Attachment, flying object and contact method

Abstract

To reduce a burden of an inspection work by a worker.SOLUTION: An attachment 1 is attached to an air vehicle and includes: a conductive member 11 for causing the attachment 1 to contact with a conductor of a structure; and a support frame 12 for supporting the conductive member 11 so that the conductive member 11 is arranged in a horizontal direction and a vertical direction during flight of the air vehicle. The conductive member 11 is a flexible metal net. The attachment 1 further has a metal wool which is a conductive member disposed on an outer surface of the air vehicle in the metal net.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to an attachment, an aircraft, and a contact method. [Background technology]

[0002] In recent years, unmanned aerial vehicles have become widespread and are used for various purposes. Patent Document 1 discloses a technique for inspecting wind power generation facilities using an unmanned aerial vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2019-027413 A Summary of the Invention [Problem to be solved by the invention]

[0004] A wind power generation facility is provided with a lightning protection system for preventing damage caused by lightning, which includes a receptor at the tip of each blade in the longitudinal direction for receiving lightning and a down conductor for dissipating the current caused by the lightning received by the receptor to the outside of the wind power generation facility (e.g., to the ground or underwater). In the inspection of the wind power generation facility, an unmanned aerial vehicle equipped with a contact member is brought into contact with the receptor while floating in the air to inspect whether the lightning protection system is operating normally. However, since the position and shape of the receptor may differ depending on the type of wind power generation facility, it is necessary to change the position of the contact member and the position of the blades provided on the unmanned aerial vehicle depending on the position and shape of the receptor provided on the wind power generation facility to be inspected, and it is difficult to operate the unmanned aerial vehicle to bring the contact member into contact with the receptor, which takes a lot of time, and this places a heavy burden on the workers who inspect the wind power generation facility.

[0005] The present invention has been made in consideration of these points, and has an object to reduce the burden of inspection work on workers. [Means for solving the problem]

[0006] The attachment of a first aspect of the present invention is an attachment to be attached to an aircraft and comprises a conductive member for contacting a conductor of a structure, and a support frame for supporting the conductive member so that it is positioned horizontally and vertically when the aircraft is in flight.

[0007] The conductive member may be a flexible metal mesh. The attachment may further include metal wool, the conductive member being disposed on an outer surface of the flying object in the metal net.

[0008] The attachment may further include an auxiliary member provided between the support frame and the conductive member, the auxiliary member being for bending the conductive member outwardly of the aircraft.

[0009] The support frame may support the conductive member so that the conductive member is arranged horizontally above the aircraft and horizontally below the aircraft when the aircraft is flying.

[0010] The support frame may support the conductive member so that it is positioned across an upper horizontal surface of the aircraft, a vertical surface of the aircraft, and a lower horizontal surface of the aircraft when the aircraft is in flight.

[0011] The attachment may further include a balance adjustment member for adjusting the center of gravity of the attachment closer to the center of gravity of the flying object. The balance adjustment member may be provided below a propeller of the aircraft and may support a conductive cable for conducting electricity to the conductive member.

[0012] The second aspect of the present invention relates to an aircraft having a conductive member for contacting a conductor of a structure, and a support frame for supporting the conductive member so that it is positioned horizontally and vertically when the aircraft is in flight.

[0013] The flying object may further include an imaging means having an imaging range in the horizontal direction during flight, and an altitude measuring means for measuring the altitude of the flying object during flight. The imaging means may be disposed in a position and orientation on the flying object such that the conductive member is not included in at least a portion of the imaging range. The aircraft described in claim 10.

[0014] The flying object may further have a plurality of imaging means having an imaging range in the horizontal direction during flight and a position measuring means for measuring the position coordinates of the flying object during flight, and the plurality of imaging means may be arranged at a position and orientation of the flying object such that the imaging range includes the conductive member, and the conductive member may be detachable. The aircraft according to claim 9.

[0015] A contact method according to a third aspect of the present invention is a contact method for bringing a conductor of a structure into contact with the conductive member of the aircraft, comprising the steps of: recording the altitude of the aircraft measured by the altitude measurement means when the imaging means images the conductor; adjusting the orientation of the aircraft so that the conductive member, which is arranged horizontally when the aircraft is flying, is directly opposed to the conductor, and adjusting the height of the aircraft so that it is equal to the recorded altitude of the aircraft; and contacting the conductor with the conductive member, which is arranged horizontally when the aircraft is flying, while maintaining the adjusted orientation and height of the aircraft after adjustment.

[0016] A contact method according to a fourth aspect of the present invention is a contact method for bringing a conductor of a structure into contact with the conductive member carried by the aircraft, the contact method comprising the steps of: when the conductive member is detached from the aircraft, recording the altitude of the aircraft measured by the position measuring means when the imaging means images the conductor; when the conductive member is attached to the aircraft, adjusting the orientation of the aircraft so that the conductive member, which is arranged horizontally when the aircraft is flying, is directly opposite the conductor, and adjusting the height of the aircraft so that it is equal to the recorded altitude of the aircraft; and, while maintaining the orientation and height of the aircraft after adjustment, bringing the conductor into contact with the conductive member, which is arranged horizontally when the aircraft is flying.

[0017] A contact method according to a fifth aspect of the present invention is a contact method for bringing a conductor of a structure into contact with the conductive member carried by the aircraft, comprising the steps of: when the conductive member is detached from the aircraft, recording the position coordinates of the aircraft measured by the position measuring means when the imaging means images the conductor; when the conductive member is attached to the aircraft, adjusting the position of the aircraft so that the position coordinates are equal to the recorded position coordinates of the aircraft; and, while maintaining the adjusted position of the aircraft, bringing the conductor into contact with the conductive member arranged in the vertical direction when the aircraft is flying. Effect of the Invention

[0018] The present invention has an effect of reducing the burden of inspection work on workers. [Brief description of the drawings]

[0019] [Figure 1] FIG. 2 is a diagram for explaining an outline of an attachment. [Diagram 2] FIG. 2 is a diagram showing a configuration of an attachment. [Diagram 3] FIG. 1 is a schematic diagram of an aircraft. [Figure 4] 13A and 13B are diagrams showing the configuration of a modified example of the attachment. [Diagram 5] 13A and 13B are diagrams showing a configuration of an attachment further including an auxiliary member. [Figure 6] 13A and 13B are diagrams showing the configuration of an attachment further including a second conductive member. [Figure 7] 13A and 13B are diagrams showing a configuration of an attachment further including a balance adjustment member. [Figure 8] 1 is a schematic diagram of an aircraft having an attachment attached thereto, the attachment further including an auxiliary member, a second conductive member, and a balance adjustment member. [Figure 9] FIG. 1 is a schematic diagram of an aircraft. [Figure 10] 1 is a flowchart showing a procedure for carrying out a first contact method. [Figure 11] FIG. 1 is a schematic diagram of an aircraft. [Figure 12] 10 is a flowchart showing a procedure for carrying out a second contact method. [Figure 13] 10 is a flowchart showing a procedure for carrying out a third contact method. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0020] [Attachment 1 Overview] 1 is a diagram for explaining an overview of the attachment 1. The attachment 1 is a part that is attached to an aircraft A, which is an unmanned aerial vehicle, and is a part that is used for inspecting a structure S.

[0021] The structure S is, for example, a wind power generation facility. The structure S is provided with a blade B including a receptor R and a down conductor D as a lightning protection system for preventing damage due to lightning strikes. The receptor R is a conductor for receiving lightning. The down conductor D is a conductive cable for dissipating the current caused by lightning received by the receptor R to the outside of the structure S (for example, to the ground or water).

[0022] The attachment 1 is provided with a contact member for contacting the receptor R. As part of the inspection work for the structure S, first, the worker electrically connects a tester T for detecting whether or not electricity is flowing to a down conductor D with a conductive cable C1, and while levitating the aircraft A in the air, brings a contact member that passes electricity flowing from a conductive cable C2 connected to the tester T into contact with the receptor R. Then, the worker checks whether or not the lightning protection system is normal (for example, whether or not the down conductor D is disconnected) by referring to the detection result of the tester T detecting whether or not electricity is flowing in response to the electrical connection between the tester T, the receptor R, and the down conductor D.

[0023] Here, the receptor R is provided at various positions on the blade B depending on the type of the structure S (wind power generation facility). In the blade B1 shown in Fig. 1(a), the receptor R1 is provided on the longitudinal surface of the blade B1. In this case, since the aircraft A moves horizontally to bring the contact member into contact with the receptor R1, it is necessary to provide a contact member on the vertical side of the aircraft A (for example, the front, side, or back of the aircraft A).

[0024] In addition, in the blade B2 shown in FIG. 1(b), the receptor R2 is provided at the tip of the blade B2 in the longitudinal direction. In the blade B2, the location of the contact member varies depending on the state of stopping. For example, when the receptor R2 is stopped in the vertical direction (for example, the receptor R2 faces the top surface of the structure S), the aircraft A moves in the vertical direction to bring the contact member into contact with the receptor R2, so it is necessary to provide the contact member on the horizontal side of the aircraft A (for example, the bottom surface of the aircraft A). In addition, for example, when the receptor R2 is stopped in the horizontal direction (for example, the receptor R2 faces the left side surface of the structure S), the aircraft A moves in the horizontal direction to bring the contact member into contact with the receptor R2, so it is necessary to provide the contact member on the vertical side of the aircraft A.

[0025] In this way, the worker must change the location where the contact member is provided on the flying object A depending on the position where the receptor R is provided on the blade B and the orientation of the receptor R when the blade B is stopped, and change the orientation of the receptor R depending on the location of the contact member provided on the flying object A, which places a heavy burden on the worker. Therefore, an attachment 1 is provided that can bring the receptor R into contact with the contact member without changing the location where the contact member is provided on the flying object A depending on the position where the receptor R is provided on the blade B and the orientation of the receptor R when the blade B is stopped, or changing the orientation of the receptor R depending on the location of the contact member provided on the flying object A.

[0026] Although details will be described later, the attachment 1 has contact members arranged in the horizontal and vertical directions when the aircraft A is flying. In this manner, the attachment 1 can bring the receptor R and the contact members into contact without changing the location where the contact member is provided on the aircraft A depending on the position where the receptor R is provided on the blade B and the orientation of the receptor R when the blade B is stopped, or without changing the orientation of the receptor R depending on the location of the contact member provided on the aircraft A, thereby reducing the burden of the inspection work on the worker. The configuration of the attachment 1 will now be described.

[0027] [Attachment 1 Configuration] 2 is a diagram showing the configuration of the attachment 1. The attachment 1 has a conductive member 11 and a support frame 12.

[0028] The conductive member 11 is a contact member for contacting a conductor of the structure S. The conductive member 11 is, for example, a flexible metal mesh.

[0029] The support frame 12 is a member for supporting the conductive member 11 so that it is disposed in the horizontal and vertical directions when the aircraft A is flying. The material of the support frame 12 is, for example, carbon fiber. The support frame 12 supports the conductive member 11 so that it is disposed, for example, at the top or bottom of the aircraft A in the horizontal direction when the aircraft A is flying.

[0030] The support frame 12 may support the conductive member 11 so that it is disposed in the horizontal direction at the upper part of the aircraft A and in the horizontal direction at the lower part of the aircraft A when the aircraft A is flying. Specifically, the support frame 12 supports the conductive member 11 so that it is disposed across the horizontal surface at the upper part of the aircraft A, the vertical surface of the aircraft A, and the horizontal surface at the lower part of the aircraft when the aircraft A is flying.

[0031] The support frame 12 supports, for example, the conductive member 11 so that it is disposed on at least a portion of the vertical direction during flight of the aircraft A. The support frame 12 may support, for example, the conductive member 11 so that it is disposed on all surfaces in the vertical direction during flight of the aircraft A (for example, the front, left side, right side, and back of the aircraft A).

[0032] If the conductive member 11 is supported so as to be disposed on all vertical surfaces of the aircraft A during flight, that is, if the conductive member 11 is disposed so as to cover the sides of the aircraft A, the aircraft A to which the attachment 1 is attached will become heavy, and the flight of the aircraft A may become unstable. For this reason, it is desirable to dispose the conductive member 11 on only a portion of the vertical surfaces of the aircraft A during flight on which the conductive member 11 is disposed (for example, on any one of the front, left side, right side, or back of the aircraft A).

[0033] FIG. 2(a) is a schematic diagram of the support frame 12. The support frame 12 includes a plurality of frame members. The frame members 121, 122a, 122b, and 123 support the conductive member 11 so that it is disposed on a vertical plane (the front of the aircraft A) when the aircraft A flies. The frame members 121, 124, and 125 support the conductive member 11 so that it is disposed on a horizontal plane at the top of the aircraft A when the aircraft A flies. The frame members 123, 126, 127a, 127b, 127c, and 127d support the conductive member 11 so that it is disposed on a horizontal plane at the bottom of the aircraft A when the aircraft A flies.

[0034] The frame member 124 is a member for fixing the support frame 12 and the upper part of the aircraft A. For example, the frame member 124 and the upper part of the aircraft A have screw holes (not shown), and the support frame 12 and the upper part of the aircraft A are fixed by passing a screw through the screw hole of the frame member 124 and tightening it into the screw hole of the upper part of the aircraft A. Note that any method may be used for fixing the support frame 12 and the upper part of the aircraft A as long as it can fix the support frame 12 and the upper part of the aircraft A.

[0035] Frame members 128a, 128b, 128c, and 128d are members for fixing the support frame 12 to the lower part (skid) of the aircraft A. Each frame member 128 is hollow inside, and is fixed to the support frame 12 and the lower part of the aircraft A by inserting each frame member into both ends of the two skids of the aircraft A. Note that any method for fixing the support frame 12 to the lower part of the aircraft A may be used as long as it can fix the support frame 12 to the lower part of the aircraft A.

[0036] FIG. 2(b) is a schematic diagram of the attachment 1 in which the conductive member 11 is arranged on the support frame 12. In the example shown in FIG. 2(b), the conductive member 11 is arranged in a U-shape. The vertical surface of the aircraft A shown in FIG. 2(b) is the front of the aircraft A, but is not limited thereto, and may be the side (left side or right side) of the aircraft A or the back of the aircraft A. In this way, by arranging the conductive member 11 on a part of the vertical surface of the aircraft A during flight, on which the conductive member 11 is arranged, the attachment 1 can be made lighter and the occurrence of situations in which the flight of the aircraft A becomes unstable can be reduced.

[0037] Fig. 3 is a schematic diagram of an aircraft A. In Fig. 3, column (x) shows the aircraft A without the attachment 1 attached, and column (y) shows the aircraft A with the attachment 1 attached.

[0038] In Fig. 3, row (a) is a front view of the aircraft A. As shown in row (a) of column (y) in Fig. 3, the conductive member 11 is supported so as to be disposed on a vertical plane when the aircraft A is flying. By disposing the conductive member 11 in the attachment 1 in this manner, the aircraft A can bring the contact member into contact with the receptor R by flying in a straight line.

[0039] Row (b) is a right side view of the aircraft A. As shown in row (b) of column (y) in Figure 3, conductive members 11 are arranged in a U-shape.

[0040] Row (c) is a top view of the aircraft A. As shown in row (c) of column (y) in Fig. 3, the conductive member 11 is supported so as to be disposed on a horizontal surface on the upper part of the aircraft A when the aircraft A is flying. By disposing the conductive member 11 in this manner on the attachment 1, the aircraft A can bring the contact member into contact with the receptor R by rising.

[0041] Row (d) is a bottom view of the aircraft A. As shown in row (d) of column (y) in Fig. 3, the conductive member 11 is supported so as to be disposed on a horizontal surface at the bottom of the aircraft A when the aircraft A is flying. By disposing the conductive member 11 in the attachment 1 in this manner, the aircraft A can bring the contact member into contact with the receptor R by descending.

[0042] 2 and 3, an example has been described in which the support frame 12 is configured so that the horizontal plane of the conductive member 11 when the aircraft A is flying forms a right angle with the vertical plane of the conductive member 11 when the aircraft A is flying, but this is not limiting. For example, the support frame 12 may be configured so that the horizontal plane of the conductive member 11 when the aircraft A is flying forms an angle other than a right angle (for example, an acute angle or an obtuse angle) with the vertical plane of the conductive member 11 when the aircraft A is flying.

[0043] FIG. 4 is a diagram showing the configuration of a modified example of the attachment 1. FIG. 4 is a right side view of the attachment 1. In the example shown in FIG. 4(a), the support frame 12 (frame members 122b, 127d) supports the conductive member 11 so that the conductive member 11 forms an acute angle from the horizontal surface of the lower part of the aircraft A when the aircraft A flies to the vertical surface of the aircraft A when the aircraft A flies. The support frame 12 (frame members 124, 125) also supports the conductive member 11 so that the horizontal surface of the upper part of the aircraft A when the aircraft A flies rises toward the vertical surface of the aircraft A when the aircraft A flies. In this way, the support frame 12 can provide an angle to the conductive member 11 arranged on the vertical surface of the aircraft A when the aircraft A flies.

[0044] The support frame 12 may be configured so that the corners of the conductive member 11 between the horizontal plane when the aircraft A flies and the vertical plane when the aircraft A flies are inclined surfaces. In the example shown in FIG. 4(b), the frame members 121a and 123a are prisms with rectangular cross sections, and it can be seen that the corners of the conductive member 11 between the horizontal plane when the aircraft A flies and the vertical plane when the aircraft A flies are inclined surfaces. Note that the configuration is not limited to that shown in FIG. 4(b), and any configuration may be used as long as the corners of the conductive member 11 between the horizontal plane when the aircraft A flies and the vertical plane when the aircraft A flies are inclined surfaces.

[0045] The support frame 12 may be configured so that the corners of the conductive member 11 between the horizontal plane when the aircraft A flies and the vertical plane when the aircraft A flies are curved. In the example shown in FIG. 4(c), it can be seen that the frame members 121b and 123b have curved corners of the conductive member 11 between the horizontal plane when the aircraft A flies and the vertical plane when the aircraft A flies. Note that the configuration is not limited to that shown in FIG. 4(c), and any configuration may be used as long as the corners of the conductive member 11 between the horizontal plane when the aircraft A flies and the vertical plane when the aircraft A flies are curved.

[0046] In this way, by forming a surface at the corner of the conductive member 11 between a horizontal surface in which the aircraft A is flying and a vertical surface in which the aircraft A is flying, the support frame 12 makes it easier to bring the receptor R into contact with that surface.

[0047] The attachment 1 may further include various members. For example, the attachment 1 may further include an auxiliary member for bending the conductive member 11 outward from the aircraft A. The material of the auxiliary member is, for example, carbon fiber. The auxiliary member is provided between the support frame 12 and the conductive member 11.

[0048] FIG. 5 is a diagram showing a configuration of the attachment 1 further including an auxiliary member 13. FIG. 5(a) is a diagram showing a schematic representation of a support frame 12 and an auxiliary member 13. In the example shown in FIG. 5(a), both ends of the auxiliary members 13a and 13b are attached to the frame members 121 and 124, respectively. Both ends of the auxiliary members 13c and 13d are attached to the frame members 121 and 123, respectively. Both ends of the auxiliary members 13e and 13f are attached to the frame members 123 and 126, respectively. As shown in FIG. 5(a), the auxiliary member 13 is attached to the support frame 12 so as to protrude outward from the support frame 12.

[0049] Fig. 5(b) is a schematic diagram of the attachment 1 in a state where the conductive member 11 is attached to the support frame 12 and the auxiliary member 13 shown in Fig. 5(a). As shown in Fig. 5(b), it can be seen that the conductive member 11 is bent outward from the support frame 12. In this way, the attachment 1 can make it easier for the contact member to come into contact with the receptor R. In addition, by using a flexible conductive member 11 in the attachment 1, the conductive member 11 is pressed against the receptor R when in contact, expanding the contact area of ​​the conductive member 11 and making it easier to ensure the contact state.

[0050] The attachment 1 may further include metal wool, which is a second conductive member different from the metal mesh, which is the first conductive member, which is the conductive member 11. The material of the second conductive member is, for example, carbon fiber. The second conductive member is disposed on the outer surface of the aircraft A of the first conductive member. The second conductive member is disposed, for example, on each surface on which the first conductive member is disposed.

[0051] FIG. 6 is a diagram showing the configuration of the attachment 1 further including the second conductive member 14. As shown in FIG. 6, the second conductive member 14a is disposed on the outer surface of the first conductive member disposed on the horizontal surface of the upper part of the aircraft A when the aircraft A is flying. The second conductive member 14b is disposed on the outer surface of the first conductive member disposed on the vertical surface of the aircraft A when the aircraft A is flying. The second conductive member 14c is disposed on the outer surface of the first conductive member disposed on the horizontal surface of the lower part of the aircraft A when the aircraft A is flying. In this way, the attachment 1 can make it easier for the contact member to come into contact with the receptor R.

[0052] The attachment 1 may further include a balance adjustment member for moving the center of gravity of the attachment 1 closer to the center of gravity of the aircraft A. The material of the balance adjustment member is, for example, carbon fiber. The balance adjustment member is provided below the propeller of the aircraft A, and may support a conductive cable C1 for conducting electricity to the conductive member 11.

[0053] FIG. 7 is a diagram showing the configuration of the attachment 1 further including a balancing member 15. In the example shown in FIG. 7, the balancing member 15 is attached to a frame member 126. The balancing member 15 is hollow inside, and a conductive cable C connected to a tester T can be passed through the balancing member 15. In this way, the center of gravity of the aircraft A when the attachment 1 is not attached can be brought closer to the center of gravity of the aircraft A when the attachment 1 is attached. The balancing member 15, which is provided below the propeller of the aircraft A, supports the conductive cable C, thereby preventing the conductive cable C from being entangled in the propeller of the aircraft A.

[0054] Fig. 8 is a schematic diagram of an aircraft A to which an attachment 1 is attached, the attachment 1 further including an auxiliary member 13, a second conductive member 14, and a balance adjustment member 15. Fig. 8(a) is a right side view of the aircraft A. Fig. 8(b) is a top view of the aircraft A.

[0055] 8, by further providing the auxiliary member 13 on the attachment 1, it can be confirmed that the first conductive member is bent outward from the aircraft A. Also, by further providing the second conductive member 14 on the attachment 1, it can be confirmed that the contact member protrudes further outward from the aircraft A. Also, by further providing the balance adjustment member 15 on the attachment 1, it can be confirmed that the deviation of the center of gravity of the aircraft A is reduced and the conductive cable C1 is prevented from being wound in the propeller of the aircraft A.

[0056] [First contact method] Next, we will explain three contact methods for bringing the conductive member 11 into contact with the receptor R. In each contact method, the conductive member 11 and the receptor R are brought into contact with each other using an aircraft A equipped with an attachment 1, an imaging means, and a measuring means.

[0057] Fig. 9 is a schematic diagram of aircraft A. In Fig. 9, column (x) shows aircraft A without attachment 1 attached, and column (y) shows aircraft A with attachment 1 attached. In Fig. 9, row (a) is a right side view of aircraft A, and row (b) is a top view of aircraft A.

[0058] The aircraft A is equipped with a camera P. The camera P is an imaging means whose imaging range is the horizontal direction when the aircraft A is flying. The camera P is disposed at a position and orientation of the aircraft A such that the conductive member 11 is not included in at least a part of the imaging range. As shown in Figures 9(a) and (b), the aircraft A is equipped with the camera P at a position (side) and orientation (opposite side relative to the aircraft A) such that the conductive member 11 is not included in the imaging range.

[0059] The camera P has a measurement function that is an altitude measurement means for measuring the altitude of the aircraft A during flight of the aircraft A. A controller (e.g., a proportional or smartphone) for operating the aircraft A is provided with a display unit such as a display, and the altitude of the aircraft A measured by the measurement function is displayed on the display unit together with the captured image captured by the camera P.

[0060] 10 is a flowchart showing a flow of implementing the first contact method. The first contact method is a method of bringing a conductive member 11 (for example, a conductive member 11 arranged in front of the aircraft A) arranged in the horizontal direction when the aircraft A is flying into contact with the receptor R. This flowchart starts when an operator operating the aircraft A flies the aircraft A and records the altitude of the aircraft A measured by the measurement function of the camera P when the camera P captures an image of the receptor R (S11).

[0061] The operator adjusts the orientation of the aircraft A so that the conductive member 11, which is arranged in the horizontal direction when the aircraft A is flying, faces the receptor R, and adjusts the height of the aircraft A so that it is equal to the recorded altitude of the aircraft A (S12). Then, while maintaining the adjusted orientation and height of the aircraft A after adjustment, the operator brings the conductive member 11, which is arranged in the horizontal direction when the aircraft A is flying, into contact with the receptor R (S13). Thereafter, the operator A checks whether the lightning protection system is normal by referring to the detection result of whether the tester T detects whether electricity is flowing or not.

[0062] When inspecting a plurality of receptors R, the worker may carry out the work of step S11 for each receptor R, and then carry out the work of steps S12 and S13 for each receptor R, or may carry out the work of steps S11 to S13 for each receptor R. In cases where it is difficult to image the contact surface between the conductive member 11 and the receptor R with the camera P equipped on the aircraft A, such as when a member with a large area that covers one surface of the aircraft P is used as the conductive member 11, it is not easy even for a highly skilled worker to align the positions of the conductive member 11 and the receptor R. However, by using the first contact method to check the altitude value recorded in advance and maintain the height, the worker can easily align even the receptor R that is located in a position that is difficult to adjust by visual inspection from the ground.

[0063] In addition, when the image capturing direction of the camera P can be changed by the controller, the operator may bring the conductive member 11 arranged in the horizontal direction when the flying object A flies into contact with the receptor R while changing the image capturing direction of the camera P. For example, the operator records the altitude of the flying object A measured by the measurement function of the camera P when the camera P captures the receptor R in a state where the camera P faces an image capturing direction in which the conductive member 11 is not included in the image capturing range. Then, the operator brings the conductive member 11 arranged in the horizontal direction when the flying object A flies into contact with the receptor R in a state where the camera P is changed to an image capturing direction that includes the conductive member 11 arranged in the horizontal direction when the flying object A flies. In this way, the operator can confirm the deformation state of the conductive member 11 at the time of contact in the captured image in which the camera P captures the conductive member 11 arranged in the horizontal direction when the flying object A flies from the back side of the contact surface, and therefore can grasp the contact situation more accurately.

[0064] [Second contact method] Next, the second contact method will be described. The second contact method is a method in which the receptor R is brought into contact with the conductive member 11 arranged in the horizontal direction when the flying object A is flying.

[0065] Fig. 11 is a schematic diagram of the aircraft A. Fig. 11 shows the aircraft A without the attachment 1 attached. In Fig. 11, (a) is a front view of the aircraft A, (b) is a right side view of the aircraft A, (c) is a top view of the aircraft A, and (d) is a bottom view of the aircraft A.

[0066] The aircraft A used in the second contact method is equipped with multiple cameras P whose imaging ranges are the horizontal direction during flight and the vertical direction during flight. As shown in Fig. 11(a), (b), (c), and (d), the aircraft A is equipped with a first camera P whose imaging range is the horizontal direction during flight (e.g., the front), a second camera P whose imaging range is the vertical direction of the upper part of the aircraft A during flight, and a third camera P whose imaging range is the vertical direction of the lower part of the aircraft A during flight.

[0067] The multiple cameras P are mounted at a position and orientation of the flying object A such that the imaging range includes the conductive member 11, but the conductive member 11 is removable, and is removed when imaging.

[0068] At least one of the multiple cameras P has a measurement function that is a measurement means for measuring the altitude and position coordinates of the flying object A during flight of the flying object A. The controller for operating the flying object A displays on a display unit images captured by the multiple cameras P as well as the position coordinates of the flying object A measured by the measurement function.

[0069] 12 is a flowchart showing a flow of implementing the second contact method. This flowchart starts when an operator who operates the aircraft A flies the aircraft A with the conductive member 11 removed, and the altitude of the aircraft A measured by the measurement function when the first camera P captures the receptor R is recorded (S21).

[0070] Once the operator has recorded the altitude of the aircraft A, he or she attaches the conductive member 11 to the attachment 1 of the aircraft A, and with the conductive member 11 attached to the aircraft A, adjusts the orientation of the aircraft A so that the conductive member 11, which is arranged horizontally when the aircraft A is flying, faces the receptor R directly, and adjusts the height of the aircraft A so that it is equal to the recorded altitude of the aircraft A (S22).

[0071] Then, while maintaining the adjusted orientation and height of the flying object A, the operator brings the conductive member 11 arranged in the horizontal direction during the flight of the flying object A into contact with the receptor R (S23). Thereafter, the operator A checks whether the lightning protection system is normal by referring to the detection result of whether the tester T detects whether electricity is flowing or not.

[0072] [Third contact method] Next, the third contact method will be described. The third contact method is a method in which the receptor R is brought into contact with a conductive member 11 that is arranged in the vertical direction when the flying object A is flying.

[0073] 13 is a flowchart showing a procedure for carrying out the third contact method. This flowchart starts when an operator flies the flying object A with the conductive member 11 removed, and the position coordinates of the flying object A measured by the measurement function when the second camera or the third camera captures an image of the receptor R are recorded (S31).

[0074] After recording the position coordinates of the aircraft A, the worker attaches a conductive member 11 to the attachment 1 of the aircraft A, and with the conductive member 11 attached to the aircraft A, adjusts the position of the aircraft A so that it is equal to the recorded position coordinates of the aircraft A (S32).

[0075] Then, while maintaining the adjusted position of the aircraft A, the operator brings the conductive member 11, which is arranged in the vertical direction when the aircraft A is flying, into contact with the receptor R (S33). Thereafter, the operator A checks whether the lightning protection system is normal by referring to the detection result of whether the tester T detects whether electricity is flowing or not.

[0076] [Effects of this embodiment] As described above, the attachment 1 has the conductive member 11 for contacting the conductor of the structure S, and the support frame 12 for supporting the conductive member 11 so that it is arranged in the horizontal and vertical directions when the aircraft A is flying. With the attachment 1 having such a configuration, the receptor R can be brought into contact with the contact member without changing the location where the contact member is provided on the aircraft A depending on the position where the receptor R is provided on the blade B and the orientation of the receptor R when the blade B is stopped, or without changing the orientation of the receptor R depending on the location of the contact member provided on the aircraft A, thereby reducing the burden of the inspection work on the worker.

[0077] Furthermore, this invention will make it possible to contribute to Goal 9 of the United Nations' Sustainable Development Goals (SDGs), which is to "build resilient infrastructure, promote industry, innovation and infrastructure."

[0078] Although the present invention has been described above using the embodiments, the technical scope of the present invention is not limited to the scope described in the above embodiments, and various modifications and changes are possible within the scope of the gist of the present invention. For example, all or part of the device can be configured by distributing or integrating functionally or physically in any unit. In addition, new embodiments resulting from any combination of multiple embodiments are also included in the embodiments of the present invention. The effect of the new embodiment resulting from the combination combines the effect of the original embodiment. [Explanation of symbols]

[0079] 1 Attachment 11 Conductive materials 12 Support frame 121 Frame members 122 Frame member 123 Frame members 124 Frame members 125 Frame members 126 Frame member 127 Frame members 128 Frame member 13 Auxiliary Materials 14 Second conductive member 15 Balance adjustment member A. Aircraft C Conductive Cable B-Blade D Down Conductor R receptor S structure T Tester

Claims

1. An attachment to be attached to an aircraft, A conductive member for contacting a conductor of the structure; a support frame for supporting the conductive member so that the conductive member is disposed on a horizontal surface of an upper portion of the aircraft body when the aircraft body is flying, and on a vertical surface of the aircraft body when the aircraft body is flying that is a side surface of at least a portion of the aircraft body; A balance adjustment member for adjusting the center of gravity of the attachment to approximate the center of gravity of the aircraft; An attachment having

2. The conductive member is a flexible metal mesh.

2. The attachment of claim 1.

3. The attachment further includes metal wool, which is the conductive member arranged on the outer surface of the flying object in the metal net.

3. An attachment as claimed in claim 2.

4. The attachment further includes an auxiliary member provided between the support frame and the conductive member, the auxiliary member being configured to deflect the conductive member toward the outside of the aircraft.

2. The attachment of claim 1.

5. The support frame supports the conductive member so that the conductive member is further disposed in a horizontal direction below the aircraft when the aircraft is flying.

2. The attachment of claim 1.

6. The support frame further supports the conductive member so that the conductive member is disposed across a horizontal plane of a lower portion of the flying object when the flying object is in flight.

2. The attachment of claim 1.

7. The balance adjustment member is provided below a propeller of the aircraft and supports a conductive cable for conducting electricity to the conductive member.

2. The attachment of claim 1.

8. An air vehicle, A conductive member for contacting a conductor of the structure; a support frame for supporting the conductive member so that the conductive member is disposed on a horizontal surface of an upper portion of the aircraft body when the aircraft body is flying, and on a vertical surface of the aircraft body when the aircraft body is flying that is a side surface of at least a portion of the aircraft body; a balance adjustment member for adjusting a center of gravity of the conductive member and the support frame to a center of gravity of the aircraft; An aircraft having the above structure.

9. The flying object is An imaging means having an imaging range in the horizontal direction during flight; an altitude measuring means for measuring the altitude of the flying object during flight; Further comprising The flying vehicle according to claim 8.

10. The imaging means is disposed in a position and orientation of the flying object such that the conductive member is not included in at least a portion of the imaging range. The flying vehicle according to claim 9.

11. The flying object is A plurality of imaging means each having an imaging range in a horizontal direction during flight and a vertical direction during flight; A position measuring means for measuring the position coordinates of the flying object during flight; and The plurality of imaging means are arranged at a position and in a direction of the flying object such that the conductive member is included in the imaging range, The conductive member is detachable. The flying vehicle according to claim 8.

12. A method for contacting a conductor of a structure with the conductive member of the flying object according to claim 10, comprising the steps of: a step of recording the altitude of the flying object measured by the altitude measuring means when the imaging means images the conductor; adjusting the orientation of the aircraft so that the conductive member, which is arranged in a horizontal direction during the flight of the aircraft, faces the conductor directly, and adjusting the height of the aircraft so that it is equal to the recorded altitude of the aircraft; a step of contacting the conductor with the conductive member arranged in a horizontal direction during flight of the aircraft while maintaining the adjusted orientation and height of the aircraft after adjustment; The contact method comprising the steps of:

13. A method for contacting a conductor of a structure with the conductive member of the flying object according to claim 11, comprising the steps of: a step of recording the altitude of the aircraft measured by the position measuring means when the imaging means images the conductor in a state in which the conductive member is detached from the aircraft; With the conductive member attached to the aircraft, adjusting the orientation of the aircraft so that the conductive member, which is arranged in a horizontal direction when the aircraft is flying, faces the conductor directly, and adjusting the height of the aircraft so that it is equal to the recorded altitude of the aircraft; a step of contacting the conductor with the conductive member arranged in a horizontal direction during flight of the flying object while maintaining the orientation and height of the flying object after adjustment; The contact method comprising the steps of:

14. A method for contacting a conductor of a structure with the conductive member of the flying object according to claim 11, comprising the steps of: a step of recording the position coordinates of the aircraft measured by the position measuring means when the imaging means images the conductor in a state in which the conductive member is detached from the aircraft; adjusting the position of the aircraft with the conductive member attached to the aircraft so that the position is equal to the recorded position coordinates of the aircraft; While maintaining the position of the flying object after adjustment, contacting the conductive member arranged in a vertical direction during flight of the flying object with the conductor; The contact method comprising the steps of:

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