variable dihedral angle, and the lift can be varied simultaneously with the change in the projected area of ​​this wing, making it possible to achieve an optimal dihedral angle according to the size and weight of the cargo, and thus enabling the creation of transport containers tailored to the type of cargo.

[0013] Furthermore, since the propulsion system and the transport container are separate components, it becomes possible to create a simple and lightweight transport container without a propulsion system. In addition, when the cargo is light or when the container is empty after transporting cargo, it is possible to increase the dihedral angle of the flight wings and reduce the projected wing area to reduce lift and make it less susceptible to the effects of turbulent airflow.

[0014] Further, the connecting body is configured as a pair of left and right distance bars attached to the multi-rotor drone, and by independently moving the pair of distance bars in accordance with the behavior of the drone, when the towing multi-rotor drone tilts to the left during a left turn, for example, the distance bar on the turning side sinks downward and simultaneously retracts, causing a longitudinal displacement and a vertical displacement between the left and right distance bars. In accordance with this, the container part tilts toward the turning side and at the same time, a force that turns the aircraft toward the turning direction can be exerted. In this way, without operating the flying wing itself in accordance with the behavior of the drone, stable flight of the transportation container in accordance with the behavior of the drone can be achieved.

[0015] In addition, by using an S-shaped distance bar (also referred to as a swan neck bar) instead of a straight-shaped one, when the container is positioned rear-upper of the drone body of the driving propulsion unit, contact between the container and the propellers of the drone and unnecessary interference can be avoided by means of the distance bar. Furthermore, when the container is suspended, the S-shaped distance bar can fix the container at the center of the lower part of the drone body, enabling stable suspension.

[0016] In addition, when the flying wing is configured with a main wing and a tail fin that assists stabilization, the body frame that connects these components can expand and contract, so a mechanism that varies the clearance between the main wing and the tail fin, which is related to optimal stabilization, can be easily realized.

[0017] In the air cargo transportation device of the present invention, when the container takes off, if the transportation container is placed at a position where it can receive updrafts, the lifting force during takeoff is increased by the flying wings of the container, and energy saving of the drone during takeoff can be achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] [Figure 1] (a) to (e) are diagrams showing connection, suspension, and level flight states of an air cargo transportation device according to an embodiment of the present invention. [Figure 2] (a) and (b) are schematic outline diagrams showing the structure and movement of the connecting body (S-shaped distance bar) of the air cargo transport device in a twisted state on the rear side caused by inclination during turning when the device is in straight flight, and (c) is an outline view of the base bar of the device. [Figure 3] (a) is a schematic front view of the container section of the device; (b) is a schematic diagram of the device when the dihedral angle is at minimum; (c) is a schematic diagram of the device when the dihedral angle is at maximum; (d) and (e) are schematic front views of the container corresponding to (b) and (c), respectively. [Figure 4] (a) and (b) are explanatory diagrams of the dihedral angle state of the main wing of the container. [Figure 5] is a schematic front view of the container when cargo is loaded on the lower portion thereof. [Figure 6] (a) and (b) are diagrams illustrating a dihedral angle varying mechanism for the main wing via a strut pin, and (c) and (d) are diagrams showing the outline structure of the strut pin portion. [Figure 7] (a) and (b) are diagrams showing the assembly and operation of the strut pin. [Figure 8] is an overall schematic structural diagram of an air cargo transport device according to an embodiment of the present invention. [Figure 9] is an overall schematic structural diagram of an air cargo transport device according to an embodiment of the present invention. [Figure 10] is an overall schematic structural diagram of an air cargo transport device according to an embodiment of the present invention. [Figure 11] is an overall schematic structural diagram of an air cargo transport device according to an embodiment of the present invention. [Figure 12] is an overall schematic structural diagram of an air cargo transport device according to an embodiment of the present invention. [Figure 13] is an overall schematic structural diagram of an air cargo transport device according to an embodiment of the present invention. [Figure 14] is an overall schematic structural diagram of an air cargo transport device according to an embodiment of the present invention. [Figure 15] is an overall schematic structural diagram of an air cargo transport device according to an embodiment of the present invention. [Figure 16]This is a schematic diagram of the overall structure of an air cargo transport device according to one embodiment of the present invention. [Figure 17] This is a schematic diagram of the overall structure of an air cargo transport device according to one embodiment of the present invention. [Figure 18] This is an operational diagram illustrating the takeoff flight status of the air cargo transport device. [Figure 19] The diagrams illustrate the energy consumption of a multi-rotor drone carrying cargo from takeoff to landing, showing the energy consumption at various horizontal distances and altitudes. (a) shows the energy consumption at different altitudes during flight, represented by the number of lines, and (b) shows the energy consumption during flight. [Figure 20] This is an illustrative diagram showing the energy consumption of the present invention device under the same flight conditions as in Figures 9 and 18, using the same drone as in Figure 19 and the same cargo weight as in Figure 18. [Figure 21] Figures 12 to 17 illustrate similar energy consumption during takeoff in high-altitude or updraft-enabled flight conditions. [Figure 22] (a) to (d) are diagrams illustrating the conventional cargo transport situation using multi-rotor drones. [Modes for carrying out the invention]

[0019] Figure 1(a) shows the area near the container 10 of an air cargo transport device according to one embodiment of the present invention, and the same (b) This diagram shows the pre-takeoff state (for example, a waiting state on the ground or on a takeoff platform) with a removable cartridge-type container 10 and the multi-rotor drone body 1 connected to it. S-shaped (swan-neck type) distance bars 4 that form the connector are attached to the frame bar 6 of the container 10. Note that the distance bars 4 are made up of two, but only one is shown in this diagram for explanatory purposes. The distance bars 4 are connected to the container side at the hook point 5 of the upper frame bar 6 and to the lower part of the drone side at the hook point 3 of the drone side using stud bolts. The main wings (flight wings: dihedral V-shaped wings) 9 are attached to the main wing attachment part 7 of the lower frame bar 7 by a dihedral angle variable mechanism (described later). The tail wings 11 (dihedral V-shaped wings) for flight stability are attached to the rearmost part of the rear section 13 of the frame bar, and auxiliary wheels 12 are provided for use during takeoff and landing when using a runway. The wing 9 can be made of lightweight wood and carbon fiber, or a flexible wing consisting of canvas or polyester fabric and a frame.

[0020] The rotor blade R of drone 1 is driven to suspend container 10 vertically, as shown in Figure 1(c). In this state, drone 1 pulls container 10 diagonally upward {Figure 1(d)} until the height difference between container 10 and drone 1 is eliminated and container 10 enters a horizontal flight state {Figure 1(e)} (a gliding state). Then, drone 1 horizontally pulls container 10 in the Z direction. The lift generated on the main wing 9 of container 10 during this horizontal flight maintains the height of both container 10 and drone 1. The horizontal drive of drone 1 is solely responsible for the horizontal movement of drone 1 itself and container 10. Furthermore, with this flight mechanism, vertical landing is possible during landing, as shown in Figure 18, which will be described later, just as during takeoff. As mentioned above, in this flight mechanism, the height of the flight mechanism, in which drone 1 and container 10 are integrated, is maintained during horizontal movement in the air by the lift generated by the main wing 9 during the horizontal towing movement, and the horizontal movement in the air is performed by the horizontal thrust of drone 1. A small thrust is required for this horizontal movement. In this configuration, the drone 1 does not need to generate the lift required for its own flight, and the energy consumed by the drone 1 for horizontal flight movement when towing the container 10 is significantly less than the energy required to secure lift during the drone's solo flight. This means that horizontal flight using this integrated flight mechanism significantly reduces the energy consumption of the drone 1, which flies using the power of its onboard battery, and enables a significant increase in transport distance. The propeller thrust in the forward direction of the drone is improved by tilting the drone forward. In the device shown in Figure 1, as shown in (e), it is possible to intentionally give the drone a forward tilt angle by lifting the lower part of the drone 1 via the S-shaped distance bar 4 using the lift of the main wing 9 of the container. This increases the propeller thrust in the forward direction. In other words, with the height of the drone 1 secured by the lift of the main wing 9, all of the thrust power generated by the drone's propellers can be used as thrust for forward movement. It is also effective to add an additional protruding member to the distance bar 4 to make it easier to lift the lower part of the drone 1.

[0021] This section explains the energy reduction effect of the above flight mechanism in cargo transport compared to cargo transport by a drone alone during horizontal flight. We will consider the static thrust (thrust power) required for horizontal flight based on the calculation formula for a gliding state. Assuming a total cargo weight of 30 kg (10 kg for the drone body + 20 kg for the cargo) in a multi-rotor drone, to generate the static thrust necessary for hovering (maintaining airborne position after takeoff), the propellers must continuously generate a 30 kg lift (the numerical value of the force required to maintain a hovering state after takeoff). The drone will constantly consume the energy required for this while maintaining horizontal movement during air transport. On the other hand, assuming a total weight of 30 kg, the static thrust required to push the flight mechanism shown in Figure 1 horizontally with the flight wings can be calculated by dividing the total weight of 30 kg by the glide ratio of the main wing performance. Assuming a glide ratio of 10:1 (corresponding to a value of 10 used in the calculation of static thrust (thrust power)), the best gliding state of the flight mechanism of the present invention requires only 30 kg / 10 (3 kg) of lift. Although the weight of the container is added to the flight mechanism of the present invention, the container itself can be made lightweight (for example, 1-3 kg), and the effect of the container's weight can be kept to a minimum. Thus, during horizontal flight in the air, the energy consumption of the drone using the flight mechanism of the present invention is approximately 10% of that of air transport using a cargo-carrying drone.

[0022] As shown in Figure 2, the metal S-shaped distance bars 4 that constitute the connecting body of the air cargo transport device of the present invention are arranged in pairs and connected by cylindrical front base bars 23 and rear base bars 24. Pulleys 26 are mounted in pulley opening free grooves 28 at each of the four ends (connecting parts) of the left and right distance bars 4. Wire cables 25 that communicate with the pulleys 26 are routed inside the front base bars 23 and rear base bars 24, and wire cable stoppers 27 are provided at the ends of the wire cables 25. A portion of the wire cable 25 between the front base bars 23 and rear base bars 24 and the stoppers 27 is positioned (passes through) the free grooves 28, and a portion of the cable 25 can move up, down, left, and right within the grooves 28. This structure and mechanism is provided at the four ends (connecting parts) of the distance bars 4.

[0023] This connecting structure has base bars 23 and 24 connecting the left and right sides at the front and rear of both the drone and the container. Wire cables 25 are passed through the cylindrical base bars and secured at the ends with stoppers 27, allowing for free movement at the four connection points in total (front, back, left, and right). When the towing multi-rotor drone turns (left turn indicated by arrow T in Figure 2b), it tilts to the left, causing the distance bar 4 on the turning side to sink downward and retract simultaneously, as shown in Figure 2b. This creates a front-to-back displacement and an up-and-down displacement (a twisting state on the rear side) in the left and right distance bars. In conjunction with this, the container section tilts towards the turning side, and a force acts to orient the aircraft in the direction of the turn.

[0024] The S-shaped distance bars 23 and 24 (also called swan neck bars) have a curved section, which prevents the distance bars from contacting or interfering with the propellers when the container is positioned above and behind the drone body, which is the propulsion unit (Figure 1e). Each of the distance bars 23 and 24 has an S-shape with curved ends, and the ends of the base bars 23 and 24, which are the connecting parts, move freely within grooves 28 provided within the bars, in accordance with the forces generated by the loads in the front and rear. This structure controls the direct interaction of excessive forces in either the front or rear direction, making it easier to achieve stable flight. In addition, by fixing these S-shaped distance bars to the lower center of the drone body when suspending the container, the container is suspended along the center. In this way, by using S-shaped distance bars that combine semicircles of different diameters, it is possible to respond well to changes in the connection angle between when the container is suspended and when the horizontal angle of attack is at ground level during self-propelled flight. Figure 2(a) shows the condition during straight flight, and Figure 2(b) shows the condition during turning, where the left bar moves backward and downward due to the tilt, resulting in a twist to the left.

[0025] The dihedral angle of the flight wing (V-shaped dihedral wing) 9 is variable according to the size and weight of the cargo, as shown in Figures 3 and 4. By adjusting the lift in this way, optimal horizontal flight can be achieved. The dihedral wing 9 divides the headwind 18 into airflow 22 that is evenly distributed to the left and right. When a forward tilt occurs and the aircraft is pushed backward in the direction of travel, it is less prone to lateral swaying and is pushed backward in a stable manner, allowing the wing 9 to gain lift and begin to float steadily. Furthermore, in the case of flight after cargo transport as shown in Figures 3b and 3d, when the container 10 is light, for example, empty, the wing 9 can be moved in direction 21, and as shown in Figures 3c and 3e, the dihedral angle of the flight wing 9 can be increased to reduce lift, making it less susceptible to the effects of various winds and resulting in flight that is less prone to container swaying due to airflow. Thus, when cargo is loaded or heavy, increasing the dihedral angle and widening the wings increases lift. Conversely, when the cargo is light or the container is empty after cargo has been transported, reducing the dihedral angle and narrowing the wings decreases lift, making the aircraft less susceptible to the effects of turbulent airflow. This contributes to improved safety as a risk management measure in preventing crashes.

[0026] In Figure 3b, compared to Figure 3c, not only is the area of ​​the wing 9 larger, but the aspect ratio (the ratio of length to width) is also higher. This is proportional to the improved wing performance, but it also reduces the stability in the pitch direction of the wing. The tailplane 11 plays a role in assisting the pitch stability of the main wing 9, and this effect increases as the distance from the main wing 9 increases. Therefore, as shown in Figures 3b and 3c, by arbitrarily adjusting the extension or retraction of the body frame 13 in accordance with the change in the dihedral angle of the main wing 9 to change the positional relationship between the tailplane and the main wing, flight stability can be improved. If a tailplane is not provided, the main wing 9 can be swept back. Stability can also be achieved by applying a "torsion-down angle" (reducing the angle) only to the angle of attack of the wingtips, so that the wingtips have the same effect as the tail. The variable dihedral angle section of the flight wing 9 can be realized, for example, by a mechanism that fastens and fixes the flight wing 9 with bolts and cap nuts of strut pins 8 (shown in detail in Figure 6). Furthermore, as shown in Figure 5, if the container 10 is mounted on the underside as a transport device, more stable flight becomes possible.

[0027] As described above, the flight mechanism according to the present invention makes it possible to fully utilize the advantages of drone transport, which eliminates the need for a runway, a certain amount of land area required for takeoff and landing, and dedicated maintenance, which were necessary for fixed-wing aircraft when transporting cargo.

[0028] Figure 6 shows an example of the structure of the variable dihedral angle mechanism for the flight wing 9 (main wing) in the flight mechanism of the present invention. Figures 6(a) and (b) show the state of the wing 9 with a large and small dihedral angle due to the variable dihedral angle mechanism of the main wing using a strut pin, and Figures 6(c) and (d) show the external structure of the strut pin portion in Figures 6(a) and (b). This is a figure in which the dihedral angle of the main wing 9 is varied by the extension and contraction of a strut pin 8, one end of which is fixed to the upper frame bar 6 and the other end attached to the main wing 9. The strut pin 8 is fixed by inserting a bolt created in a part of it into a bolt hole 39 provided in the main wing 9 and screwing a cap nut 40 onto the bolt. The bolt extends and contracts and is fixed at an appropriate length with ball lock pins 41 and 42. The strut pin 8 is composed of sleeves 60 (L size), 70 (M size), and 80 (S size). Sleeve 80 (with holes 81 and 82) slides inside sleeve 70 (with holes 71 and 72), and sleeve 60 slides outside sleeve 70 (with holes 71 and 72). Ball lock pins 41 and 42 are inserted into the holes provided in each sleeve and fixed in place. As can be seen from Figure 7, which schematically shows the positional relationship and fixing status of the sleeves, the length of the strut pin 8 and the resulting dihedral angle can be varied depending on how each sleeve is fixed.

[0029] Figure 8 shows a specific structural example of the air cargo transport device of the present invention (equipped with additional devices for practical use). The front base bar 23 is attached to a base 45 on the drone side, and the rear base bar 23 is attached to a base 46 on the container side. As an additional device, an emergency parachute mechanism, an inner container containing a parachute 47, a pilot chute 49 connected to it, and a parachute launcher 50 is installed inside the outer container 48. In the event of an emergency landing, the pilot chute 49 and parachute 47 are launched from the parachute launcher 50 and deployed, enabling a safe landing. In addition, a case 51 containing a drone drive battery 53, a generator 52, and a propeller 54 is mounted as an additional device, and by rotating the propeller 54 with the wind during flight to charge the battery 53, the flight range of the air cargo transport device can be extended.

[0030] Figures 9-18 illustrate the operation and flight status of an air cargo transport system according to one embodiment of the present invention. Figure 9 shows the situation from takeoff from the ground to horizontal flight. Drone 1 is in the direction of travel from the ground. It climbed vertically to 32, then lowered its nose due to gravity and flew along path 56 to increase horizontal speed. It ascends diagonally in the direction of travel 33, then transitions to horizontal forward movement in the direction of travel 34.

[0031] Figure 10 shows, for example, the case where a headwind 30 is applied in Figure 9, and the headwind 30 The lift generated on the main wing 9 of the container 10 reinforces the takeoff climb force, enabling efficient takeoff. It becomes possible.

[0032] Figure 11 shows drone 1 moving horizontally a short distance in the direction of travel 34 above the ground, then ascending diagonally in the direction of travel 33, and finally transitioning to horizontal forward movement in the direction of travel 34. In this case, a smooth running distance A is required on the ground, but since lift is generated on the wings 9 immediately after the drone 1 starts moving and begins to ascend, the smooth running distance A only needs to be a short distance, for example, 10 to 30 meters, and a long runway is not required.

[0033] Figure 12 shows an obstruction of a certain height (for example, 10-30M high) 36 (building, hill, mountainside) An air cargo transport device is placed on a plateau or similar surface, and from there, gravity is used to accelerate the fall of Drone 1. Then, using the lift generated by the wings 9, the drone transitions to horizontal forward movement. In this case, the vertical takeoff of the drone 1 is also performed. It becomes possible to achieve level flight without requiring energy from ground travel.

[0034] Figure 13 shows that a headwind 30 blows against the shield 36, causing it to bounce up and generating an updraft 31. This shows a case in which, as is clear from the figure, the updraft 31 causes air cargo transport equipment The required drop distance is reduced, allowing for quick horizontal transitions, and the required height of the shield 36 This also has the effect of requiring less [cost / efficiency].

[0035] Furthermore, a headwind 30 is blowing against the obstruction 36, causing it to bounce up and generating an updraft 31. In this case, as shown in Figure 14, by utilizing the updraft 31 from near the bottom of the obstruction 36 to perform a vertical takeoff, it is possible to reduce the energy required for the vertical takeoff of the drone 1.

[0036] Figure 15 shows a simple shielding plate 37 for utilizing updraft winds from ground level (0m) with a takeoff platform frame. A platform 38 is provided, and an air cargo transport device is placed on top of it, and the updraft 31 generated from there When using this to raise drone 1 and then transitioning to horizontal forward movement using the lift from the wings 9: This is shown. In this case, a cavity is formed in the base frame 38 through which the rising airflow 31 passes. In this case as well, the energy used during vertical takeoff of drone 1 is reduced while horizontal flight is performed. It becomes possible to switch to a row state.

[0037] Figure 16 shows a flight case combining Figures 14 and 15, and as is clear from the figure... This allows for the use of the powerful updrafts 31 that are generated, enabling high-performance takeoff and energy during takeoff. This will allow for a further reduction in ghee.

[0038] Figure 17 shows the case in Figure 16 where the drone is taken off by flying in a continuous figure-eight direction 43 to keep it from drifting away from the updraft blowing along the wind-exposed surface of the shield. The drone's maneuverability and the effective use of the updraft 31 enable high-performance takeoff.

[0039] Figure 18 shows the air cargo transport device of the present invention in a suspended state, from horizontal flight to landing. Currently, fixed-wing aircraft used for cargo transport have excess altitude, especially during landing, rather than during takeoff. This process requires advanced operational skills and a broad range of knowledge gained from accumulated experience. Especially in cargo transport, where wing loading is likely to constantly change, a particularly high level of knowledge and operational skill is required. Although a technique is required, the present invention allows for vertical descent during landing, similar to vertical ascent during takeoff. It retains the unique characteristics of a multi-rotor drone. In the present invention, which combines points and can utilize the characteristics of a multi-rotor drone, The ability to perform a vertical descent eliminates or significantly reduces the landing distance, and also improves the difficulty of landing. Lowering or reducing the price will also be possible.

[0040] The inventors have considered suitable flight modes, taking into account wind speed and cargo weight, and will now describe them. Wind speed 0-1 m / s: When the payload is light relative to the drone's performance, see Figures 8 and 12. Wind speed 0-1 m / s: When the payload is at the upper limit of the drone's performance, see Figures 8, 10, and 12. Wind speed 2-3 m / s: If the payload is light or at the upper limit relative to the drone's performance, see Figure 9. Figure 14, Wind speed 2-3 m / s: Updraft present: Payload is light relative to drone performance In the case of wind speed 2-3 m / s: with updraft: if the payload is at the upper limit of the drone's performance, then Figures 11, 12, and 16 are suitable. In the case of wind speed 4 m / s or more: if the payload is light or at the upper limit of the drone's performance, then Figures 9, 10, and 14 are suitable. In the case of wind speed 4 m / s or more: with updraft: if the payload is light compared to the drone's performance, then Figures 11, 12, and 16 are suitable. In the case of wind speed 4 m / s or more: with updraft: if the payload is at the upper limit of the drone's performance, then Figures 11, 12, 15, and 16 are suitable flight modes.

[0041] The energy reduction effect is more easily understood in Figures 19, 20, and 21. The shaded area in (b) of each figure shows the total amount of energy consumed. That is, as is clear from Figure 19, which shows the energy consumption during flight with cargo loaded on a multi-rotor drone, and the similar comparison figures 20 and 21 for the device of the present invention, the device of the present invention can achieve a significant reduction in energy consumption with the same cargo weight. This will have the exceptional effect of enabling longer-distance cargo transport even when using currently used multi-rotor drones. Naturally, a significant reduction in energy is possible for air transport over the same distance (especially longer distances).

[0042] This section examines the towing function and effects of the device according to the embodiment of the present invention described above. In aircraft, gliders (which are piloted independently by a human pilot) that do not have thrust are towed by a wire rope (an external force is applied to make them fly) and released in mid-air. In this case, the position control of the glider is performed by the pilot, so even with wire rope towing, stable flight of the towed glider is ensured by the pilot's independent operation. However, in the device of the present invention, which is based on unmanned flight, wire rope towing can result in unstable flight. Furthermore, if the two aircraft, the towing aircraft and the towed aircraft, are fixedly connected with exactly the same frame, there is an instability in which the tilt of the towing aircraft in an undesirable direction, known as the lockout phenomenon, which occurs during towing, gradually increases and the towing aircraft is also affected. As already mentioned, the two distance bars of the present invention shown in Figures 2 and 3 make it possible to eliminate such unstable flight in unmanned flight.

[0043] The effect of varying the dihedral angle of the wing in the apparatus of the embodiment of the present invention described above will be examined. The main wing of the towed aircraft is intended to generate a large amount of lift, and if an excessive load is applied in an undesirable direction, the lift will be applied in an undesirable direction, and this undesirable effect will be transmitted to the towing aircraft as a tilt, resulting in an unintended tilt force. In the present invention, the towed aircraft has a dihedral angle on its main wings, and unlike manned aircraft, it is likely to carry heavy cargo that is proportionally large to the aircraft's weight. In drone transport, a large weight change is expected due to the weight of the cargo or the loading and unloading of cargo on the outbound and return flights. In such cases, maintaining the same lift force would result in an unnecessarily large force when the weight is reduced, causing problems. In particular, when passing through turbulent air, a small wing loading tends to be more susceptible to the effects of wind compared to a large wing loading. As already mentioned, the ability to change the dihedral angle of the flight wing in the present invention can resolve or mitigate the above problems.

[0044] In conventional aircraft, there are aircraft that can vary the angle of attack of their main wings, such as the Osprey, famously used by the US military, or the Douglas Harrier. However, there appear to be no practical examples of aircraft with variable wing dihedral angle. The reason for this is that manned aircraft, including those used for passenger and cargo transport, have a large total weight and a robust structure with large horizontal wing areas, making variable wing dihedral angle unthinkable. Furthermore, according to the inventor's research, aircraft with large total weights are less affected by changes in airflow, making it unlikely that variable wing dihedral angle would have any effect. The air cargo transport device of the present invention is unmanned, has no drive mechanism, and can use transport containers that are significantly lighter than those used by the aforementioned manned aircraft. This means that it is more susceptible to the effects of turbulence during flight. The air cargo transport device of the present invention can be equipped with wings with a relatively much smaller area than those used by the aforementioned manned aircraft, making it easier to achieve variable wing dihedral angle, thereby reducing unstable flight caused by airflow and other factors. [Industrial applicability]

[0045] Current reports on drone-based cargo transport experiments show that multi-rotor aircraft are the mainstream, and their small-diameter propellers limit the types of cargo that can be transported to lightweight items. From a business model perspective, multi-rotor aircraft are unsuitable for profitability. According to the present invention, it is possible to improve lift without compromising operability, thereby improving the transport capacity of multi-rotor drones. This will lead to increased profitability through expanded use of existing multi-rotor drones, and at the same time, the vertical ascent function of the drone will dramatically extend the transport distance from locations without runways. As is clear from the above explanation, the present invention realizes a horizontal flight mechanism in which the drone and the cargo-carrying aircraft are integrated, making it possible to use existing drones and providing an air cargo transport device that does not require a large runway and enables long-duration, long-distance cargo air transport. [Explanation of Symbols]

[0046] 1. Multi-rotor drone body 4 Distance Bars 6. Top of frame bar 7. Below the frame bar 8 strut pins 9 Tail (dihedral V-shaped wing) 10 Cartridge-type containers 11 Tail (dihedral V-shaped wing) 23 Front Base Bar 24 Rear Base Bar 25 Wire Cables 29. Direction of flight of a drone 30 Headwind 31. Updrafts on slopes are generated when wind hits an obstacle and bounces upwards. 32. Drone direction of travel (vertical ascent direction)

Claims

1. The transport container comprises a cargo-loading aircraft equipped with dihedral-angle adjustable wings, a towing aircraft for towing the container, and a connecting body for connecting the container and the towing aircraft. An air cargo transport device characterized in that one end of a connecting body is attached to the drive aircraft, the other end of the connecting body is attached to the container, the drive aircraft lifts the container and takes off, the transport container and the drive aircraft are flown using the lift of the flight wings during the towed parallel flight, the dihedral angle of the flight wings during towing is set according to the weight of the cargo, and the connecting body operates according to the behavior of the drive aircraft.

2. The claim according to claim 1, characterized in that the aforementioned drive aircraft is a multi-rotor drone. Air cargo transport equipment.

3. The air cargo transport device according to claim 1, wherein when the container lands, the transport container is suspended and landed by the driven aircraft.

4. The air cargo transport device according to claim 2, wherein the transport container is positioned at a location that receives an updraft when the container takes off.

5. The aforementioned driving aircraft consists of a multi-rotor drone, and the connecting body is the multi-rotor. It consists of a pair of left and right distance bars attached to a single-type drone, and the drone Claim 1, wherein the pair of distance bars are moved independently in accordance with the behavior. The air cargo transport equipment described.

6. Claim 5, the distance bar has an S-shape having semicircular portions of different diameters. The air cargo transport equipment described.

7. A base bar is connected to the pair of distance bars, and the distance bars and the base Claim 5, wherein the connecting portion of the bar is provided with a movable connecting portion for the distance bar, which can move up, down, left, and right. Air cargo transport equipment.

8. The above-mentioned movable connection section in the up, down, left, and right directions has an opening provided in a part of the distance bar and the opening It has a wire cable section that passes through it, and a part of the distance bar is movable up, down, left, and right. The air cargo transport apparatus according to claim 7.

9. The air cargo transport device according to claim 1, characterized in that the flight wing consists of a main wing and a tail wing, and is connected by a body frame of variable length between the main wing and the tail wing.

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