Luggage transport device and control method

Abstract

This cargo carrying device (10p) comprises: a main body (machine main body (2301), first machine main body (2301a), second machine main body (2301b)); a rail holding unit (connection body) which is held on a rail (7) positioned at the top of the main body; a rotary base (2319) which is positioned between the main body and the rail holding unit, and which rotates the main body; a slider (2310) which extends from the main body; and a cargo holding unit (2315) which holds cargo that has been attached to the slider unit (2310).

Description

[Technical Field]

[0001] The present disclosure relates to a load carrying device and a control method. [Background technology]

[0002] A control method has been proposed to improve safety during flight of drones, which are unmanned aerial vehicles (see, for example, Patent Document 1).

[0003] Patent Document 1 discloses a technology for detecting abnormalities in drone flight using various means and recovering drones that are flying abnormally using recovery means attached to electric wires or utility poles, etc. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 2018-12477 Summary of the Invention [Problem to be solved by the invention]

[0005] However, there is room for improvement in the system using the unmanned aerial vehicle of Patent Document 1.

[0006] Therefore, the present disclosure provides an improved luggage transport device and control method compared to conventional devices. [Means for solving the problem]

[0007] A luggage transport device according to one aspect of the present disclosure includes a main body, a rail holder that is held by a rail located on top of the main body, a turntable that is installed between the main body and the rail holder and that rotates the main body, a first slider that extends relative to the main body, and a luggage holder that holds luggage attached to the first slider. The main body has a frame having a first length in a first direction longer than a second length in a second direction perpendicular to the first direction, and the rotating table rotates the main body so that the longitudinal direction of the frame intersects substantially perpendicularly with the direction along the rail. do.

[0008] These comprehensive or specific aspects may be realized in an unmanned aerial vehicle, a storage device, one or more thruster devices, a system, a control method, an integrated circuit, a computer program, or a computer-readable recording medium such as a CD-ROM, or in any combination thereof. [Effects of the Invention]

[0009] The load carrying device and control method of the present disclosure can be further improved. [Brief explanation of the drawings]

[0010] [Figure 1A] FIG. 1A is a block diagram illustrating a management server according to the first embodiment. [Figure 1B] FIG. 1B is a perspective view illustrating the lifting system and luggage according to the first embodiment. [Figure 2] FIG. 2 is a schematic diagram illustrating a state in which the first thruster device is gripping two loads. [Figure 3] FIG. 3 is a schematic diagram illustrating an example of the first thruster device storing two packages in a delivery box. [Figure 4] FIG. 4 is a schematic diagram illustrating an example of the first thruster device storing four packages in a delivery box. [Figure 5] FIG. 5 is a schematic diagram illustrating an example in which the first thruster device stores eight packages in a delivery box. [Figure 6] FIG. 6 is a perspective view illustrating an example of a lifting system and luggage according to the first modification of the first embodiment. [Figure 7] FIG. 7 is a perspective view illustrating an example of a lifting system and luggage according to the second modification of the first embodiment. [Figure 8] FIG. 8 is a perspective view illustrating an elevator system according to a third modification of the first embodiment. [Figure 9] FIG. 9 is a perspective view illustrating an elevator system according to the second embodiment. [Figure 10]FIG. 10 is an enlarged perspective view illustrating a connector according to the second embodiment. [Figure 11] FIG. 11 is an enlarged perspective view illustrating a plurality of connectors connected to a plurality of rails according to the second embodiment. [Figure 12] FIG. 12 is an enlarged perspective view illustrating a connector according to the first modification of the second embodiment. [Figure 13] FIG. 13 is an enlarged perspective view illustrating a connector according to Modification 2 of Embodiment 2. As shown in FIG. [Figure 14] FIG. 14 is a schematic diagram illustrating an example of how the lifting system according to the third embodiment collects packages to be delivered. [Figure 15] FIG. 15 is a schematic diagram illustrating a state in which luggage is loaded onto the lifting system according to the third embodiment. [Figure 16] FIG. 16 is a schematic diagram illustrating the unmanned aerial vehicle taking off after cargo is loaded onto the lifting system in the third embodiment. [Figure 17] FIG. 17 is a schematic diagram illustrating an example of the lifting system according to the third embodiment collecting a package through a delivery box installed in a public facility. [Figure 18] FIG. 18 is a schematic diagram illustrating a state in which the first thruster device of the lifting system in the fourth embodiment retrieves a load. [Figure 19] FIG. 19 is a schematic diagram illustrating a state in which a package collected by a first thruster device of a lifting system according to the fourth embodiment is stored in a delivery box. [Figure 20] FIG. 20 is a schematic diagram illustrating a state in which the first thruster device of the lifting system in the fourth embodiment moves away from the delivery box after storing a package in the delivery box. [Figure 21] FIG. 21 is a schematic diagram illustrating an example of the unmanned aerial vehicle of the lifting system according to the fourth embodiment being attached to the first thruster device. [Figure 22] FIG. 22 is a schematic diagram illustrating an example of a state in which the first thruster device of the lifting system according to the fourth embodiment is tilted with respect to a horizontal plane. [Figure 23]FIG. 23 is a schematic diagram illustrating an overall overview of a physical distribution system according to the fifth embodiment. [Figure 24] FIG. 24 is another schematic diagram illustrating an example of an overall outline of a physical distribution system according to the fifth embodiment. [Figure 25] FIG. 25 is a schematic diagram illustrating the supports and rails of the logistics system according to the fifth embodiment. [Figure 26] FIG. 26 is a perspective view illustrating an unmanned aerial vehicle according to a modification of the fifth embodiment. [Figure 27] FIG. 27 is a schematic diagram illustrating an example of an unmanned aerial vehicle in a variation of the fifth embodiment passing one of the rail support parts that supports the first rail when traveling on the first rail. [Figure 28] FIG. 28 is a schematic diagram illustrating the manner in which the first and second connectors of the unmanned aerial vehicle are disconnected from the first rail in a modification of the fifth embodiment. [Figure 29] FIG. 29 is a schematic diagram illustrating how the first connector and second connector of the unmanned aerial vehicle are connected to the second rail in a modification of the fifth embodiment. [Figure 30] FIG. 30 is a schematic diagram illustrating how the third connector of the unmanned aerial vehicle in a modification of the fifth embodiment is connected to the second rail. [Figure 31] FIG. 31 is a schematic diagram illustrating the first connector and third connector of the unmanned aerial vehicle in a modification of the fifth embodiment passing through another rail support portion. [Figure 32] FIG. 32 is a schematic diagram illustrating a state in which the second connector of the unmanned aerial vehicle in a modification of the fifth embodiment passes through another rail support portion. [Figure 33] FIG. 33 is a perspective view illustrating the first connector, second connector, third connector, etc. of the unmanned aerial vehicle in embodiment 6. [Figure 34] FIG. 34 is a perspective view illustrating the unmanned aerial vehicle in the sixth embodiment when the second connector is moved in the vertical direction. [Figure 35]FIG. 35 is a perspective view illustrating the first connector of the unmanned aerial vehicle in the sixth embodiment passing over the second rail. [Figure 36] FIG. 36 is a perspective view illustrating the state in which the third connector of the unmanned aerial vehicle in the sixth embodiment passes over the second rail. [Figure 37] FIG. 37 is a perspective view illustrating the second connector of the unmanned aerial vehicle in the sixth embodiment passing over the second rail. [Figure 38] FIG. 38 is a schematic diagram illustrating the manner in which the unmanned aerial vehicle in the sixth embodiment connects from the first rail to the second rail. [Figure 39] FIG. 39 is a schematic diagram illustrating the state in which the connection between the third connector and the first rail of the unmanned aerial vehicle in the sixth embodiment is released. [Figure 40] FIG. 40 is a schematic diagram illustrating the state in which the unmanned aerial vehicle passes through the connection point between the first rail and the second rail after the third connector of the unmanned aerial vehicle in the sixth embodiment is connected to the second rail. [Figure 41] FIG. 41 is a perspective view illustrating a connector of an unmanned aerial vehicle in a modified example of the sixth embodiment. [Figure 42] FIG. 42 is a front view illustrating a connecting body of an unmanned aerial vehicle in a modification of the sixth embodiment as viewed from the front. [Figure 43] FIG. 43 is a front view illustrating the manner in which the first hook is connected to the rail when the connector of the unmanned aerial vehicle in the modified example of the sixth embodiment is viewed from the front. [Figure 44] Figure 44 is a front view illustrating the state in which the connector connected to the first rail is released when viewed from the front of the connector of an unmanned aerial vehicle in a modified example of embodiment 6, and a schematic diagram illustrating the state in which the unmanned aerial vehicle is viewed from above. [Figure 45] Figure 45 is a front view illustrating the state in which the connection of the connecting body of an unmanned aerial vehicle in a modified example of embodiment 6 is switched from the first rail to the second rail when viewed from the front, and a schematic diagram illustrating the state in which the unmanned aerial vehicle is viewed from above. [Figure 46]FIG. 46 is a front view illustrating a state in which the connector of the unmanned aerial vehicle in a modification of the sixth embodiment is connected to the second rail when viewed from the front. [Figure 47] FIG. 47 is a perspective view illustrating a mounting table of the system according to the seventh embodiment. [Figure 48] FIG. 48 is a perspective view illustrating a state in which the first thruster device of the lifting system in the seventh embodiment retrieves a load placed on a platform. [Figure 49] FIG. 49 is a side view illustrating a state in which the first thruster device of the lifting system in the seventh embodiment has retrieved a load placed on a platform. [Figure 50] FIG. 50 is a perspective view illustrating a mounting table of a system according to a modification of the seventh embodiment, and a plan view of the mounting table. [Figure 51] FIG. 51 is a perspective view illustrating a state in which the mounting table of the system according to the first modification of the seventh embodiment is deformed. [Figure 52] FIG. 52 is a perspective view illustrating a state in which the first thruster device of the lifting system in the first modification of the seventh embodiment retrieves a load placed on a platform. [Figure 53] FIG. 53 is a perspective view illustrating a state in which the first thruster device of the lifting system in the first modification of the seventh embodiment has retrieved a load placed on a platform. [Figure 54] FIG. 54 is a perspective view illustrating the movement of the second guide part of the first thruster device of the lifting system in the first modification of the seventh embodiment. [Figure 55] FIG. 55 is a perspective view illustrating the movement of the second guide part of the first thruster device of the lifting system in the second modification of the seventh embodiment. [Figure 56] FIG. 56 is a perspective view illustrating a state in which the first thruster device of the lifting system in the second modification of the seventh embodiment retrieves a load placed on a platform. [Figure 57] FIG. 57 is a perspective view illustrating a state in which the first thruster device of the lifting system in the second modification of the seventh embodiment has retrieved a load placed on a platform. [Figure 58A] FIG. 58A is a schematic diagram illustrating an unmanned aerial vehicle according to the eighth embodiment. [Figure 58B] FIG. 58B is a schematic diagram illustrating the first projection plane and second projection plane of the unmanned aerial vehicle in embodiment 8. [Figure 59] FIG. 59 is a schematic diagram illustrating the connector support part and ratchet of the unmanned aerial vehicle in embodiment 8, and a cross-sectional view illustrating the connector support part and ratchet. [Figure 60] FIG. 60 is a flowchart illustrating the operation of the unmanned aerial vehicle in the eighth embodiment when the first connecting body passes over the second rail. [Figure 61] FIG. 61 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in FIG. [Figure 62] FIG. 62 is a flowchart illustrating the operation of the unmanned aerial vehicle according to the eighth embodiment when the main body of the unmanned aerial vehicle rotates. [Figure 63] FIG. 63 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in FIG. 62. [Figure 64] FIG. 64 is a flowchart illustrating the operation of disconnecting the third connector from the first rail after connecting the first connector and second connector to the second rail of the unmanned aerial vehicle in embodiment 8. [Figure 65] FIG. 65 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in FIG. 64. [Figure 66] FIG. 66 is a flowchart illustrating an operation when connecting the third connector of the unmanned aerial vehicle to the second rail in the eighth embodiment. [Figure 67] FIG. 67 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in FIG. 66. [Figure 68] FIG. 68 is a flowchart illustrating the operation of the unmanned aerial vehicle in the eighth embodiment when the second connecting body passes over the first rail. [Figure 69] FIG. 69 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in FIG. 68. [Figure 70]FIG. 70 is a flowchart illustrating an example of the operation of the unmanned aerial vehicle when the body of the unmanned aerial vehicle further rotates when the unmanned aerial vehicle turns back at the intersection of the first rail and the second rail. [Figure 71] FIG. 71 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in FIG. [Figure 72] Figure 72 is a flowchart illustrating the operation when the unmanned aircraft turns back at the intersection of the first rail and the second rail, and then the main body of the unmanned aircraft rotates and the first connecting body and the second connecting body are connected to the first rail. [Figure 73] FIG. 73 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in FIG. [Figure 74] Figure 74 is a flowchart illustrating the operation of disconnecting and decentering the third connector of the unmanned aerial vehicle from the second rail when the unmanned aerial vehicle turns back at an intersection between the first rail and the second rail. [Figure 75] FIG. 75 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in FIG. [Figure 76] Figure 76 is a flowchart illustrating the operations performed when an unmanned aerial vehicle turns back on the rail it has been traveling on at an intersection between a first rail and a second rail, after connecting the third connecting body of the unmanned aerial vehicle to the first rail, the second connecting body is detached from the first rail, and the second connecting body that has passed the first rail is connected to the first rail. [Figure 77] FIG. 77 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in FIG. [Figure 78] FIG. 78 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in FIG. [Figure 79] Figure 79 is a schematic diagram illustrating the connector support portion and ratchet when the unmanned aerial vehicle rotates, and a cross-sectional view illustrating the connector support portion and ratchet. [Figure 80] FIG. 80 is a schematic diagram illustrating the tension spring of the connector support portion when the unmanned aerial vehicle rotates. [Figure 81]Figure 81 is a schematic diagram illustrating the state of the third connector when the unmanned aerial vehicle rotates, and a cross-sectional view illustrating the cross sections of the connector support portion and the ratchet. [Figure 82] Figure 82 is a schematic diagram illustrating the third connector of the unmanned aerial vehicle passing through the first rail, and a cross-sectional view illustrating the cross sections of the connector support portion and the ratchet. [Figure 83] Figure 83 is a schematic diagram illustrating the second connecting body of the unmanned aerial vehicle passing through the first rail, and a cross-sectional view illustrating the cross-section of the connecting body support portion and the ratchet. [Figure 84] FIG. 84 is a schematic diagram illustrating a state in which an unmanned aerial vehicle passes around a utility pole. [Figure 85] FIG. 85 is a schematic diagram illustrating the unmanned aerial vehicle in the first modification of the eighth embodiment detaching the first connector from the horizontal portion of the rail. [Figure 86] FIG. 86 is a schematic diagram illustrating the relationship between the horizontal portion and the rail when the second connection body is in the closed state and the relationship between the horizontal portion and the rail when the second connection body is in the half-open state. [Figure 87] Figure 87 is a schematic diagram illustrating how the center of gravity of the airframe of the unmanned aerial vehicle in Variation 1 of Embodiment 8 is moved rearward to connect the first connector to the rail in the inclined portion. [Figure 88] Figure 88 is a schematic diagram illustrating an unmanned aerial vehicle in the first variant of the eighth embodiment detaching the third connector from the horizontal portion of the rail, and the third connector passing vertically below the coupling portion. [Figure 89] Figure 89 is a schematic diagram illustrating an unmanned aerial vehicle in Variation 1 of Embodiment 8 detaching the second connector from the horizontal portion of the rail, and the second connector passing vertically below the coupling portion. [Figure 90] FIG. 90 is a schematic diagram illustrating the manner in which the unmanned aerial vehicle in the first modification of the eighth embodiment connects the second connector to the rail at the inclined portion. [Figure 91] FIG. 91 is a schematic diagram illustrating the unmanned aerial vehicle in the second modification of the eighth embodiment detaching the first connector from the horizontal portion of the rail. [Figure 92] Figure 92 is a schematic diagram illustrating how the center of gravity of the main body of an unmanned aerial vehicle in variant example 2 of embodiment 8 is moved rearward to connect the first connector and the fourth connector to the rails of the inclined portion. [Figure 93] Figure 93 is a schematic diagram illustrating the process of moving the center of gravity of the main body of an unmanned aerial vehicle in variant example 2 of embodiment 8 rearward, connecting the second and third connecting bodies to the rails of the inclined portion, and disconnecting the fourth connecting body from the rails of the inclined portion. [Figure 94] FIG. 94 is a schematic diagram illustrating an unmanned aerial vehicle according to the ninth embodiment. [Figure 95] FIG. 95 is a schematic diagram illustrating the first connected body and the third connected body of the unmanned aerial vehicle in embodiment 9 as viewed from the side. [Figure 96] Figure 96 is a plan view illustrating an unmanned aerial vehicle in embodiment 9, a partially enlarged view of the third connector and the rotating base, and a schematic diagram illustrating the rotation of the third connector and the rotating base around a center point. [Figure 97] FIG. 97 is a schematic diagram illustrating the first connector of the unmanned aerial vehicle in the ninth embodiment in an open state. [Figure 98] FIG. 98 is a schematic diagram illustrating the manner in which the first connector of the unmanned aerial vehicle in embodiment 9 is eccentric with respect to the axis of the rotation shaft. [Figure 99] Figure 99 is a schematic diagram illustrating the state in which the first connector of the unmanned aerial vehicle in embodiment 9 is in a closed state and the third connector is in an open state. [Figure 100] FIG. 100 is a schematic diagram illustrating the state in which the third connector of the unmanned aerial vehicle in embodiment 9 is eccentric with respect to the center point of the rotating table and the third connector is in a closed state. [Figure 101] FIG. 101 is a schematic diagram illustrating the state in which the second connector of the unmanned aerial vehicle in embodiment 9 is in the open state and the airframe main body rotates. [Figure 102] FIG. 102 is a schematic diagram illustrating the second connector of the unmanned aerial vehicle in the ninth embodiment entering the closed state. [Figure 103]FIG. 103 is a schematic diagram illustrating an unmanned aerial vehicle according to the tenth embodiment and how the unmanned aerial vehicle stores a package in a delivery box. [Figure 104] FIG. 104 is a schematic diagram illustrating an example of an unmanned aerial vehicle in the tenth embodiment storing a package in a delivery box in rainy weather. [Figure 105] FIG. 105 is a schematic diagram illustrating an example of an unmanned aerial vehicle in the tenth embodiment storing a package in a delivery box in rainy weather and then taking off. [Figure 106] FIG. 106 is a schematic diagram illustrating how a product ordered by a user is delivered using the delivery system according to the eleventh embodiment. [Figure 107] FIG. 107 is a block diagram illustrating a delivery system in the eleventh embodiment. [Figure 108] FIG. 108 is a schematic diagram illustrating how an unmanned aerial vehicle in a delivery system according to the eleventh embodiment recognizes a delivery box and delivers a package, and a perspective view of the delivery box. [Figure 109] FIG. 109 is a diagram illustrating a method employed to ensure the heat retention of the loading platform and delivery box of the unmanned aerial vehicle in the delivery system according to the eleventh embodiment. [Figure 110] FIG. 110 is a flowchart illustrating an example of the operation of an unmanned aerial vehicle in a delivery system in operation example 1 of embodiment 11 when checking whether a delivery box is full or empty. [Figure 111] FIG. 111 is a flowchart illustrating another operation performed by the unmanned aerial vehicle of the delivery system in the second operation example of the eleventh embodiment when checking whether the delivery box is full or empty. [Figure 112] FIG. 112 is a flowchart illustrating an operation when a delivery box in a delivery system in an operation example 3 of the eleventh embodiment checks its own full or empty state. [Figure 113] FIG. 113 is a flowchart illustrating an operation when a product is ordered using the delivery system in the fourth operation example of the eleventh embodiment. [Figure 114]FIG. 114 is a flowchart illustrating another operation when ordering a product using the delivery system in the fifth operation example of the eleventh embodiment. [Figure 115] FIG. 115 is a flowchart illustrating an example of the operation when products are ordered using the delivery system in the sixth operational example of the eleventh embodiment, and the products are distributed across multiple store systems. [Figure 116] Figure 116 is a flowchart illustrating the operation when a user application instructs a user to empty the delivery box when ordering a product using the delivery system in operation example 7 of embodiment 11. [Figure 117] Figure 117 is a flowchart illustrating another operation when a delivery box instructs a user to empty the inside of the delivery box when ordering a product using the delivery system in operation example 8 of embodiment 11. [Figure 118] FIG. 118 is a diagram illustrating a case where the delivery system in the ninth operation example of the eleventh embodiment switches the order of delivery when it receives orders A and B. [Figure 119] FIG. 119 is a flowchart illustrating an operation in the case where the delivery system in the ninth operation example of the eleventh embodiment switches the order of delivery when it receives orders A and B. [Figure 120] FIG. 120 is a flowchart illustrating the operation of an unmanned aerial vehicle of a delivery system in operation example 10 of embodiment 11 when delivering a package to a user within a predetermined transportation temperature range. [Figure 121] FIG. 121 is a diagram illustrating an example of the time it takes for the temperature to reach the allowable upper limit temperature based on the relationship between time and outside air temperature in a delivery system according to an eleventh operation example of the eleventh embodiment. [Figure 122] Figure 122 is a flowchart illustrating another operation when the unmanned aerial vehicle of the delivery system in operation example 12 of embodiment 11 cannot deliver the package to the user within the specified transportation temperature range. [Figure 123]FIG. 123 is a diagram illustrating an example of the time required for the allowable lower limit value to be reached based on the relationship between time and the value of the parcel in the delivery system according to the thirteenth operation example of the eleventh embodiment. [Figure 124] FIG. 124 is a diagram illustrating an example of dynamic setting of delivery fees when using the delivery system according to the eleventh embodiment. [Figure 125] FIG. 125 is a diagram illustrating an example of a state in which a luggage carrying apparatus according to the twelfth embodiment delivers luggage. [Figure 126] FIG. 126 is a diagram illustrating another luggage transport device delivering luggage. [Figure 127] FIG. 127 is a diagram illustrating another luggage transport device delivering luggage. [Figure 128] FIG. 128 is a diagram illustrating yet another luggage transport device delivering luggage. [Figure 129] FIG. 129 is a flowchart illustrating the operation of the luggage carrying apparatus according to the twelfth embodiment. [Figure 130] FIG. 130 is a diagram illustrating the operation of the luggage carrying apparatus according to the twelfth embodiment. [Figure 131] FIG. 131 is a diagram illustrating the operation of the luggage carrying apparatus according to the thirteenth embodiment. [Figure 132A] FIG. 132A is a diagram illustrating an example of the operation of the luggage carrying apparatus according to the thirteenth embodiment when connecting from the first rail to the second rail. [Figure 132B] FIG. 132B is a diagram illustrating a connector according to the thirteenth embodiment. [Figure 132C] FIG. 132C is a diagram illustrating another operation of the luggage carrying apparatus according to the thirteenth embodiment when it travels after connecting from the first rail to the second rail. [Figure 133A] FIG. 133A is a diagram illustrating another operation when the luggage carrying apparatus according to the thirteenth embodiment connects from the first rail to the second rail. [Figure 133B] FIG. 133B is a diagram illustrating another operation of the luggage carrying apparatus according to the thirteenth embodiment when it travels after connecting from the first rail to the second rail. [Figure 134] FIG. 134 is a diagram illustrating an example of the operation of a luggage carrying apparatus according to the thirteenth embodiment when it climbs up an inclined rail. [Figure 135A] FIG. 135A is a diagram illustrating an example of the operation of a luggage carrying apparatus according to the thirteenth embodiment when turning right on a rail that curves to the right. [Figure 135B] FIG. 135B is a diagram illustrating an example of the operation of the luggage carrying apparatus according to the thirteenth embodiment when it travels on a rail after turning right. [Figure 135C] FIG. 135C is a diagram illustrating an example of the operation of another luggage carrying apparatus according to the thirteenth embodiment when turning right on a rail that curves to the right. [Figure 135D] FIG. 135D is a diagram illustrating the operation of a luggage transport apparatus when turning right on a rail that curves to the right, when the rail support portions are arranged in different positions. [Figure 136] FIG. 136 is a diagram illustrating an example of the operation of a luggage carrying apparatus according to the thirteenth embodiment when turning left on a rail that curves to the left. [Figure 137] FIG. 137 is a diagram illustrating an example of the operation of the luggage carrying apparatus according to the thirteenth embodiment when traveling over a small hill. [Figure 138] FIG. 138 is a diagram illustrating a luggage carrying apparatus according to a first modification of the thirteenth embodiment. [Figure 139] FIG. 139 is a diagram illustrating an example of a luggage carrying apparatus according to the first modification of the thirteenth embodiment traveling over a small hill. [Figure 140] FIG. 140 is a diagram illustrating the state of the connecting body when the luggage carrying apparatus according to the first modification of the thirteenth embodiment travels over a small hill. [Figure 141] FIG. 141 is a diagram illustrating another luggage carrying apparatus according to the second modification of the thirteenth embodiment. [Figure 142] FIG. 142 is a diagram illustrating an example of how the position of the connector of a luggage carrying apparatus according to the second modification of the thirteenth embodiment is displaced. [Figure 143] FIG. 143 is a diagram illustrating an example of a state of a connecting body when another luggage carrying apparatus according to the second modification of the thirteenth embodiment travels over a small hill. [Figure 144] FIG. 144 is a diagram illustrating an example of how the position of another connector of a luggage carrying apparatus according to the second modification of the thirteenth embodiment is displaced. [Figure 145] FIG. 145 is a diagram illustrating in detail the state of the connecting body when the luggage carrying apparatus according to the second modification of the thirteenth embodiment travels over a small hill. [Figure 146] FIG. 146 is a diagram illustrating a turntable of a luggage transport apparatus according to the third modification of the thirteenth embodiment. [Figure 147] FIG. 147 is a diagram illustrating an example of the operation of a luggage transport apparatus according to the third modification of the thirteenth embodiment when making a left turn. [Figure 148] FIG. 148 is a diagram illustrating an example of the operation of another luggage transport apparatus according to the third modification of the thirteenth embodiment when making a left turn. [Figure 149] FIG. 149 is a diagram illustrating an example of the operation of a luggage transport apparatus according to the third modification of the thirteenth embodiment when making a right turn. [Figure 150] FIG. 150 is a diagram illustrating an example of the operation of another luggage transport apparatus according to the third modification of the thirteenth embodiment when making a right turn. [Figure 151] FIG. 151 is a diagram illustrating another example of the operation of the luggage transport apparatus according to the third modification of the thirteenth embodiment when turning right. [Figure 152A] FIG. 152A is a diagram illustrating a luggage carrying device and a delivery box according to the fourteenth embodiment. [Figure 152B] FIG. 152B is a block diagram illustrating a delivery box according to the fourteenth embodiment. [Figure 152C] FIG. 152C is a diagram illustrating the movement of the delivery locker according to the first operation example of the fourteenth embodiment as viewed from the side. [Figure 152D] FIG. 152D is a diagram illustrating the movement of the delivery box according to the first operation example of the fourteenth embodiment when viewed from a square. [Figure 152E] FIG. 152E is a diagram illustrating the movement of the delivery locker according to the second operation example of the fourteenth embodiment as viewed from the side. [Figure 152F]FIG. 152F is a diagram illustrating the movement of the delivery box according to the second operation example of the fourteenth embodiment as viewed from a square. [Figure 152G] FIG. 152G is a diagram illustrating the movement of the delivery locker according to the third operation example of the fourteenth embodiment, as viewed from the side. [Figure 152H] FIG. 152H is a diagram illustrating the movement of the delivery locker according to the fourth operation example of the fourteenth embodiment, as viewed from the side. [Figure 152I] FIG. 152I is a diagram illustrating the movement of a delivery box according to a variation of the fourteenth embodiment as viewed from the side. [Figure 153A] FIG. 153A is a block diagram of an autonomous driving box and an operation management system according to embodiment 15. [Figure 153B] FIG. 153B is a front view illustrating the autonomous traveling box according to the fifteenth embodiment as viewed from the front. [Figure 153C] FIG. 153C is a side view illustrating the autonomous traveling box according to the fifteenth embodiment as viewed from the side. [Fig. 154] FIG. 154 is a flowchart illustrating the operation of the autonomous driving box according to the fifteenth embodiment. [Figure 155] FIG. 155 is a diagram illustrating the relationship between the luggage carrying apparatus and the electric wires according to the sixteenth embodiment. [Figure 156A] FIG. 156A is a diagram illustrating the front of a delivery box according to the seventeenth embodiment. [Figure 156B] FIG. 156B is a diagram illustrating a side view of a delivery box according to the seventeenth embodiment. [Figure 156C] FIG. 156C is a diagram illustrating the top surface of a delivery box according to the seventeenth embodiment. [Figure 157] FIG. 157 is a flowchart illustrating the operation of the delivery box according to the seventeenth embodiment. [Figure 158] FIG. 158 is a diagram illustrating a map including the user's home and vending machines located around the user's home in the eighteenth embodiment. [Figure 159A]FIG. 159A is a flowchart illustrating the operation of the delivery service management system according to the eighteenth embodiment. [Figure 159B] FIG. 159B is a flowchart illustrating the operation of the traffic control system according to the eighteenth embodiment. [Figure 160A] FIG. 160A is a block diagram illustrating a management system etc. according to the nineteenth embodiment. [Figure 160B] FIG. 160B is a schematic diagram illustrating rails from the delivery source to the delivery destination. [Figure 161] FIG. 161 is a flowchart illustrating the operation of a delivery service management system according to the first operation example of the nineteenth embodiment. [Figure 162] FIG. 162 is a flowchart illustrating the operation of the management system according to the second operation example of the nineteenth embodiment. [Figure 163A] FIG. 163A is a flowchart illustrating the operation of the product ordering system according to the third operation example of the nineteenth embodiment. [Figure 163B] FIG. 163B is a flowchart illustrating the operation of the product ordering system according to the fourth operation example of the nineteenth embodiment. [Figure 163C] FIG. 163C is a flowchart illustrating the operation of the product ordering system according to the fifth operation example of the nineteenth embodiment. [Fig. 164] FIG. 164 is a flowchart illustrating the operation of a luggage carrying apparatus according to the sixth operation example of the nineteenth embodiment. [Figure 165] FIG. 165 is a flowchart illustrating the operation of a luggage carrying apparatus according to the seventh operation example of the nineteenth embodiment. [Figure 166A] FIG. 166A is a diagram illustrating an example of the operation of the luggage carrying apparatus of the ground placement type in which a person receives a luggage from the luggage carrying apparatus according to the eighth operation example of the nineteenth embodiment. [Figure 166B] FIG. 166B is a diagram illustrating an operation example in the case of an air-receiving type in which a person directly receives a package from a package carrying device according to the eighth operation example of the nineteenth embodiment. [Figure 167]FIG. 167 is a flowchart illustrating the operation of the product ordering system according to the ninth operation example of the nineteenth embodiment. [Figure 168] FIG. 168 is a flowchart illustrating the operation of a delivery service management system according to the tenth operation example of the nineteenth embodiment. [Figure 169] FIG. 169 is a flowchart illustrating the operation of a delivery service management system according to the eleventh operation example of the nineteenth embodiment. [Figure 170A] FIG. 170A is a perspective view illustrating a rail according to the twentieth embodiment. [Figure 170B] FIG. 170B is a top view illustrating the rail according to the twentieth embodiment. [Figure 170C] FIG. 170C is a side view illustrating the rail according to the twentieth embodiment. [Figure 170D] FIG. 170D is a top view and a side view illustrating a rail according to the twentieth embodiment. [Figure 171] FIG. 171 is a perspective view illustrating a rail and a luggage transport device according to the twentieth embodiment. [Figure 172A] FIG. 172A is a top view illustrating a rail according to the twentieth embodiment. [Figure 172B] FIG. 172B is a side view illustrating the rail according to the twentieth embodiment. [Figure 172C] FIG. 172C is a partially enlarged perspective view illustrating the rail according to the twentieth embodiment. [Figure 172D] FIG. 172D is a top view and a side view illustrating a rail according to embodiment 20, and an enlarged top view of a connection portion between the third rail and the first rail. [Figure 173] FIG. 173 is a perspective view illustrating a rail according to the twentieth embodiment. [Figure 174A] FIG. 174A is a top view illustrating a rail according to the twentieth embodiment. [Figure 174B] FIG. 174B is a side view illustrating the rail according to the twentieth embodiment. [Figure 174C]FIG. 174C is a partially enlarged perspective view illustrating the rail according to the twentieth embodiment. [Figure 175] FIG. 175 is a perspective view, a side view, and a top view illustrating a rail and a rail support body according to a modification of the twentieth embodiment. [Figure 176] FIG. 176 is a top view and a side view illustrating another rail and another rail support body according to a modification of the twentieth embodiment. [Figure 177] FIG. 177 is a perspective view illustrating a luggage carrying apparatus according to the twenty-first embodiment. [Figure 178A] FIG. 178A is a diagram illustrating an example of the internal structure of the first connector and the second connector of a luggage carrying apparatus according to the twenty-first embodiment. [Figure 178B] FIG. 178B is a diagram illustrating an internal structure of a third connector of a luggage carrying apparatus according to the twenty-first embodiment. [Figure 179A] FIG. 179A is a diagram illustrating an internal structure of a turntable of a luggage carrying apparatus according to the twenty-first embodiment. [Figure 179B] FIG. 179B is a side view illustrating the slide rail of the luggage transporting apparatus according to the twenty-first embodiment. [Figure 179C] FIG. 179C is a front view illustrating the slide rail of a luggage transporter according to the twenty-first embodiment. [Figure 179D] FIG. 179D is a front view illustrating the L-side component, the pole screw, and the guide of the slide rail of the luggage transporting device according to the twenty-first embodiment. [Figure 179E] FIG. 179E is a front view illustrating the R-side part, ball screw, and guide of the slider of the luggage carrying device according to the twenty-first embodiment. [Figure 180] FIG. 180 is a perspective view illustrating a luggage carrying apparatus according to a modification of the twenty-first embodiment. [Figure 181A] FIG. 181A is a perspective view illustrating a rail and a rail connecting body according to the twenty-second embodiment. [Figure 181B] FIG. 181B is another perspective view illustrating the rail and the rail connecting body according to the twenty-second embodiment. [Figure 182] FIG. 182 is a perspective view illustrating a first connecting point of the first rail and a second connecting point of the second rail according to the twenty-second embodiment. [Figure 183] FIG. 183 is a top view and a side view illustrating the operation of a luggage carrying apparatus according to the twenty-third embodiment. [Figure 184A] FIG. 184A is a top view and a side view illustrating an example of the operation of a luggage carrying apparatus according to embodiment 23 when turning left at an intersection of the first rail and the second rail. [Figure 184B] FIG. 184B is a top view and a side view illustrating an example of the operation of a luggage carrying apparatus according to embodiment 23 when turning right at an intersection of the first rail and the second rail. [Figure 185] FIG. 185 is a side view illustrating the operation of a luggage carrying apparatus according to the twenty-third embodiment when passing through a support post supporting a rail. [Figure 186] FIG. 186 is a top view and a side view illustrating the operation of a luggage transporting apparatus according to the twenty-third embodiment when passing through a curved rail. DETAILED DESCRIPTION OF THE INVENTION

[0011] A luggage transport device according to one embodiment of the present disclosure comprises a main body, a rail holding part held by a rail located on top of the main body, a turntable installed between the main body and the rail holding part and rotating the main body, a first slider part extending relative to the main body, and a luggage holding part holding luggage attached to the first slider part.

[0012] This allows the first slider section to carry the luggage holding section holding the luggage to a position away from the rail, making it possible to deliver the luggage to the destination without having to install a separate rail at the destination.

[0013] Furthermore, since the luggage can be carried by the first slider portion, the luggage carrying device can be kept away from people. This makes it difficult for people to feel pressured by the operating noise and presence of the luggage carrying device. Therefore, the luggage carrying device is unlikely to cause anxiety to people when carrying luggage.

[0014] In another aspect of the present disclosure, there is provided a control method for controlling a luggage transporting device, the luggage transporting device comprising: a main body portion; a rail holding portion held by a rail located on top of the main body portion; a rotating table installed between the main body portion and the rail holding portion and rotating the main body portion; a first slider portion extending relative to the main body portion; and a luggage holding portion for holding luggage attached to the first slider portion, the control method including a rotation step for rotating the main body portion relative to the rotating table; and an extension step for extending the first slider portion relative to the main body portion after the rotating table has rotated the main body portion.

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

[0016] In a control method according to another aspect of the present disclosure, the main body has a rectangular body in a planar view, the first slider has the luggage holding portion arranged at one end of the first slider and a weight of a predetermined weight at the other end of the first slider, the rotation step rotates the main body so that the longitudinal direction of the body intersects approximately perpendicularly with the direction along the rail, and the extension step extends the first slider forward and backward in the longitudinal direction of the rectangular body so as to ensure a balance between the weight of the luggage and the weight of the weight.

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

[0018] In a control method according to another aspect of the present disclosure, the rail holding portion includes a first rail holding portion located on one side of the longitudinal direction of the body, a second rail holding portion located on the other side of the longitudinal direction of the body, and a third rail holding portion located in the center between the one side and the other side of the longitudinal direction of the body, and a second slider portion extending relative to the main body portion is provided between the first rail holding portion and the main body portion, a third slider portion extending relative to the main body portion is provided between the second rail holding portion and the main body portion, and the rotating table is provided between the third rail holding portion and the main body portion, and in the rotation step, the control method extends the second slider portion and the third slider portion to move the first rail holding portion and the second rail holding portion away from the rail, and then rotates the rotating table.

[0019] This control method also achieves the same effects as those described above. Furthermore, by adjusting the position of the weight relative to the main body, the posture of the luggage transport device can be tilted, allowing the slider to be extended toward a delivery destination that is higher or lower than the rail. This allows luggage to be delivered to a delivery destination that is at a different height relative to the rail.

[0020] In a luggage carrying device according to another aspect of the present disclosure, the first slider portion extends relative to the main body portion after the rotating platform rotates the main body portion.

[0021] This allows the first slider part to be extended relative to the main body part after rotating it toward the delivery destination, thereby enabling the package to be delivered to the delivery destination more accurately.

[0022] In another aspect of the luggage transport device of the present disclosure, the main body has a rectangular frame in a plan view, and the rotating table rotates the main body so that the longitudinal direction of the frame intersects approximately perpendicularly with the direction along the rail.

[0023] This allows the posture of the body relative to the turntable to be changed by rotating the turntable, which allows the direction in which the first slider extends relative to the main body to be adjusted, allowing the package to be delivered to the destination more accurately.

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

[0025] This allows the posture of the luggage carrier to be adjusted by the weight and the luggage when the luggage is transported by the first slider unit. Therefore, for example, the position of the weight relative to the main body unit can be adjusted so that the main body unit maintains a horizontal posture. This allows the luggage to be delivered to the destination more accurately.

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

[0027] According to this, the posture of the luggage carrying device can be adjusted by using a device required for the luggage carrying device, and therefore, there is no need to mount a separate weight.

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

[0029] With this, even if the luggage is heavy, the luggage carrying device is unlikely to assume an inclined position relative to the horizontal plane, and the luggage carrying device can deliver the luggage to a position at a predetermined height.

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

[0031] This allows the rail holding parts to be connected to the rails so as to sandwich the rails from above and below, making it difficult for the luggage transport device to come off the rails and preventing the luggage transport device from falling, thereby ensuring safety for the luggage transport device.

[0032] In another aspect of the luggage transport device of the present disclosure, the rail holding portion includes a first rail holding portion located on one side of the longitudinal direction of the body, a second rail holding portion located on the other side of the longitudinal direction of the body, and a third rail holding portion located in the center between the one side and the other side of the longitudinal direction of the body.

[0033] With this, the luggage carrying device can be supported on the rail by the three rail holding parts, making it difficult for the luggage carrying device to come off the rail, which prevents the luggage carrying device from falling and ensures safety of the luggage carrying device.

[0034] In another aspect of the luggage transport device of the present disclosure, the first rail holding unit has a first rotating roller that contacts the rail and is driven by an electric motor, the second rail holding unit has a second rotating roller that contacts the rail and is driven by an electric motor, and the third rail holding unit has a third rotating roller that contacts the rail and is driven by an electric motor, and a fourth rotating roller.

[0035] With this, the rolling rollers come into contact with the rails, allowing the luggage transport device to move along the rails. Also, because all four rolling rollers come into contact with the rails, the luggage transport device can move stably along the rails.

[0036] In another aspect of the present disclosure, a luggage transport device includes a second slider portion disposed between the first rail holding portion and the main body portion and extending relative to the main body portion, a third slider portion disposed between the second rail holding portion and the main body portion and extending relative to the main body portion, and a rotating table disposed between the third rail holding portion and the main body portion, wherein the rotating table extends the second slider portion and the third slider portion and moves the first rail holding portion and the second rail holding portion away from the rail, and then rotates the main body portion.

[0037] According to this, when two rails are at different heights, the luggage transport device can move from one rail to the other by extending the slider part, which allows the luggage transport device to turn right or left while traveling on the rails.

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

[0039] This allows the rail to be sandwiched between the first rail holding portion, the second rail holding portion, and the third rail holding portion, so that the luggage transporter can move stably along the rail.

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

[0041] This allows the luggage transport device to travel along the rails while avoiding the rail support parts so as not to come into contact with the rail holding parts, allowing the luggage transport device to travel along the rails toward the delivery destination.

[0042] An unmanned aerial vehicle according to one embodiment of the present disclosure comprises a main body having a first length in a first direction longer than a second length in a second direction perpendicular to the first direction, a plurality of main rotors that rotate in an imaginary plane parallel to the first direction and the second direction, a plurality of main motors mounted on the main body and rotating each of the plurality of main rotors, at least one connector mounted on the main body and capable of being suspended from at least one rail located away from the ground, at least one secondary rotor that provides a propulsive force to propel the main body in the first direction, at least one secondary motor mounted on the main body and rotating the at least one secondary rotor, and a control circuit that controls the plurality of main motors and the at least one secondary motor.

[0043] This allows the main body to be connected to the rail and suspended by the connector, preventing the unmanned aerial vehicle from falling even if the main rotor does not rotate.

[0044] Furthermore, by rotating the auxiliary rotor while the connector is connected to and suspended from the rail, the unmanned aircraft can move along the rail and reach its destination. In this case, the unmanned aircraft can be moved by driving the auxiliary motor instead of the main motor, thereby reducing power consumption in the unmanned aircraft.

[0045] In another aspect of the unmanned aerial vehicle of the present disclosure, the connectors include a first connector, a second connector, and a third connector, the first connector being located on the first direction side of the center of the main body, the second connector being located on the opposite side of the first direction side of the center of the main body, and the third connector being located between the first connector and the second connector and near the center of the main body.

[0046] According to this, by using three connectors, unmanned aerial vehicles can move more safely from one rail to another.

[0047] In addition, the three connectors allow the unmanned aircraft to be connected to the rail more stably, ensuring safety for the unmanned aircraft.

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

[0049] With this, the orientation of the unmanned aerial vehicle can be rotated by rotating the rotating base. Furthermore, when the rotating base rotates by a predetermined angle, the engaging portion of the rotating base engages with the engaged portion of the ratchet, thereby controlling the rotation of the rotating base. This makes it possible to orient the main body in a desired direction, allowing the unmanned aerial vehicle to safely transfer from one rail to another.

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

[0051] This allows the body to be oriented in the desired direction, allowing the unmanned aerial vehicle to safely transfer from one rail to another.

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

[0053] This allows the body to be long along the length of the rail, allowing the unmanned aerial vehicle to travel stably along the rail.

[0054] In an unmanned aerial vehicle according to another aspect of the present disclosure, the plurality of main rotors include a first main rotor, a second main rotor adjacent to the first main rotor in the second direction, a third main rotor adjacent to the first main rotor in the first direction, and a fourth main rotor adjacent to the second main rotor in the first direction and adjacent to the third main rotor in the second direction, and a first distance between the first main rotor and the second main rotor is narrower than a second distance between the first main rotor and the third main rotor.

[0055] This allows the first and second main rotors and the third and fourth main rotors to be arranged along the length of the rail, which makes it possible to further stabilize the attitude of the main body when the unmanned aerial vehicle travels along the rail.

[0056] In an unmanned aerial vehicle according to another aspect of the present disclosure, the rotation shaft of the at least one auxiliary motor extends in the first direction.

[0057] This makes it possible to easily impart a propulsive force to the unmanned aerial vehicle to travel along the rails.

[0058] In an unmanned aerial vehicle according to another aspect of the present disclosure, the at least one secondary rotor is positioned lower than the imaginary plane.

[0059] This makes it possible to prevent contact between the main rotor and the auxiliary rotor, thereby improving the safety of the unmanned aerial vehicle.

[0060] In an unmanned aerial vehicle according to another aspect of the present disclosure, the rotational axis of the at least one auxiliary motor has an inclination angle with respect to the first direction that is variable within a plane having the second direction as a normal vector.

[0061] This allows the rotation shaft of the sub-motor to be changed, so that the unmanned aerial vehicle can be rotated in the yaw direction (horizontal direction), thereby changing the direction of the unmanned aerial vehicle.

[0062] In an unmanned aerial vehicle according to another aspect of the present disclosure, each of the at least one connector includes a fixed portion, a first arm having one end connected to the fixed portion and the other end adapted to open and close relative to the fixed portion, a second arm having one end connected to the fixed portion and the other end adapted to open and close relative to the fixed portion, a first actuator for opening and closing the first arm, and a second actuator for opening and closing the second arm, wherein the control circuit controls the first actuator and the second actuator, and the first arm is positioned forward in the first direction relative to the second arm.

[0063] According to this, when the first arm of the unmanned aerial vehicle is connected to the first rail, the second arm can be connected to a different rail, the second rail, and then the first arm can be detached from the first rail. This allows the unmanned aerial vehicle to switch its connection from the first rail to the second rail and move (transfer).

[0064] In another aspect of the unmanned aerial vehicle of the present disclosure, a first area surrounded by the first arm and the fixed portion in a closed state is separated from a second area surrounded by the second arm and the fixed portion in a closed state.

[0065] This allows one connector to connect to two rails at the same time, which stabilizes the attitude of the unmanned aerial vehicle.

[0066] In an unmanned aerial vehicle according to another aspect of the present disclosure, each of the at least one connector includes an arm that can be hung from the rail and a roller provided on the inner surface of the arm and rotatably contacting the rail.

[0067] According to this, when the connector of the unmanned aerial vehicle is connected to a rail, the rollers come into contact with the rail and rotate, allowing the unmanned aerial vehicle to move along the rail. In other words, the unmanned aerial vehicle can move along the rail using only the thrust in its own direction of travel. This means that the unmanned aerial vehicle does not need to expend energy on lift to lift itself, thereby achieving energy savings.

[0068] Another aspect of the present disclosure relates to a system comprising an unmanned aerial vehicle, an apparatus including at least one first adapter connectable to at least one piece of cargo carried by the unmanned aerial vehicle and at least one second adapter attachable and detachable to the unmanned aerial vehicle, and a wire connecting the unmanned aerial vehicle to the apparatus, wherein the unmanned aerial vehicle comprises a reel to which one end of the wire is connected and a lift motor that unwinds the wire.

[0069] With this, even if there is an obstacle around the predetermined position, the first device and the second device can be moved to go around the obstacle. Therefore, the second device can be moved vertically above the predetermined position, so that the package can be delivered to the predetermined position reliably.

[0070] In a system according to another aspect of the present disclosure, the device includes a support on which the at least one first adapter is provided, a plurality of motors arranged on multiple sides of the support, and a plurality of propellers driven by the multiple motors, wherein the angles formed by the rotation axes of the multiple motors with respect to an imaginary plane passing through the centers of each of the multiple propellers are greater than or equal to -45 degrees and less than or equal to +45 degrees.

[0071] According to this, by controlling the angles of the rotation shafts of the multiple motors relative to the virtual plane, when placing the luggage at a predetermined position, it is possible to align the luggage with the predetermined position.

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

[0073] This allows the device to move in a desired direction by driving the first motor, the second motor, the third motor, and the fourth motor, thereby enabling precise fine adjustment of the device's position relative to a predetermined position.

[0074] a control method according to one aspect of the present disclosure for controlling an unmanned aerial vehicle, the unmanned aerial vehicle comprising: a main body having a first length in a first direction longer than a second length in a second direction perpendicular to the first direction; a plurality of main rotors that rotate within an imaginary plane parallel to the first direction and the second direction; a plurality of main motors mounted on the main body and rotating the plurality of main rotors, respectively; at least three connectors mounted on the main body and capable of being hung from at least one rail located away from the ground; at least one sub-rotor that provides a propulsive force for propelling the main body in the first direction; at least one sub-motor mounted on the main body and rotating the at least one sub-rotor; and a control circuit that controls the plurality of main motors and the at least one sub-motor, wherein the first connector is located on the first direction side of a center of the main body, and the second connector is located on the first direction side of a center of the main body. The third connector is located on the opposite side, between the first connector and the second connector, and is located near the center of the main body. When switching the connection of the unmanned aerial vehicle from the first rail to the second rail at an intersection where two rails intersect, the third connector determines whether the first connector has approached the second rail, and if it determines that the first connector has approached the second rail, detaches the first connector from the first rail and rotates the secondary rotor to propel the unmanned aerial vehicle in the first direction. The third connector is located on the opposite side, between the first connector and the second connector, and is located near the center of the main body. When switching the connection of the unmanned aerial vehicle from the first rail to the second rail at an intersection where two rails intersect, the third connector determines whether the first connector has approached the second rail, and if it determines that the first connector has passed the second rail, detaches the second connector from the first rail and rotates the unmanned aerial vehicle so that the first direction of the unmanned aerial vehicle is parallel to the direction of the second rail. After the unmanned aerial vehicle has rotated, the first connector and the second connector are connected to the second rail.

[0075] This allows the unmanned aerial vehicle to reliably switch (transfer) its connection from the first rail to the second rail.

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

[0077] This means that even if the second rail is inclined relative to the first rail, the unmanned aircraft can reliably switch (transfer) its connection from the first rail to the second rail by changing the center of gravity balance of the unmanned aircraft.

[0078] In a control method according to another aspect of the present disclosure, after the unmanned aerial vehicle rotates, the first connector and the second connector are connected to the second rail, and then the third connector is detached from the first rail and the turntable is rotated, thereby aligning the attitude of the third connector with the attitudes of the first connector and the second connector.

[0079] According to this, when the third connector is detached from the first rail, the posture of the third connector can be adjusted to match the postures of the first connector and the second connector, respectively, and therefore the third connector can be connected to the second rail together with the first connector and the second connector.

[0080] In a control method according to another aspect of the present disclosure, the unmanned aircraft is provided with a rotating rotor at a position corresponding to the auxiliary rotor in the first direction, and the direction of the unmanned aircraft is changed by the propulsive force of the rotating rotor.

[0081] This makes it possible to easily change the direction of travel of the unmanned aerial vehicle by rotating the rotors.

[0082] Another aspect of the present disclosure provides an elevator system comprising an unmanned aerial vehicle, a first device detachably attached to the unmanned aerial vehicle, a first wire connecting the first device and the unmanned aerial vehicle, a first reel capable of winding up the first wire, a second device detachably attached to luggage and detachably attached to the first device, a second wire connecting the first device and the second device, a second reel capable of winding up the second wire, and a control unit, wherein the control unit, when the unmanned aerial vehicle is located away from the ground, detaches the first device and the second device from the unmanned aerial vehicle, controls the first reel to unwind the first wire, detaches the second device from the first device, and controls the second reel to unwind the second wire.

[0083] This allows the first and second devices to move around the obstacle even when it is difficult to deliver the package to the predetermined location, such as when there is an obstacle vertically above the predetermined location. Therefore, the second device can be moved vertically above the predetermined location, ensuring that the package is delivered to the predetermined location reliably.

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

[0085] This allows the position of the first device relative to the unmanned aerial vehicle to be adjusted, and the position of the second device relative to the first device to be adjusted. This allows the first device and the second device to move so as to avoid obstacles. As a result, the package can be delivered reliably to the specified location.

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

[0087] This allows the first device and the second device to move together to a destination position to bypass the obstacle, thereby reducing the processing load on the control unit for controlling the drive of the multiple first motors and the multiple second motors.

[0088] In another aspect of the lifting system of the present disclosure, the control unit may, after detaching the second device from the first device, perform different controls on the multiple first motors and the multiple second motors, thereby making the first hanging direction in which the first wire extends between the unmanned aerial vehicle and the first device different from the second hanging direction in which the second wire extends between the first device and the second device.

[0089] This allows the first and second devices to be positioned so that even if there is an obstacle vertically above the predetermined position, the obstacle can be reliably bypassed. As a result, this lifting system can reliably deliver the package to the predetermined position.

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

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

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

[0093] According to this, after delivering the cargo to the predetermined location, the second device can be attached to the first device while winding up the second wire, and the first device and the second device can be attached to the unmanned aerial vehicle while winding up the first wire. This prevents the first wire and the second wire from coming into contact with an obstacle, which can cause damage or tangles to these wires. This prevents a decrease in the operating efficiency of the lifting system.

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

[0095] This allows the unmanned aerial vehicle to be held on the rail by the arm. Therefore, even if the first device and the second device are detached from the unmanned aerial vehicle, the first device and the second device can be held via the first wire and the second wire. Therefore, it is possible to prevent the first device and the second device from falling.

[0096] The unmanned aerial vehicle can be held on the rails even when not in flight, thereby reducing energy consumption by the unmanned aerial vehicle.

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

[0098] According to this, after delivering the cargo to the predetermined location, the second device can be attached to the third device while winding up the fourth wire, the second and third devices can be attached to the first device while winding up the third wire, and the second, third, and first devices can be attached to the unmanned aerial vehicle while winding up the first wire. This prevents the first, third, and fourth wires from coming into contact with obstacles and becoming damaged or tangled. This prevents a decrease in the operating efficiency of the lifting system.

[0099] In a lifting system according to another aspect of the present disclosure, the angle formed by the rotation axis of each of the plurality of first motors with respect to an imaginary plane passing through the center of each of the plurality of first propellers is greater than or equal to -45 degrees and less than or equal to +45 degrees.

[0100] According to this, by controlling the angles of the rotation shafts of the multiple motors relative to the virtual plane, when placing the luggage at a predetermined position, it is possible to align the luggage with the predetermined position. By moving the first device and the second device in a desired direction, it is possible to fine-tune the positions of the first device and the second device relative to the predetermined position.

[0101] When the support is suspended from the object via a wire and the first and second devices are lowered, the cargo can be aligned with a predetermined position when viewed vertically, allowing the positions of the first and second devices to be fine-tuned.

[0102] Therefore, with the first and second devices, it is possible to place the luggage at a predetermined position. In particular, when the first and second devices are used outdoors, even if the first and second devices are displaced from the predetermined position due to wind or the like, the first and second devices can move toward the predetermined position to correct the positional displacement, so that the luggage can be placed at the predetermined position.

[0103] A lifting system according to another aspect of the present disclosure further includes one or more actuators that adjust the angles formed by the rotation axes of the plurality of first motors relative to the virtual plane.

[0104] This allows the attitude of the multiple first motors relative to the support to be adjusted, which allows the first device and the second device to move horizontally and vertically, thereby enabling more accurate positioning of the load so that it is aligned with the predetermined position.

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

[0106] This allows the attitude of one or more of the rotating shafts of the motors to be individually controlled, thereby enabling the attitudes and moving directions of the first and second devices to be precisely controlled so that the first and second devices move to predetermined positions, thereby enabling more accurate fine adjustment of the positions of the first and second devices.

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

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

[0109] In another aspect of the lifting system of the present disclosure, the first wire has a first main wire and a plurality of first sub-wires, one ends of which are directly connected one-to-one to a plurality of connection points of the first support, and the other ends of which are connected to one end of the first main wire, which is a common connection point, and the first main wire suspends and supports the first support from the unmanned aerial vehicle via the plurality of first sub-wires.

[0110] This allows the multiple first sub-wires to be connected to the first support in a one-to-one relationship via multiple connection points, thereby stabilizing the posture of the first support when suspended by the first main wire and the first sub-wires.

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

[0112] This makes it possible to more reliably stabilize the posture of the first support in a state in which the first support is suspended by the first wire.

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

[0114] This allows the position of one connection point relative to the first support to be changed. Therefore, even if the center of gravity of the first support is shifted from the center when it is holding a load, the position of the connection point can be changed to align with the center of gravity. Therefore, the posture of the first support suspended from the first wire can be corrected to a desired posture.

[0115] In a lifting system according to another aspect of the present disclosure, the side portion of the first support includes a first side portion and a second side portion facing the first side portion across the first support and / or the luggage, the plurality of first motors include a first first motor provided on the first side portion and having a first rotation shaft, and a second first motor provided on the second side portion and having a second rotation shaft, and the control unit executes a third mode in which the first rotation shaft is rotated in a first rotation direction and the second rotation shaft is rotated in a second rotation direction opposite to the first rotation direction, and a fourth mode in which the first rotation shaft and the second rotation shaft are rotated in the second rotation direction.

[0116] According to this, by reversing the rotation direction of the first rotating shaft of the first motor and the second rotating shaft of the second motor, the first device and the second device can obtain thrust in a desired direction, thereby enabling the first device and the second device to precisely fine-tune their positions relative to predetermined positions.

[0117] In a lifting system according to another aspect of the present disclosure, the plurality of first motors further include a third first motor having a third rotational shaft and arranged on the first side surface portion at a position adjacent to the first first motor in an imaginary plane, and a fourth first motor having a fourth rotational shaft and arranged on the second side surface portion at a position adjacent to the second first motor in the imaginary plane, and the control unit rotates the third rotational shaft in the second rotational direction and rotates the fourth rotational shaft in the first rotational direction in the third mode, and rotates the third rotational shaft and the fourth rotational shaft in the first rotational direction in the fourth mode.

[0118] This allows thrust to be generated in a desired direction by reversing the rotational direction of the third rotating shaft of the third motor and the fourth rotating shaft of the fourth motor. The rotational direction of the first rotating shaft of the first motor and the second rotating shaft of the second motor can also be controlled, allowing for more precise fine-tuning of the device's position relative to a predetermined position.

[0119] In a lifting system according to another aspect of the present disclosure, the second device further includes a sensor that detects the position of a storage device for storing the luggage.

[0120] This allows the position of the device relative to the storage device to be detected with high precision, and therefore allows the position of the device relative to the storage device to be finely adjusted with higher precision.

[0121] An unmanned aerial vehicle according to another aspect of the present disclosure comprises a main body having a first length in a first direction longer than a second length in a second direction perpendicular to the first direction, a plurality of main rotors that rotate in an imaginary plane parallel to the first direction and the second direction, a plurality of main motors mounted on the main body and rotating each of the plurality of main rotors, at least one connector mounted on the main body and extending from the main body toward a third direction that intersects the imaginary plane and hangable from at least one rail located away from the ground, at least one secondary rotor that provides propulsion force to propel the main body in the first direction, at least one secondary motor mounted on the main body and rotating the at least one secondary rotor, and a control circuit that controls the plurality of main motors and the at least one secondary motor.

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

[0123] In an unmanned aerial vehicle according to another aspect of the present disclosure, the at least one auxiliary rotor and the at least one auxiliary motor are arranged at one end of the main body in the first direction.

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

[0125] In an unmanned aerial vehicle according to another aspect of the present disclosure, each of the at least one secondary rotor includes a plurality of blades, and the distance between the rotation axis of the at least one secondary motor and the imaginary plane is greater than the length of each of the plurality of blades.

[0126] In an unmanned aerial vehicle according to another aspect of the present disclosure, each of the at least one secondary rotor is attached to the main body so as to be slidable along the third direction.

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

[0128] In an unmanned aerial vehicle according to another aspect of the present disclosure, the at least one connector includes a first connector and a second connector adjacent to the first connector in the first direction.

[0129] In an unmanned aerial vehicle according to another aspect of the present disclosure, the at least one rail includes a first rail and a second rail extending parallel to each other, and the at least one connector includes a first arm that can be hung from the first rail and a second arm that can be hung from the second rail.

[0130] In another aspect of an unmanned aerial vehicle of the present disclosure, each of the at least one connector includes a fixed portion, a first arm having one end connected to the fixed portion and the other end opening and closing relative to the fixed portion, a second arm having one end connected to the fixed portion and the other end opening and closing relative to the fixed portion, a first actuator that opens and closes the first arm, and a second actuator that opens and closes the second arm, and the control circuit controls the first actuator and the second actuator, and a first area surrounded by the first arm and the fixed portion in a closed state is separated from a second area surrounded by the second arm and the fixed portion in a closed state.

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

[0132] A system according to another aspect of the present disclosure includes an unmanned aerial vehicle and an apparatus including at least one first adapter connectable to at least one cargo carried by the unmanned aerial vehicle, and at least one second adapter attachable to and detachable from the unmanned aerial vehicle.

[0133] In a system relating to another aspect of the present disclosure, the system further includes a wire connecting the unmanned aerial vehicle and the device, and the unmanned aerial vehicle further includes a reel to which one end of the wire is connected and a lift motor that reels out the wire.

[0134] In a system according to another aspect of the present disclosure, the control circuit detaches the device connected to the at least one load from the unmanned aerial vehicle and causes the lift motor to reel out the wire.

[0135] In a system according to another aspect of the present disclosure, the control circuitry releases the connection between the device and the at least one load and causes the lift motor to reel in the wire.

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

[0137] An unmanned aerial vehicle according to another aspect of the present disclosure comprises a main body, a first movable body rotatably connected to the main body on a first side of the main body, a second movable body rotatably connected to the main body on a second side of the main body opposite the first side, a plurality of first motors arranged on the first movable body, a plurality of second motors arranged on the second movable body, a plurality of first rotors rotated respectively by the plurality of first motors, a plurality of second rotors rotated respectively by the plurality of second motors, and at least one connector extending upward from the main body and capable of being hung from at least one rail positioned away from the ground.

[0138] An unmanned aerial vehicle according to another aspect of the present disclosure further includes a first actuator capable of changing a first angle of the first movable body relative to the main body, a second actuator capable of changing a second angle of the second movable body relative to the main body, the plurality of first motors and the plurality of second motors, and a control circuit that controls the first actuator and the second actuator.

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

[0140] In an unmanned aerial vehicle according to another aspect of the present disclosure, the first horizontal direction and the second horizontal direction are both directions directed outward from the main body.

[0141] A control method according to another aspect of the present disclosure is a control method for an unmanned aerial vehicle, wherein the unmanned aerial vehicle carries transport items that require refrigeration or heating, and includes a first acquisition step of acquiring a destination position of the unmanned aerial vehicle, a second acquisition step of acquiring a current position of the unmanned aerial vehicle, and a third acquisition step of acquiring a predicted time at which the transport items will reach their allowable upper limit temperature; if the time at which the unmanned aerial vehicle moves from the current position to the destination position is greater than the predicted time, the unmanned aerial vehicle is moved to the departure position, and if the time at which the unmanned aerial vehicle moves from the current position to the destination position is equal to or less than the predicted time, the unmanned aerial vehicle is moved to the destination position.

[0142] This allows the transported goods to be delivered to the destination at the expected time, or the transport of the goods to be stopped and returned to the departure point, thereby protecting the quality of the goods and preventing a decrease in the availability rate of the unmanned aerial vehicle.

[0143] A control method according to another aspect of the present disclosure is a control method for an unmanned aerial vehicle, wherein the unmanned aerial vehicle is carrying transport items that require refrigeration or heating, and includes a fourth acquisition step of acquiring a departure position of the unmanned aerial vehicle, a fifth acquisition step of acquiring a destination position of the unmanned aerial vehicle, a sixth acquisition step of acquiring a current position of the unmanned aerial vehicle, and a seventh acquisition step of acquiring an allowable upper limit temperature of the transport items, wherein if the distance from the current position to the destination position is greater than a predetermined value, the unmanned aerial vehicle is moved to the departure position, and if the distance from the current position to the destination position is equal to or less than a predetermined value, the unmanned aerial vehicle is moved to the destination position, and the predetermined value is a value at which the temperature of the transport items reaches the allowable upper limit temperature when the unmanned aerial vehicle is moved at a predetermined speed.

[0144] This allows the transported goods to be delivered to the destination location depending on the current location, or the transport of the goods to be stopped and returned to the departure location, thereby protecting the quality of the goods and preventing a decrease in the availability rate of the unmanned aerial vehicle.

[0145] In a control method according to another aspect of the present disclosure, the predetermined speed is V, and the time when the temperature of the transported object reaches the allowable upper limit temperature is t Z The time at the current position is t C In this case, the predetermined value is V×(t Z -t C ) is calculated as

[0146] This allows the temperature of the transported goods to be monitored, allowing the delivery of the goods to the user at an appropriate temperature, thereby preventing the delivery of goods to the user that are outside the allowable upper limit temperature.

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

[0148] This makes it possible to determine whether or not a package is stored inside the delivery box by measuring the weight inside the delivery box.

[0149] In another aspect of the present disclosure, the control method further comprises a power generation step in which the delivery box has a door, the door is opened and closed, and the power is stored.

[0150] This allows power to be generated automatically by opening and closing the door of the delivery box, thereby making the delivery box more energy efficient.

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

[0152] This allows the power stored through power generation to be used to transmit information about the door opening and closing, thereby achieving energy conservation for the delivery locker.

[0153] An information providing method according to another aspect of the present disclosure is an information providing method in a management system used for a service of delivering goods to vending machines using an unmanned transport vehicle, and includes acquiring request information requesting the display of vending machines available as pickup locations for the goods, generating a list of multiple vending machines included in a specified area based on a database that manages the reservation status of the vending machines, the list including first information indicating the availability of each of the multiple vending machines for each delivery time period, and displaying the list on a display of the information terminal in response to the request information.

[0154] In another aspect of the information provision method of the present disclosure, the list further includes second information indicating a deadline by which the user must receive the product, and the second information is generated based on a database that manages the reservation status of the vending machine, taking into account the reservation status of the vending machine during the specified time period or the reservation status when the vending machine was previously used as a product collection point.

[0155] An information provision method according to another aspect of the present disclosure is an information provision method in a management system used for a service of delivering products to vending machines using an unmanned transport vehicle, and includes the steps of: acquiring request information requesting the display of a list of products sold at a first store; acquiring first store information indicating the products sold at the first store and the inventory of those products; acquiring second store information indicating the products sold at a second store located within a predetermined distance from the first store and the inventory of those products; generating a product list based on the first store information and the second store information, the product list including a first product that is in stock at the first store and a second product that is out of stock at the first store but is in stock at the second store; and displaying the product list on a display of the information terminal.

[0156] In an information providing method according to another aspect of the present disclosure, when the product list is displayed on the display of the information terminal, the first product and the second product are displayed in different formats.

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

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

[0159] A vending machine according to another aspect of the present disclosure is a vending machine used in a service of delivering products to vending machines using an automated guided vehicle, and comprises: a housing including a first space and a second space; a floor board located within the housing for placing the products; a moving mechanism located within the housing, including a motor and driving the motor to move the floor board along a loop path; and a control unit located within the housing for controlling the moving mechanism, wherein the loop path includes a first path located within the first space for moving the floor board with the products placed on it downward in the direction of gravity, and a second path located within the second space for moving the floor board upward in the direction of gravity.

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

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

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

[0163] A vending machine according to another aspect of the present disclosure changes from the first form to the second form by rotating the floor board about a line including the center of gravity of the floor board.

[0164] In a vending machine according to another aspect of the present disclosure, the base plate is configured to be foldable, and when the base plate is folded, it changes from the first configuration to the second configuration.

[0165] A vending machine according to another aspect of the present disclosure further includes a locking structure for fixing the vending machine in the first configuration.

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

[0167] In another aspect of the vending machine of the present disclosure, the housing is positioned upward in the direction of gravity and includes a top lid that is configured to be openable and closable, and when the top lid is open, the product is placed in the vending machine via a wire extending downward from the unmanned transport vehicle positioned above the vending machine.

[0168] In another aspect of the vending machine of the present disclosure, the housing is positioned upward in the direction of gravity and includes a top lid that is configured to be openable and closable, and when the top lid is open, the product is placed in the vending machine via a wire extending downward from the unmanned transport vehicle positioned above the vending machine.

[0169] A control method according to another aspect of the present disclosure is a control method in a management system used for a service that uses an unmanned transport vehicle to deliver products sold in a store to a vending machine, and includes obtaining, from the user's information terminal, information indicating a product 1 ordered by the user, information indicating a delivery destination for the product 1, and information indicating a delivery time period 1 for the product 1, obtaining from the store terminal a box ID for identifying a specified box installed in the store, the specified box being used to have the unmanned transport vehicle receive the ordered product 1, managing the information indicating the product 1, information indicating the delivery destination for the product 1, information indicating a delivery time period 1 for the product 1, and the box ID in association with each other, and transmitting the box ID and information indicating the delivery destination for the product 1 to the unmanned transport vehicle.

[0170] A control method according to another aspect of the present disclosure further includes, when information is received from a user's information terminal indicating that delivery time zone 1 for product 1 is to be changed to delivery time zone 2, associating and managing information indicating product 1, information indicating the delivery destination for product 1, information indicating delivery time zone 2 for product 1, and the box ID.

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

[0172] A control method for an unmanned transport vehicle according to another aspect of the present disclosure determines that the user will be able to receive the product from the vending machine at the scheduled time when the current location of the information terminal is within a predetermined area that includes the vending machine.

[0173] An information provision method according to another aspect of the present disclosure is an information provision method in a management system used for a service of delivering products to vending machines using an unmanned transport vehicle, and includes obtaining location information indicating the current location of a user's information terminal from the information terminal, obtaining scheduled time information indicating the scheduled time at which the user will receive the product ordered by the user at the vending machine, determining whether the user will be able to receive the product from the vending machine at the scheduled time based on the location information and the scheduled time information, and after determining that the user will be able to receive the product from the vending machine at the scheduled time, transmitting information to a store selling the product instructing the unmanned transport vehicle to begin preparations to collect the product.

[0174] An information provision method according to another aspect of the present disclosure determines that the user will be able to receive the product from the vending machine at the scheduled time when the current location of the information terminal is within a specified area that includes the vending machine.

[0175] A control method for an unmanned conveying machine according to another aspect of the present disclosure is a control method for an unmanned conveying machine in a management system used for a service of delivering goods to vending machines using an unmanned conveying machine, which method obtains location information indicating the current location of a user's information terminal from the information terminal, obtains scheduled time information from the user's information terminal indicating the scheduled time at which the user will receive the goods ordered by the vending machine, determines whether the user will be able to receive the goods from the vending machine at the scheduled time based on the location information and the scheduled time information, and after determining that the user will be able to receive the goods from the vending machine at the scheduled time, controls an actuator of the unmanned conveying machine to move the goods from the unmanned conveying machine into the vending machine.

[0176] A control method for an unmanned transport vehicle according to another aspect of the present disclosure determines that the user will be able to receive the product from the vending machine at the scheduled time when the current location of the information terminal is within a predetermined area that includes the vending machine.

[0177] An information providing method according to another aspect of the present disclosure is an information providing method in a management system used for a service of delivering goods to vending machines using an automated guided vehicle, the method including: acquiring request information requesting the display of vending machines available as pickup locations for the goods; acquiring weather information including a wind speed forecast for a specified area; generating a list of multiple vending machines included in the specified area based on the weather information and a database managing the reservation status of the vending machines, the list including information indicating whether each of the multiple vending machines is available for delivery during each delivery time period; displaying in the list that the specified vending machine is unavailable during a specified time period when the forecast wind speed in the area including the specified vending machine is equal to or greater than a specified wind speed; and displaying the list on a display of the information terminal in response to the request information.

[0178] A control method for an unmanned conveying vehicle according to another aspect of the present disclosure is a control method for an unmanned conveying vehicle in a management system used for a service of delivering goods to vending machines using an unmanned conveying vehicle, and includes obtaining scheduled time information from the user's information terminal indicating the scheduled time at which the user will receive the goods ordered by the user at the vending machine, obtaining weather information indicating a predicted wind speed in an area including the vending machine, and when it is determined based on the scheduled time information and the weather information that the wind speed in the area including the vending machine at the scheduled time will exceed a predetermined wind speed, sending a message to the user's information terminal to confirm whether to change the delivery time or cancel the order.

[0179] Another aspect of the present disclosure relates to a method for controlling an unmanned transport vehicle in a management system used for a service that delivers goods to vending machines using an unmanned transport vehicle, and includes obtaining occupancy information for a first vending machine, and when it is determined based on the occupancy information that the first vending machine is currently full, sending a notification to a user's information terminal instructing the user to select one of a first option, a second option, or a third option, where the first option is to pick up the goods at a second vending machine different from the first vending machine, the second option is to change the time at which the goods are picked up at the first vending machine, and the third option is for the user to pick up the goods directly.

[0180] A control method for an unmanned transport vehicle according to another aspect of the present disclosure includes, when receiving from the user's information terminal that the first option has been selected, transmitting the scheduled delivery time for the second vending machine to the information terminal and transmitting an instruction to start picking the product to the store system.

[0181] A control method for an unmanned transport vehicle according to another aspect of the present disclosure includes, when receiving from the user's information terminal a notification that the second option has been selected, sending the changed pick-up time to the information terminal.

[0182] A control method for an unmanned transport vehicle according to another aspect of the present disclosure, when receiving from the user's information terminal that the third option has been selected, sends a message to the information terminal regarding the user receiving the product directly, and also sends an instruction to the store system to start picking the product.

[0183] A control method for an unmanned conveying vehicle according to another aspect of the present disclosure is a control method for an unmanned conveying vehicle in a management system used for a service of delivering goods to vending machines using an unmanned conveying vehicle, and includes acquiring image data from a camera mounted on the unmanned conveying vehicle within a predetermined area including a delivery destination, determining whether or not a person is present in the predetermined area based on the image data, and if it is determined that a person is present, outputting a predetermined sound from a speaker mounted on the unmanned conveying vehicle.

[0184] In another aspect of the method for controlling an unmanned transport vehicle of the present disclosure, the predetermined voice includes at least one of the following: to remove the goods from the unmanned transport vehicle, to not approach, to move away, to not move, or to stay still.

[0185] An information provision method according to another aspect of the present disclosure is an information provision method in a management system used for a service of delivering products to vending machines using an unmanned transport vehicle, and includes obtaining location information indicating the current location of a user's information terminal from the user's information terminal, obtaining scheduled time information indicating the time the user is scheduled to receive the product ordered by the user at the vending machine, calculating the time at which the user should start moving toward the vending machine at the scheduled time based on the location information and the scheduled time information, which is necessary for the user to receive the product from the vending machine, and outputting a notification via the information terminal at or before the time that the user should start moving toward the vending machine.

[0186] Another aspect of the present disclosure relates to a vending machine used in a service that delivers products to vending machines using an automated guided vehicle, and includes a display, a housing including a top lid on which the display is installed and which is configured to be openable and closable, and a controller that sets the display mode of the display, the display modes including a first display mode and a second display mode, the first display mode being a display mode in which the product delivered to the vending machine using the automated guided vehicle can be ordered via the display, and the second display mode being a display mode in which the product cannot be ordered via the display, and the control unit sets the display mode of the display to the second display mode when the top lid is opened and the product is being lowered from the automated guided vehicle into the vending machine.

[0187] An information provision method according to another aspect of the present disclosure is an information provision method in a management system used for a service of delivering products to vending machines using an automated guided vehicle, and includes obtaining, from the user's information terminal, information indicating a product ordered by the user and information indicating the vending machine to which the product is to be delivered, transmitting to the automated guided vehicle an instruction to deliver the product to the vending machine, and after receiving information from the automated guided vehicle or the vending machine indicating that delivery of the product to the vending machine has been completed, transmitting to the information terminal a message indicating that delivery of the product has been completed, and displaying on the information terminal a message indicating that delivery of the product has been completed.

[0188] An unmanned transport vehicle according to another aspect of the present disclosure is an unmanned transport vehicle comprising a housing, wherein the housing, when viewed from above in the direction of gravity, includes a first side, a second side adjacent to the first side, a third side adjacent to the second side, and a fourth side adjacent to the third side and the first side, and the housing includes a first top cover connected to the first side and configured to be openable and closable, and a second top cover connected to the second side and configured to be openable and closable, and when the first top cover and the second top cover are closed, there is an area where the first top cover and the second top cover overlap.

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

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

[0191] Another aspect of the present disclosure relates to a control method in a conveying system that includes handing over goods conveyed by a first unmanned conveying vehicle moving through the air to a second unmanned conveying vehicle moving on the ground, and includes sending an arrival instruction to the first unmanned conveying vehicle to arrive at a first location at a first time, sending an arrival instruction to the second unmanned conveying vehicle to arrive at the first location at a second time that is before the first time, and at the first location, the goods conveyed by the first unmanned conveying vehicle being handed over to the second unmanned conveying vehicle.

[0192] A delivery box according to another aspect of the present disclosure is a delivery box for handing over goods transported by a first unmanned conveying vehicle moving through the air to a second unmanned conveying vehicle moving on the ground, and comprises a housing, a first entrance provided above the housing for placing the goods transported by the first unmanned conveying vehicle, and a second entrance provided below the housing for entering the second unmanned conveying vehicle.

[0193] A method according to another aspect of the present disclosure is a method for inspecting electric wires using an unmanned transport vehicle, the unmanned transport vehicle traveling along rails connecting utility poles, the electric wires being located above the rails, and using a height h1 from the ground to the rail, a deflection x of the rail that occurs when the unmanned transport vehicle travels along the rail, and a height h3 from the ground to the electric wire, the method includes calculating in advance a distance y from a camera mounted on the unmanned transport vehicle to photograph the electric wire, and using the distance y as a focal length of the camera to photograph the electric wire.

[0194] An unmanned transport vehicle according to another aspect of the present disclosure comprises a body, a first connector connectable to a rail and coupled to the body, a second connector connectable to the rail and coupled to the body at a position away from the first connector, and a third connector connectable to the rail and positioned between the first connector and the second connector, wherein the first connector has a first roller in rotatable contact with the rail, the second connector has a second roller in rotatable contact with the rail, and the third connector has a third roller in rotatable contact with the rail.

[0195] An unmanned transport vehicle according to another aspect of the present disclosure has a rotating table that is rotatably arranged relative to the main body of the vehicle, and the second connecting body is connected to the rotating table, extends relative to the rotating table so as to approach the rail, is movable vertically relative to the top surface of the main body of the vehicle, and rotates in accordance with the rotation of the rotating table.

[0196] An unmanned transport vehicle according to another aspect of the present disclosure includes a slide rail provided on the rotating table, a slider block provided on a third connector, and a motor that applies a driving force to move the slider block along the slide rail.

[0197] An unmanned transport vehicle according to another aspect of the present disclosure further includes a slide mechanism including a connector support portion provided on the body of the vehicle and sliding along a horizontal direction that is perpendicular to the longitudinal direction of the body of the vehicle, and a slide body portion that slidably supports the connector support portion.

[0198] A method for making a right or left turn for an unmanned transport vehicle according to another aspect of the present disclosure is an unmanned transport vehicle including a body, a first connector connectable to a rail and connected to the body, a second connector connectable to the rail and connected to the body at a position away from the first connector, a third connector connectable to the rail and disposed between the first connector and the second connector, and a turntable rotatable relative to the body, wherein the third connector is connected to the turntable, and when the unmanned transport vehicle makes a right or left turn by transferring from the first rail to the second rail or from the second rail to the first rail at an intersection or grade-separated crossing of a first rail and a second rail, the method includes: lifting the body, and turning the body to the first connector. the first and second connecting bodies away from the first rail; lowering the main body of the machine to position the first and second connecting bodies at a position lower than the first rail; rotating the rotating platform to rotate the main body of the machine so that the first and second connecting bodies are positioned vertically below the second rail; raising the main body of the machine to position the first and second connecting bodies at a position higher than the second rail to connect the first and second connecting bodies to the second rail; raising the main body of the machine to move the third connecting body away from the first rail; rotating the rotating platform; and connecting the third connecting body to the second rail.

[0199] A delivery box according to another aspect of the present disclosure comprises a basket for storing packages, an elevator shaft along which the basket rises and falls, a box for storing packages, and a drive unit for raising and lowering the basket within the elevator shaft, wherein the elevator shaft has an entrance door that covers an entrance opening formed vertically above, and when the basket is raised within the elevator shaft by the drive unit, it pushes up the entrance door, thereby opening the entrance door.

[0200] A delivery box according to another aspect of the present disclosure comprises a basket for storing packages, an elevator shaft through which the basket rises and falls, a box that communicates with the elevator shaft through an entrance opening and stores the packages, an entrance door that can open and close the entrance opening, and the drive unit that raises and lowers the basket within the elevator shaft, wherein the basket has a pin and a pin drive unit that causes the pin to extend from the basket, the inside of the box communicates with the elevator shaft through the entrance opening, and when the basket is lowered within the elevator shaft by the drive unit, the pin drive unit causes the pin to extend from the basket, which opens the entrance door.

[0201] A rail connector according to another aspect of the present disclosure is a rail connector that connects a first rail and a second rail, and includes a first rail connecting portion that connects to the first rail, a first rail extension portion that is connected to the first rail connecting portion and extends horizontally, a direction perpendicular to the longitudinal direction of the first rail, a second rail connecting portion that connects to the second rail, and a second rail extension portion that is connected to the second rail connecting portion and extends horizontally, a direction perpendicular to the longitudinal direction of the second rail, and is connected to the first rail extension portion.At an intersection or overpass where the first rail and the second rail intersect or cross each other, when an unmanned transport vehicle turns right, the rail connector is positioned on the left side of the direction of travel of the unmanned transport vehicle, and when the unmanned transport vehicle turns left, the rail connector is positioned on the right side of the direction of travel of the unmanned transport vehicle.

[0202] An unmanned aerial vehicle according to another aspect of the present disclosure comprises a main body, a first connector connectable to a rail and connected to the main body, a second connector connectable to the rail and connected to the main body at a position away from the first connector, and a third connector connectable to the rail and arranged between the first connector and the second connector, and when the unmanned aerial vehicle turns right, the first connector and the second connector are arranged on the right side of the unmanned aerial vehicle's direction of travel, sandwiched between the rail connector and the rail, and when the unmanned aerial vehicle turns left, the first connector and the second connector are arranged on the left side of the unmanned aerial vehicle's direction of travel, sandwiched between the rail connector and the rail.

[0203] In an unmanned aerial vehicle according to another aspect of the present disclosure, when the unmanned aerial vehicle turns right, the third connector is positioned on the right side of the unmanned aerial vehicle's direction of travel, sandwiched between the rail connector and the rail, and the rail includes a first rail and a second rail, and when the unmanned aerial vehicle transfers from the first rail to the second rail or from the second rail to the first rail, the third connector extends, causing the third connector to move away from the first rail or the second rail and connect to the second rail or the first rail.

[0204] In an unmanned aerial vehicle according to another aspect of the present disclosure, when the unmanned aerial vehicle turns left, the third connector is positioned on the left side of the unmanned transport vehicle's direction of travel, sandwiched between the rail connector and the rail, the rail including a first rail and a second rail, and when the unmanned transport vehicle transfers from the first rail to the second rail or from the second rail to the first rail, the third connector extends, moving away from the first rail or the second rail and connecting to the second rail or the first rail.

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

[0206] The embodiments described below are all comprehensive or specific examples. The numerical values, shapes, materials, components, component placement and connection configurations, steps, and step order shown in the following embodiments are merely examples and are not intended to limit the present disclosure. Among the components in the following embodiments, components not described in the independent claims are described as optional components.

[0207] Hereinafter, the embodiments will be specifically described with reference to the drawings.

[0208] (Embodiment 1) [composition] Fig. 1A is a block diagram illustrating a management server 9 according to the first embodiment. Fig. 1B is a perspective view illustrating an elevator system 6a and luggage according to the first embodiment.

[0209] As shown in FIGS. 1A and 1B, the flight system is a system capable of delivering a package (item) from a delivery source to a delivery destination using a lifting system 6a. For example, the lifting system 6a flies an unmanned aerial vehicle 10f carrying the package, thereby delivering the package to the delivery destination. The delivery source is the party that sends the package, and the delivery destination is the party that receives the package. In this embodiment, the delivery source is a distribution center, a facility of a delivery company, or a convenience store that serves as a relay point. Also, in this embodiment, the delivery destination is the party that receives the package, i.e., the delivery destination, and is, for example, a residence, a convenience store that serves as a relay point, or a delivery locker installed at a residence, convenience store, or the like. The relay point is a convenience store or a facility attached to a convenience store, but is not limited to this. The size of the unmanned aerial vehicle 10f may be varied depending on the size of the package to be delivered.

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

[0211] <Administration Server 9> As shown in FIG. 1A, the management server 9 is wirelessly connected to the lifting system 6a. The management server 9 sets a travel route for the lifting system 6a based on location information for the delivery destination and location information for the delivery source. The management server 9 also acquires location information for the lifting system 6a and changes the travel route depending on the status of the set travel route for the lifting system 6a. The management server 9 also sets a travel route for the lifting system 6a depending on other lifting systems 6a that are currently operating or scheduled to operate. The management server 9 sends departure instructions to the lifting system 6a based on the set travel route. The management server 9 also manages the flight status of the lifting system 6a. The management server 9 is realized by a computer, a cloud server, or the like. The travel route is a flight route for the lifting system 6a to travel through areas where rails 7 are installed and areas where rails 7 do not exist, and is shown in map data.

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

[0213] The rails 7 have connection points. A connection point is a portion where one rail 7 is connected to another rail 7. A sheet-like, mesh-like, or plate-like structure is disposed directly below the connection point.

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

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

[0216] The storage unit 92 is a recording medium that stores map information indicating a flight route along which the elevator system 6a moves. The storage unit 92 is configured with a hard disk drive (HDD), a semiconductor memory, or the like.

[0217] The display 93 is a display unit that displays the current position of the lifting system 6a and the planned route along which the lifting system 6a will travel. The display 93 also displays the status of the lifting system 6a, such as the altitude, power, travel speed, tilt angle relative to the horizontal plane, and malfunction status.

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

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

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

[0221] Specifically, the unmanned aerial vehicle 10f moves from the delivery source to the delivery destination while following the rail 7 with the arm 30 having a ring connected to the rail 7. More specifically, the unmanned aerial vehicle 10f flies from the delivery source to the delivery destination with the arm 30 coupled to the rail 7 (hereinafter, sometimes referred to as the arm 30 being coupled to the rail 7). Here, moving along the rail 7 does not necessarily mean that the arm 30 of the unmanned aerial vehicle 10f slides directly on the rail 7. If the arm 30 were to slide directly on the rail 7, the arm 30 and the rail 7 may wear out, and therefore the rail 7 and the arm 30 of the unmanned aerial vehicle 10f may fly in a non-contact state.

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

[0223] The unmanned aerial vehicle 10f includes an airframe body 1220, a plurality of detectors, a control processor 11, a drive controller 12, a second communicator 13, and a battery 14.

[0224] The aircraft body 1220 is equipped with a plurality of propellers 22, a plurality of first propeller drive motors 23, a plurality of detectors, a control processing unit 11, a drive control unit 12, a second communication unit 13, a battery 14, and the like.

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

[0226] The main body 21 is configured as a rectangular frame. The main body 21 supports a plurality of first propeller drive motors 23 in a predetermined attitude. The main body 21 may have an opening formed therein into which the first thruster unit 110 can be disposed. In other words, when the first thruster unit 110 is mounted on the aircraft main body 1220, the main body 21 may be disposed so as to surround the periphery of the first thruster unit 110 and support the first thruster unit 110 in a predetermined attitude.

[0227] The arm 30 is connected to the rail 7. A plurality of arms 30 may be provided on the machine body 1220, or only one arm 30 may be provided.

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

[0229] The multiple first propeller drive motors 23 are electric motors that rotate the multiple propellers 22, respectively. Each of the first propeller drive motors 23 is drive-controlled by the control processing unit 11. Each of the first propeller drive motors 23 is fixed to a corner of the main body 21 of the aircraft main body 1220. In this embodiment, four first propeller drive motors 23 are arranged in the aircraft main body 1220. Note that the first propeller drive motors 23 do not have to be fixed to the corner of the main body 21, and may be fixed to other locations. Note that the number of first propeller drive motors 23 may be three or less, or five or more.

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

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

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

[0233] The speed sensor 43 is a sensor that detects the movement speed of the unmanned aerial vehicle 10f, for example, the speed of the unmanned aerial vehicle 10f when flying and hovering. The speed sensor 43 outputs speed information that indicates the movement speed of the unmanned aerial vehicle 10f to the control processing unit 11.

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

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

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

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

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

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

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

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

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

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

[0244] The unmanned aerial vehicle 10f may also include a wire drive motor 24. That is, the wire drive motor 24 may be mounted on the main body 21 of the airframe main body 1220. The wire drive motor 24 may be an electric motor that rotates a reel that unwinds and rewinds the wire 51. The drive of each wire drive motor 24 may be controlled by the wire control module 12c via the control processing unit 11.

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

[0246] Battery 14 is a battery that provides power for flying unmanned aerial vehicle 10f to first propeller drive motor 23 and the like, and is realized by a lithium battery or the like. Battery 14 supplies power to control processing unit 11, multiple first propeller drive motors 23, etc.

[0247] The aircraft body 1220 is elongated along the length of the rail 7. A propeller drive motor 1211b is fixed to the side of the aircraft body 1220. The rotation shaft of this propeller drive motor 1211b is fixed to a support in an orientation substantially parallel to the horizontal direction. The rotation plane of the propeller of the propeller drive motor 1211b (hereinafter referred to as the side propeller 22a) disposed on the side of the aircraft body 1220 is substantially parallel to the vertical plane.

[0248] Propeller drive motor 1211b is configured to be movable in the vertical direction relative to airframe main body 1220. Control processing unit 11 controls the actuator of drive control unit 12 for propeller drive motor 1211b. Propeller drive motor 1211b applies thrust to unmanned aerial vehicle 10f in the horizontal direction, that is, in a direction perpendicular to the plane of rotation of side propeller 22a. This causes unmanned aerial vehicle 10f to move along the length of rail 7.

[0249] The side propeller 22a is positioned so as not to interfere with any of the other propellers 22. In other words, the plane of rotation of the side propeller 22a does not intersect with the planes of rotation of any of the other propellers 22. For example, the vertical upper end of the plane of rotation of the side propeller 22a is positioned vertically below the extension of the plane of rotation of the propeller 22 positioned on the side of the side propeller 22a. In other words, the side propeller 22a is positioned lower than an imaginary plane. The imaginary plane may be approximately parallel to or include the upper surface of the airframe main body 1220, or may be approximately parallel to or include the planes of rotation of the multiple propellers 22. This prevents the propeller 22 positioned on the side of the airframe main body 1220 from coming into contact with any of the other propellers 22, even as it rotates.

[0250] Control processing unit 11 stops driving propeller drive motor 1211b so that the length direction of propeller 22 is approximately parallel to the length direction of airframe main body 1220. This reduces the width of unmanned aerial vehicle 10f, thereby reducing the flight frame. The flight frame is a frame that defines the range in which lifting system 6a connected to rail 7 can move.

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

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

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

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

[0255] Support body 111 is detachably attached to unmanned aerial vehicle 10f. A lower end of wire 51 (a sub-wire, described later) is connected to support body 111. Support body 111 has a shape corresponding to the shape of the luggage in a plan view. In this embodiment, support body 111 has a rectangular shape, which is an example of a polygonal shape.

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

[0257] Wire 51 connects first thruster device 110 and unmanned aerial vehicle 10f. Wire 51 has one end connected to unmanned aerial vehicle 10f and the other end connected to first thruster device 110.

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

[0259] The wire 51 may be provided with a communication line that connects the unmanned aerial vehicle 10f and the first thruster unit 110 so that they can communicate with each other, or may be provided with a power line that supplies power to the unmanned aerial vehicle 10f. If the wire 51 does not have a communication line or a power line, the wire 51 may simply be made of metal, resin, or the like. In this case, the unmanned aerial vehicle 10f and the first thruster unit 110 may be connected so that they can communicate with each other via wireless communication. In this case, the first thruster unit 110 may also have a battery 14.

[0260] The multiple second propeller drive motors 112 are electric motors that rotate the multiple propellers 113 by rotating the rotation shafts of the motor bodies. The drive and stop of each of the multiple second propeller drive motors 112 is individually controlled by a thruster control unit 124. The second propeller drive motors 112 may be supplied with power from a battery 14 in the airframe main body 1220 of the unmanned aerial vehicle 10f via a wire 51, for example. Note that a battery may be mounted on the support body 111, and each of the multiple second propeller drive motors 112 may be supplied with power from that battery.

[0261] The multiple second propeller drive motors 112 are arranged on the side surfaces that form the outer periphery of the support body 111. The multiple second propeller drive motors 112 are dispersedly arranged so as to surround the periphery of the support body 111 and are supported by the support body 111. The multiple second propeller drive motors 112 are supported by an actuator 126 so as to be rotatable relative to the frame body.

[0262] Each of the multiple propellers 113 is disposed on the outer circumferential side of the support 111, and is disposed on the support 111 so as to generate thrust in the horizontal direction. Each of the multiple propellers 113 is provided on the support 111 in an orientation such that the rotation plane of the propeller 113 is approximately parallel to the vertical direction, and blows air out of the support 111. The rotation plane is the plane in which the blades of the propeller 113 rotate, and is a plane perpendicular to the rotation axis of the propeller 113 (the rotation axis of the second propeller drive motor 112).

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

[0264] The multiple propellers 113 correspond one-to-one to the rotation shafts of the multiple second propeller drive motors 112 and are fixed one-to-one to the rotation shafts of the multiple second propeller drive motors 112. Each of the multiple propellers 113 is driven by the multiple second propeller drive motors 112 and generates thrust along the length of the rotation shaft. The rotation planes of the multiple propellers 113 tilt with respect to an imaginary plane in synchronization with the rotation of the multiple second propeller drive motors 112. The imaginary plane is a plane that includes the centers of the multiple propellers 113 when the orientations of the multiple second propeller drive motors 112 relative to the support 111 are the same. The imaginary plane is preferably a virtual plane. The center of the propeller 113 is the point where the axis of the rotation shaft of the second propeller drive motor 112 and the rotation plane of the propeller 113 intersect.

[0265] The angle θ formed by the rotation shafts (i.e., shaft centers) of the multiple second propeller drive motors 112 with respect to the imaginary plane is not less than -45 degrees and not more than +45 degrees. This angle θ is the movable range within which the rotation shafts of the multiple second propeller drive motors 112 swing with respect to the imaginary plane, and with the imaginary plane as the reference plane, the angle θ of the shaft centers of the rotation shafts with respect to the imaginary plane ranges from -45 degrees to +45 degrees. In particular, it is preferable that the angle θ be not less than -30 degrees and not more than +30 degrees.

[0266] The camera sensor 127 is provided on the luggage side of the support body 111, i.e., on the vertically downward side, and outputs image information acquired by capturing an image of the delivery box to the thruster control unit 124. A plurality of camera sensors 127 may be provided. Furthermore, the camera sensor 127 is not an essential component of the first thruster device 110. Therefore, the first thruster device 110 does not necessarily have to have the camera sensor 127.

[0267] The thruster control unit 124 controls so that at least one of the plurality of second propeller drive motors 112 of the first thruster device 110 is driven during at least a part of the period during which the wire 51 is being let out.

[0268] Specifically, the thruster control unit 124 calculates the positions of the delivery box and the package based on image information acquired from the camera sensor 127 of the first thruster unit 110 and image information acquired from the camera sensor 45 of the unmanned aerial vehicle 10f. The thruster control unit 124 controls the multiple second propeller drive motors 112 of the first thruster unit 110 to position the package vertically above the opening of the delivery box, thereby moving the first thruster unit 110 and the package so that the package fits within the opening of the delivery box in a bird's-eye view. Specifically, the thruster control unit 124 calculates the error (positional deviation) between the opening of the delivery box and the package, and corrects the position of the package relative to the opening of the delivery box to correct the calculated error.

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

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

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

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

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

[0274] The wire drive motors are electric motors that rotate reels that wind or unwind the wire 51. The drive of each wire drive motor is controlled by the thruster control unit 124.

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

[0276] The wire control module 125 controls the winding or unwinding of the wire 51 based on instructions from the thruster control unit 124. When attaching the first thruster device 110 to the unmanned aerial vehicle 10f, upon receiving an instruction to wind the wire 51 from the thruster control unit 124, the wire control module 125 drives the wire drive motor to rotate the reel and wind the wire 51. Furthermore, when moving the first thruster device 110 away from the unmanned aerial vehicle 10f, upon receiving an instruction to send out (unwind) the wire 51 from the thruster control unit 124, the wire control module 125 drives the wire drive motor to rotate the reel and unwind the wire 51.

[0277] The one or more actuators 126 adjust the angle θ formed by the rotation axes of the multiple second propeller drive motors 112 with respect to the imaginary plane. Specifically, the one or more actuators 126 are driven by the thruster control unit 124 to rotate the multiple second propeller drive motors 112, thereby changing the attitude of the multiple second propeller drive motors 112 with respect to the support body 111. The one or more actuators 126 are configured with a drive mechanism such as a gear, a pulley, a belt, etc.

[0278] As shown in FIG. 1B, this lifting system 6a can pass through a flight envelope that is 120 cm wide and 60 cm high. Specifically, the aircraft body 1220 has a vertical dimension of 150 cm parallel to the length of the rail 7, a horizontal dimension of 90 cm, and a height of 60 cm. Furthermore, with the lifting system 6a, when the propeller 22 of the unmanned aerial vehicle 10f is rotating, the height is 60 cm and the width is 90 cm, and when the propeller 22 of the unmanned aerial vehicle 10f is stationary, the height is 60 cm and the width is 60 cm. With this lifting system 6a, when the propeller 22 is rotating, there is a 15 cm lateral gap between both ends of the unmanned aerial vehicle 10f, and in the vertical direction, there is a 50 cm gap above the unmanned aerial vehicle 10f and a 10 cm gap below the unmanned aerial vehicle 10f. Furthermore, the rail 7 is spaced 30 cm from the top of the unmanned aerial vehicle 10f. These numerical values ​​are merely an example and are not limited to the description of this embodiment.

[0279] Furthermore, the size of the cargo loaded on the first thruster device 110 is 65 cm in length, 45 cm in width, and 50 cm in height. Note that cargo of various sizes can be loaded onto the first thruster device 110.

[0280] Furthermore, in this lifting system 6a, the first thruster device 110 may carry not only one piece of luggage but also multiple pieces of luggage. In other words, the first thruster device 110 grasps multiple pieces of luggage and supports them in a predetermined posture. Furthermore, when storing the pieces of luggage in a delivery box, the first thruster device 110 can separate some of the pieces of luggage.

[0281] Fig. 2 is a schematic diagram illustrating an example of the first thruster device 110 gripping two packages. Fig. 3 is a schematic diagram illustrating an example of the first thruster device 110 storing two packages in a delivery box 1008.

[0282] 3, a case will be described in which unmanned aerial vehicle 10f arrives vertically above delivery box 1008.

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

[0284] 3A and 3B, the control processing unit 11 controls the wire control module 12c to rotate the reel and start unwinding the wire 51. As a result, the first thruster device 110 starts descending.

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

[0286] As shown in FIG. 3c, the first thruster device 110 drops off some of the parcels into the delivery box 1008. Specifically, the first thruster device 110 descends so as to cover the opening of the delivery box 1008, and separates and stores one of the two parcels that should be stored in the delivery box. That is, the control processing unit 11 extracts parcels whose identification code (e.g., address) of the delivery box that is the delivery destination matches the identification code (e.g., address) attached to the parcel, and stores only the extracted parcel in the delivery box. In the present embodiment, since one parcel falls under this category, the first thruster device 110 separates and stores the one parcel.

[0287] 3d, first thruster device 110 separates the package and stores it in delivery locker 1008, then rises and is attached to body 1220 of unmanned aerial vehicle 10f. Lifting system 6a then returns to the delivery source.

[0288] In this way, since multiple packages can be loaded onto the first thruster device 110, the lifting system 6a can deliver packages to multiple destinations in a single flight. This makes it possible to suppress a decrease in social energy efficiency due to the movement of the lifting system 6a to deliver packages. Furthermore, since it is possible to suppress an increase in the overall amount of movement due to the lifting system 6a, it is possible to suppress a decrease in delivery efficiency.

[0289] Fig. 4 is a schematic diagram illustrating an example of the first thruster device 110 storing four packages in the delivery locker 1008. Fig. 5 is a schematic diagram illustrating an example of the first thruster device 110 storing eight packages in the delivery locker 1008. The cases of Fig. 4 and Fig. 5 are the same as Fig. 3.

[0290] (First Modification of First Embodiment) In the following, the basic configuration of the air vehicle lifting system 6b in this modified example is similar to the basic configuration of embodiment 1, and therefore the basic configuration of the lifting system 6b in this modified example will not be described as appropriate. This modified example differs from the embodiment in that an additional second thruster device 130 carries luggage, and that the first thruster device 110 and the second thruster device 130 are arranged side by side on the unmanned aerial vehicle 10f along the length of the rail 7.

[0291] FIG. 6 is a perspective view illustrating an elevator system 6b and luggage according to the first modification of the first embodiment.

[0292] In this modification, as shown in Fig. 6, the first thruster unit 110 and the second thruster unit 130 each grasp a load and support it in a predetermined posture. The loads may be destined for the same delivery destination or different delivery destinations. The second thruster unit 130 has the same configuration as the first thruster unit 110, and therefore a description thereof will be omitted.

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

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

[0295] FIG. 7 is a perspective view illustrating an example of a lifting system 6b and luggage in the second modification of the first embodiment.

[0296] 7, a pair of propellers 22 are arranged at multiple locations on the main body 21 of the aircraft main body 1220, sandwiching the main body 21. One of the pair of propellers 22 is arranged vertically above the main body 21, and the other of the pair of propellers 22 is arranged vertically below the main body 21. In this modification, the pair of propellers 22 are fixed to the main body 21 at four locations.

[0297] The pair of propellers 22 may or may not rotate synchronously. Furthermore, one of the pair of propellers 22 may rotate clockwise and the other may rotate counterclockwise. The rotation direction of the propellers 22 is determined by the control processing unit 11 controlling the propeller drive motor 1211b. In other words, the control processing unit 11 may rotate the pair of propellers 22 synchronously or asynchronously. Furthermore, the control processing unit 11 may individually control the rotation direction and rotation speed of each of the pair of propellers. In this case, the propeller drive motor 1211b may be arranged in the aircraft main body 1220 according to the number of propellers.

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

[0299] Fig. 8 is a perspective view illustrating an example of a lifting system 6b in Modification 3 of Embodiment 1. In Fig. 8, the state in which the rotating frame 21a1 is not rotated is indicated by a solid line, and the state in which the rotating frame 21a1 is rotated is indicated by a two-dot chain line.

[0300] Unmanned aerial vehicle 10f has a rotating frame 21a1 around which a portion of main body 21a rotates, a hinge that allows rotating frame 21a1 to rotate, and a drive motor. Two propeller drive motors 1211b are provided on rotating frame 21a1. Rotating frame 21a1 rotates about the hinge as an axis, folding airframe main body 1220, thereby assuming a posture approximately parallel to the vertical direction. The drive motor is controlled by control processing unit 11 to rotate the rotating frame about the hinge as an axis, thereby positioning rotating frame 21a1 approximately parallel to the vertical direction or approximately parallel to the horizontal direction. When the unmanned aerial vehicle 10f is connected to the rail 7, the control processing unit 11 aligns the rotating frame unit to a position approximately parallel to the vertical direction so as to fold the main body 1220 of the aircraft, and drives the two propeller drive motors 1211b fixed to the rotating frame unit.

[0301] Two propeller drive motors 1211b rotate their respective propellers 22 to apply thrust to unmanned aerial vehicle 10f in the horizontal direction, i.e., in a direction perpendicular to the plane of rotation of side propellers 22a, thereby moving unmanned aerial vehicle 10f along the length of rail 7.

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

[0303] Fig. 9 is a perspective view illustrating an elevation system 6c according to the second embodiment. The first thruster device is omitted in Fig. 9. Fig. 10 is an enlarged perspective view illustrating a connector 1330 according to the second embodiment.

[0304] 9 and 10, this embodiment illustrates an elevator system 6c that travels along two rails 7. In an unmanned aerial vehicle 10g of the elevator system 6c, two connectors 1330 arranged along the length of the airframe body 1220 are fixed to the main body 21 of the airframe body 1220. In this embodiment, the rails 7 are electric wires.

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

[0306] Rollers 1351 are provided on each of first arm 1331 and second arm 1332. Rollers 1351 are provided rotatably with respect to first arm 1331 and second arm 1332 at locations where first arm 1331 and second arm 1332 face rail 7. Rollers 1351 are wheels that come into rotatable contact with rail 7.

[0307] The roller drive motors 1353 are provided on the first arm 1331 and the second arm 1332, respectively, and correspond one-to-one to the rollers 1351. The roller drive motors 1353 are controlled by the control processing unit 11 to drive and rotate the respective rollers 1351. That is, the roller drive motors 1353 drive and rotate the respective rollers 1351, thereby causing the lifting system 6c to travel on the rails 7.

[0308] 11, when multiple rails 7 are arranged side by side, multiple connectors 1330 may be arranged in the main body 21 of FIG. 9 so as to be aligned in a direction perpendicular to the longitudinal direction of the rails 7. In this case, the condition of multiple rails 7 can be inspected with one lifting system 6c. FIG. 11 is an enlarged perspective view illustrating multiple connectors 1330 connected to multiple rails 7 in the second embodiment.

[0309] When the lifting system 6c moves on the rails 7, the control processing unit 11 controls the propeller drive motors 1211b to stop driving and the roller drive motors 1353 to drive.

[0310] The GPS sensor 1352 is disposed at the tip of the base portion 1330a. In this embodiment, the GPS sensor 1352 is provided at the tip of the base portion 1330a of each of the two arms so as to easily receive the position of the lifting system 6c. The GPS sensor 1352 is an example of a sensor.

[0311] 9 and 10, in lifting system 6c of this embodiment, unmanned aerial vehicle 10g is held in a suspended state by two arms on two rails 7. Control processing unit 11 controls each roller drive motor 1353 and each propeller drive motor 1211b, allowing unmanned aerial vehicle 10g to move along rails 7 by driving roller drive motor 1353.

[0312] A weight sensor 1354 is provided on each of the first arm 1331 and the second arm 1332. The weight sensor 1354 detects the weight of the lifting system 6c acting on the rail 7 when the rollers 1351 of each of the first arm 1331 and the second arm 1332 come into contact with the rail 7. The weight sensor 1354 is provided on the inside of the rollers 1351 of each of the first arm 1331 and the second arm 1332. The weight sensor 1354 outputs weight information indicating the detected weight of the lifting system 6c to the control processing unit 11.

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

[0314] The camera sensors 1356 are provided on the first arm 1331, the second arm 1332, and the base portion 1330a. Each camera sensor 1356 captures an image of the rail 7 to detect the state of the rail 7, etc.

[0315] The infrared sensor 1357 is provided on the base portion 1330a. The infrared sensor 1357 detects the state of the rails 7 by capturing an image of the rails 7 in a dark environment, such as at night.

[0316] Each of the camera sensor 1356 and the infrared sensor 1357 captures an image of the surface of the rail 7 and outputs image information representing the state of the rail 7 to the control processing unit 11.

[0317] The control processing unit 11 acquires weight information from the weight sensor 1354 to calculate the tension applied to the rail 7. When multiple lifting systems 6c exist on the same rail 7, the control processing unit 11 determines whether the load capacity of the rail 7 is exceeded based on the weight information. If the load capacity of the rail 7 is exceeded, the control processing unit 11 temporarily suspends (standbys) the travel of the lifting systems 6c.

[0318] The control processing unit 11 may detect whether the rollers 1351 have come off the rails 7 by acquiring contact information from the electric field sensors 1355. If the rollers 1351 have come off the rails 7, the control processing unit 11 may correct the attitude of the lifting system 6c so that the rollers 1351 run on the rails 7 by controlling the respective propeller drive motors 1211b to rotate the propellers 22.

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

[0320] (Modification 1 of Embodiment 2) In the following, the basic configuration of the lifting system in this embodiment is the same as the basic configuration of the lifting system in embodiment 2, etc., so the description of the basic configuration of the lifting system in this embodiment will be omitted as appropriate. This modification differs from the embodiment, etc. in that a brush 1358 is provided on the connector 1340.

[0321] FIG. 12 is an enlarged perspective view illustrating a connector 1340 according to the first modification of the second embodiment.

[0322] As shown in FIG. 12 , the connecting body 1340 of the unmanned aerial vehicle has a brush 1358 that contacts the surface of the rail 7. The brush 1358 is fixed to the base portion 1330a and comes into contact with the surface of the rail 7 when the lifting system travels along the rail 7, thereby removing any deposits that have adhered to the rail 7. The brush 1358 is disposed ahead of the roller 1351 in the travel direction of the lifting system. This allows the brush 1358 to remove any deposits on the rail 7 so that the roller 1351 does not run over the deposits when the lifting system travels along the rail 7. This makes it difficult for the roller 1351 to separate from the rail 7, thereby preventing a decrease in the operating efficiency of the lifting system. In particular, when the rail 7 is an electric wire, the brush 1358 can effectively remove any deposits that have adhered to the electric wire, allowing the lifting system to travel safely along the rail 7.

[0323] When multiple rails 7 are arranged side by side, multiple arms may be arranged on the main body 21 so as to be aligned in a direction perpendicular to the longitudinal direction of the rails 7. In this case, multiple rails 7 can be cleaned with one lifting system.

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

[0325] FIG. 13 is an enlarged perspective view illustrating connectors 1341 and 1342 in Modification 2 of Embodiment 2. As shown in FIG.

[0326] 13, the unmanned aerial vehicle has one connecting body 1341 with a large inner diameter and another connecting body 1342 with a smaller inner diameter than the connecting body 1341. Of the two connecting bodies 1341, 1342 in the unmanned aerial vehicle, one connecting body 1341 is used when the lifting system grips the rail 7. In other words, one connecting body 1341 can travel on the rail 7.

[0327] Furthermore, when one connector 1341 moves on the rail 7, the shaking of the lifting system increases due to the influence of external disturbances such as wind. As a result, the distance between each camera sensor provided on one connector 1341 and the rail 7 does not become constant, which may result in distorted images captured by the camera sensors. For this reason, when the lifting system shakes significantly (at or above a predetermined frequency), the control processing unit 11 controls the drive of one connector 1341 so that after connecting one connector 1341 to the rail 7, the other connector 1342 is further connected to the rail 7. This makes it possible to suppress shaking in the lifting system.

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

[0329] FIG. 14 is a schematic diagram illustrating how the lifting system 6c in the third embodiment collects a package to be delivered. FIG. 15 is a schematic diagram illustrating how a package is loaded onto the lifting system 6c in the third embodiment. FIG. 16 is a schematic diagram illustrating how the unmanned aerial vehicle 10h takes off after the package has been loaded onto the lifting system 6c in the third embodiment. FIG. 17 is a schematic diagram illustrating how the lifting system 6c in the third embodiment collects a package via a delivery box 1108 installed in a public facility. The delivery box 1108 in this embodiment is a box for collecting and delivering a package that a user wants delivered to a destination.

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

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

[0332] 14B, the control processing unit 11 controls the wire control module 12c to start unwinding the wire. The first thruster device 110 descends while being guided to the entrance 1109 of the delivery box 1108.

[0333] As shown in Fig. 14c and 14d and Fig. 15a, the first thruster device 110 is placed on the bottom of the delivery locker 1108. The user opens the side cover of the delivery locker 1108, attaches the luggage to the first thruster device 110 through the carrying entrance 1108a, and loads the luggage onto the first thruster device 110. At this time, the thruster control unit 124 of the first thruster device 110 detects that the luggage has been loaded using a detection unit such as a switch sensor or weight sensor. Note that the user may store the luggage in the delivery locker 1108 in advance. In this case, the first thruster device 110 may automatically load the luggage.

[0334] 15b and 15c, when the user closes the side cover of the delivery locker 1108 and the detection unit detects that a package has been loaded, the control unit controls the wire control module to start winding up the wire based on the detection result of the detection unit. The first thruster device 110 rises while being guided to the delivery locker 1108's entrance 1109.

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

[0336] (Fourth embodiment) [composition] In the following, the basic configuration of the lifting / lowering system 6c in this embodiment is similar to the basic configuration of the lifting / lowering system in embodiment 1, etc., and therefore the description of the basic configuration of the lifting / lowering system 6c in this embodiment will be omitted as appropriate. This embodiment differs from the embodiments, etc. in that it illustrates a case where the lifting / lowering system 6c collects and delivers packages stored in a delivery box.

[0337] In this embodiment, a process from when a user loads a package onto the first thruster device 110 to when the package is delivered to a delivery box at the delivery destination will be described.

[0338] Fig. 18 is a schematic diagram illustrating a state in which first thruster device 110 of lifting system 6c according to the fourth embodiment retrieves a package. Fig. 19 is a schematic diagram illustrating a state in which first thruster device 110 of lifting system 6c according to the fourth embodiment stores the retrieved package in delivery locker 1508. Fig. 20 is a schematic diagram illustrating a state in which first thruster device 110 of lifting system 6c according to the fourth embodiment stores the package in delivery locker 1508 and then moves away from delivery locker 1508. Fig. 21 is a schematic diagram illustrating a state in which unmanned aerial vehicle 10h of lifting system 6c according to the fourth embodiment is attached to first thruster device 110.

[0339] 18A, when the first thruster device 110 retrieves the cargo and loads the cargo onto the first thruster device 110, the control processing unit 11 controls the wire control module 12c to start winding up the wire. Note that the wire control module 125 of the first thruster device 110 may start winding up the wire. The first thruster device 110 with the cargo loaded thereon rises, and the first thruster device 110 is attached to the main body of the unmanned aerial vehicle 10h.

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

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

[0342] 18d, the thruster control unit 124 controls the wire control module 125 to start unwinding the wire, causing the first thruster device 110 to descend while maintaining a posture inclined relative to the horizontal plane U1.

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

[0344] 19A, 19B, and 19C, the thruster control unit 124 controls the wire control module 125 to continue to reel out the wire, and controls the multiple propeller drive motors based on the image information to lower the first thruster unit 110 into the opening of the delivery box 1508. The first thruster unit 110 descends with an attitude in which the imaginary plane U2 of the first thruster unit 110 is approximately parallel to the horizontal plane U1.

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

[0346] As shown in FIG. 20A, the first thruster device 110 separates the package, and the package is stored in the delivery box 1508.

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

[0348] 21A and 21B, by controlling wire control module 125 to wind up the wire, first thruster device 110 rises and is attached to unmanned aerial vehicle 10h. Then, lifting system 6c returns unmanned aerial vehicle 10h to its origin.

[0349] Next, a configuration in which the first thruster device 110 is tilted relative to the horizontal plane will be described.

[0350] Fig. 22 is a schematic diagram illustrating an example of a state in which the first thruster device 110 of the lifting system 6c in accordance with the fourth embodiment is tilted with respect to a horizontal plane. Fig. 22a shows the first thruster device 110 of the first embodiment, and Fig. 22b shows the first thruster device 110 of the second embodiment.

[0351] Next, a configuration for tilting the first thruster device 110 will be described.

[0352] [Example 1] 22A, the wire control module 125 of the first thruster unit 110 may have a hinge and a hinge drive motor. The wire control module 125 may tilt the support so that an imaginary plane U2 of the first thruster unit 110 intersects with a plane perpendicular to the longitudinal direction of the wire. This allows the support of the first thruster unit 110 to tilt at an angle θ1 with respect to a horizontal plane U1.

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

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

[0355] Fig. 23 is a schematic diagram illustrating an overall overview of a logistics system 3a according to the fifth embodiment. Fig. 24 is another schematic diagram illustrating an overall overview of a logistics system 3a according to the fifth embodiment.

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

[0357] As shown in Figures 23 and 24, in logistics system 3a, rails 7 are stretched throughout the system and supported by support posts. In this embodiment, rails 7 are electric wires, and the support posts are utility poles. Unmanned aerial vehicle 10h of lifting system 6c can collect and deliver packages by traveling along rails 7. After unmanned aerial vehicle 10h collects a package from a delivery box 1108 for collecting the package, it travels along rails 7 to its destination. When unmanned aerial vehicle 10h arrives at the destination, first thruster device 110 descends while unmanned aerial vehicle 10h is attached to rails 7, thereby storing delivery box 1108. Then, unmanned aerial vehicle 10h returns to delivery box 1108 to collect the next package.

[0358] Fig. 25 is a schematic diagram illustrating the posts and rails of a logistics system 3a according to embodiment 5. Fig. 25a is a perspective view of the posts and rails, and Fig. 25b and Fig. 25c are plan views of the posts and rails viewed from above.

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

[0360] As shown in FIG. 25 , the support pole has a support pole main body 1631 for supporting the rail 7 and a rail support portion 1632 that supports the rail 7. The rail support portion 1632 is a long support member that extends perpendicular to the longitudinal direction of the support pole. In this embodiment, two rail support portions 1632 that extend perpendicular to the longitudinal direction of the support pole main body 1631 are fixed. One of the two rail support portions 1632 extends from the support pole main body 1631 in a first specified direction, and the other of the two rail support portions 1632 extends from the support pole main body 1631 in a second specified direction that is perpendicular to the first specified direction. One rail support portion 1632 supports a first rail 7a, and the other rail support portion 1632 supports a second rail 7b that is different from the first rail 7a. The first rail 7a and the second rail 7b are arranged so that they are perpendicular to each other in the longitudinal direction. That is, the first rail 7a intersects with the second rail 7b.

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

[0362] FIG. 26 is a perspective view illustrating an unmanned aerial vehicle 10j according to a modification of the fifth embodiment.

[0363] 26, unmanned aerial vehicle 10j has three connectors. The three connectors are arranged side by side along the length of rail 7. The three connectors are first connector 1620a, second connector 1620b, and third connector 1620c.

[0364] Of the three connecting bodies, first connecting body 1620a is arranged at the frontmost position of unmanned aerial vehicle 10j, second connecting body 1620b is arranged at the rearmost position of unmanned aerial vehicle 10j, and third connecting body 1620c is arranged between first connecting body 1620a and second connecting body 1620b. Note that first connecting body 1620a, second connecting body 1620b, and third connecting body 1620c have the same configuration, but first hook 1621 and second hook 1622 of first connecting body 1620a, second connecting body 1620b, and third connecting body 1620c may have different shapes.

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

[0366] [Operation] FIG. 27 is a schematic diagram illustrating an example of unmanned aerial vehicle 10j in a variation of embodiment 5 passing one of rail support portions 1632 supporting first rail 7a as it travels along first rail 7a. In FIG. 27, "a*" illustrates an overhead view of unmanned aerial vehicle 10j, "b*" illustrates a view of first connector 1620a and first rail 7a in the direction of travel, "c*" illustrates a view of third connector 1620c and first rail 7a in the direction of travel, and "d*" illustrates a view of second connector 1620b and first rail 7a in the direction of travel. "*" is a number indicating the order of the figures described in FIG. 27. Reference numerals are omitted as appropriate in FIG. 27.

[0367] As shown in a1, b1, c1, a2, b2, and c2 of FIG. 27, unmanned aerial vehicle 10j moves along first rail 7a by rotating side propeller 22a. When first connecting body 1620a approaches one of rail support portions 1632, indicated by the dashed line, unmanned aerial vehicle 10j rotates first hook 1621 and second hook 1622 of first connecting body 1620a to open first connecting body 1620a. First connecting body 1620a is disconnected from first rail 7a and positioned vertically below one of rail support portions 1632 so that first connecting body 1620a does not come into contact with one of rail support portions 1632. At this time, because third connecting body 1620c and second connecting body 1620b remain connected to first rail 7a, unmanned aerial vehicle 10j maintains its posture. In addition, when disconnecting the first connector 1620a from the first rail 7a, the unmanned aerial vehicle 10j may apply vertically upward buoyancy by rotating the front propeller 22, as shown by the solid line.

[0368] 27A, B, C, A, B, and C, when first connecting body 1620a passes vertically below one of rail support portions 1632, unmanned aerial vehicle 10j rotates first hook 1621 and second hook 1622 of first connecting body 1620a to close first connecting body 1620a, thereby connecting first connecting body 1620a to first rail 7a. When third connecting body 1620c approaches one of rail support portions 1632, unmanned aerial vehicle 10j rotates first hook 1621 and second hook 1622 of third connecting body 1620c to open third connecting body 1620c. Third connector 1620c is disconnected from first rail 7a and is positioned vertically below one rail support portion 1632 so that third connector 1620c does not come into contact with one rail support portion 1632. At this time, first connector 1620a and second connector 1620b are connected to first rail 7a.

[0369] 27, when the third connector 1620c passes vertically below one of the rail support portions 1632, the unmanned aerial vehicle 10j rotates the first hook 1621 and the second hook 1622 of the third connector 1620c to close the third connector 1620c, thereby connecting the third connector 1620c to the first rail 7a. When the second connector 1620b approaches one of the rail support portions 1632, the unmanned aerial vehicle 10j rotates the first hook 1621 and the second hook 1622 of the second connector 1620b to open the second connector 1620b. The second connecting body 1620b is released from the first rail 7a and is positioned vertically below one of the rail support portions 1632 so that the second connecting body 1620b does not come into contact with one of the rail support portions 1632. At this time, the first connecting body 1620a and the third connecting body 1620c remain connected to the first rail 7a, and the unmanned aerial vehicle 10j maintains its posture. When the second connecting body 1620b is released from the first rail 7a, the unmanned aerial vehicle 10j may apply buoyancy in the vertical upward direction by rotating the rear propeller 22, as shown by the solid line. As a result, the unmanned aerial vehicle 10j moves along the first rail 7a while maintaining its posture, and the second connecting body 1620b passes vertically below one of the rail support portions 1632.

[0370] Figure 28 is a schematic diagram illustrating the disconnection of first connector 1620a and second connector 1620b from first rail 7a of unmanned aerial vehicle 10j in a variation of embodiment 5. In Figure 28, "a*" illustrates an overhead view of unmanned aerial vehicle 10j, "b*" illustrates a view of first connector 1620a and first rail 7a in the direction of travel, "c*" illustrates a view of third connector 1620c and first rail 7a in the direction of travel, and "d*" illustrates a view of second connector 1620b and first rail 7a in the direction of travel. "*" indicates the order of the figures described in Figure 28. Reference numerals are omitted as appropriate in Figure 28.

[0371] As shown in a1, b1, c1, a2, b2, c2, a3, b3, and c3 of FIG. 28, unmanned aerial vehicle 10j passes first connector 1620a vertically below second rail 7b so that first connector 1620a, in the open state, does not come into contact with second rail 7b. Unmanned aerial vehicle 10j temporarily stops at a position where first connector 1620a passes vertically below first rail 7a. At this time, when unmanned aerial vehicle 10j is viewed from vertically above, the connection point between first rail 7a and second rail 7b is located between first connector 1620a and third connector 1620c. Unmanned aerial vehicle 10j further rotates first hook 1621 and second hook 1622 of second connector 1620b to open second connector 1620b. The second connecting body 1620b is disconnected from the first rail 7a and positioned vertically below the first rail 7a so that the second connecting body 1620b and the first rail 7a do not come into contact. The unmanned aerial vehicle 10j rotates counterclockwise. That is, the unmanned aerial vehicle 10j rotates counterclockwise by changing the attitude of the side propeller 22a (when horizontal) so that the unmanned aerial vehicle 10j shown in FIG. 28a rotates horizontally, and then rotating the side propeller 22a. When viewed vertically from above, the unmanned aerial vehicle 10j rotates to a position where the first connecting body 1620a and the second connecting body 1620b overlap with the second rail 7b. The unmanned aerial vehicle 10j then rotates the first hook 1621 of the first connecting body 1620a and the second hook 1622 of the second connecting body 1620b to a position where they can come into contact with the second rail 7b.

[0372] FIG. 29 is a schematic diagram illustrating the connection between the first connector 1620a and the second connector 1620b of the unmanned aerial vehicle 10j and the second rail 7b in a modification of the fifth embodiment. In FIG. 29, "a*" illustrates an overhead view of the unmanned aerial vehicle 10j, "b*" illustrates a view of the first connector 1620a and the second rail 7b in the direction of travel, "c*" illustrates a view of the third connector 1620c and the first rail 7a in the direction of travel, and "d*" illustrates a view of the second connector 1620b and the second rail 7b in the direction of travel. "*" indicates the order of the diagrams described in FIG. 29. In this modification, the unmanned aerial vehicle 10j is illustrated as turning left. Reference numerals are omitted as appropriate in FIG. 29.

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

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

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

[0376] As shown in a2, b2, and c2 of FIG. 30, unmanned aerial vehicle 10j rotates third connecting body 1620c until it assumes the same posture as first connecting body 1620a and second connecting body 1620b. In other words, third connecting body 1620c rotates 90° around the vertical axis. By rotating side propeller 22a, unmanned aerial vehicle 10j travels along second rail 7b and moves to a position where it can connect to second rail 7b (a position where it does not contact first rail 7a). Unmanned aerial vehicle 10j rotates first hook 1621 and second hook 1622 of third connecting body 1620c to close third connecting body 1620c, thereby connecting third connecting body 1620c to second rail 7b. This allows unmanned aerial vehicle 10j to pass through the connection point between first rail 7a and second rail 7b.

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

[0378] FIG. 31 is a schematic diagram illustrating the first connector 1620a and the third connector 1620c of the unmanned aerial vehicle 10j in a variation of the fifth embodiment passing through another rail support portion 1632. In FIG. 31, "a*" illustrates an overhead view of the unmanned aerial vehicle 10j, "b*" illustrates the first connector 1620a and the second rail 7b viewed in the direction of travel, "c*" illustrates the third connector 1620c and the second rail 7b viewed in the direction of travel, and "d*" illustrates the second connector 1620b and the second rail 7b viewed in the direction of travel. "*" is a number indicating the order of the figures described in FIG. 31. Reference numerals are omitted as appropriate in FIG. 31.

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

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

[0381] FIG. 32 is a schematic diagram illustrating the state in which the second connector 1620b of the unmanned aerial vehicle 10j in a variation of the fifth embodiment passes through another rail support portion 1632. In FIG. 32, "a*" illustrates an overhead view of the unmanned aerial vehicle 10j, "b*" illustrates a view of the first connector 1620a and the second rail 7b in the direction of travel, "c*" illustrates a view of the third connector 1620c and the second rail 7b in the direction of travel, and "d*" illustrates a view of the second connector 1620b and the second rail 7b in the direction of travel. "*" is a number indicating the order of the diagrams described in FIG. 32. Furthermore, reference numerals are omitted as appropriate in FIG. 32.

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

[0383] When second connecting body 1620b approaches the other rail support portion 1632, unmanned aerial vehicle 10j rotates first hook 1621 and second hook 1622 of second connecting body 1620b to open second connecting body 1620b. Second connecting body 1620b is released from connection with second rail 7b and positioned vertically below the other rail support portion 1632 so that second connecting body 1620b does not come into contact with the other rail support portion 1632. At this time, first connecting body 1620a and third connecting body 1620c remain connected to second rail 7b. As a result, unmanned aerial vehicle 10j moves along second rail 7b while maintaining its posture, and second connecting body 1620b passes vertically below the other rail support portion 1632. Unmanned aerial vehicle 10j rotates first hook 1621 and second hook 1622 of second connecting body 1620b, causing second connecting body 1620b to enter a closed state, thereby connecting second connecting body 1620b to second rail 7b.

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

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

[0386] FIG. 33 is a perspective view illustrating first connector 1720a, second connector 1720b, third connector 1720c, etc. of unmanned aerial vehicle 10k in embodiment 6. As shown in FIG.

[0387] Airframe body 1711 of unmanned aerial vehicle 10k has first connector support portion 1719 and second connector support portion 1770 formed along the length direction of airframe body 1711 (length direction of rail 7).

[0388] The first connector support portion 1719 has a pair of standing portions 1719a, a main beam 1719b, a swinging portion 1761, and a plurality of support rods 1762. In the present embodiment, the plurality of connectors are a first connector 1720a, a second connector 1720b, and a third connector 1720c.

[0389] The pair of standing portions 1719a are provided vertically above the airframe body 1711 and are columnar bodies that stand upright relative to the airframe body 1711. The pair of standing portions 1719a are arranged side by side along the length direction of the airframe body 1711. The pair of standing portions 1719a support the main beams 1719b.

[0390] The main girder 1719b connects the tip ends of the pair of standing portions 1719a to each other. The main girder 1719b is arranged along the length of the airframe main body 1711 and supports the first connector 1720a, the second connector 1720b, and the third connector 1720c.

[0391] The swinging portion 1761 is a long columnar body arranged along the length of the main girder 1719b. The swinging portion 1761 is arranged vertically below the main girder 1719b, and its central portion in the lengthwise direction is fixed to the main girder 1719b so as to be swingable around a predetermined axis. The swinging plane along which the swinging portion 1761 can swing is approximately parallel to the vertical direction. The lower end of one support rod 1762 is fixed to the front side of the swinging portion 1761 so as to be swingable around a predetermined axis, and the lower end of another support rod 1762 is fixed to the rear side of the swinging portion 1761 so as to be swingable around a predetermined axis. The swinging portion 1761 swings along the swinging plane, thereby pushing up and down each support rod 1762. In other words, the swinging portion 1761 swings like a seesaw, thereby displacing the position of the connecting body via the support rods 1762.

[0392] The multiple support rods 1762 are swingably supported by the swinging portion 1761 so as to stand up relative to the swinging portion 1761, and are supported in a state in which they are inserted into the main beam 1719b. The multiple support rods 1762 can be displaced in the vertical direction as the swinging portion 1761 swings according to the swing plane. In this embodiment, two support rods 1762 are provided on the swinging portion 1761. Each support rod 1762 is swingably supported by the swinging portion 1761 in a state in which it is inserted into the main beam 1719b, thereby suppressing wobbling or rattling.

[0393] The multiple support rods 1762 secure the multiple connectors. In this embodiment, a first connector 1720a is secured to the tip of one of the multiple support rods 1762, and a second connector 1720b is secured to the tip of one of the multiple support rods 1762. The support rods 1762 are provided on the first connector support portion 1719 in accordance with the number of connectors.

[0394] Therefore, the swinging part 1761 swings around a predetermined axis relative to the main beam 1719b, thereby adjusting the height of the first connector 1720a and the second connector 1720b. Note that the configuration for displacing the positions of the first connector 1720a and the second connector 1720b is not limited to the swinging part 1761 and the multiple support rods 1762 of the present embodiment, and any known technology may be used as long as it is possible to raise and lower the first connector 1720a and the second connector 1720b.

[0395] When the distance between the rail support part (or the intersecting rail 7 in the case where multiple rails 7 intersect) and the first connector 1720a becomes less than a predetermined distance based on the information acquired from each distance sensor, the control processing part 11 controls the drive control part 12 to make the position of the first connector 1720a higher than the position of the second connector 1720b. That is, the drive control part 12 controls the actuator to swing the swing part 1761 around a predetermined axis relative to the main beam 1719b, thereby tilting the swing part 1761 so that the position of the front side becomes higher and the position of the rear side becomes lower. As a result, the first connector 1720a is pushed up by the support rod 1762 via the swing part 1761, and the second connector 1720b is pushed down by the support rod 1762 via the swing part 1761, so that the position of the first connector 1720a becomes higher than the position of the second connector 1720b. As the first hook 1721 and the second hook 1722 of the first connecting body 1720a move away from the rail 7, the drive control unit 12 controls the actuator to rotate each of the first hook 1721 and the second hook 1722 around a predetermined axis, thereby opening the first connecting body 1720a. This reduces the likelihood of friction occurring between the rail 7 and the first hook 1721 and the second hook 1722 when opening the first connecting body 1720a. This allows the first connecting body 1720a to easily release its connection with the rail 7. The same applies to the second connecting body 1720b.

[0396] Figure 34 is a perspective view illustrating a state in which second connector 1720b of unmanned aerial vehicle 10k in embodiment 6 has moved vertically. Figure 34a shows third connector 1720c in its normal position (descending state), and Figure 34b shows third connector 1720c in its displaced position (ascending state).

[0397] 33 and 34 , second connector support portion 1770 has a first fixed portion 1771 that fixes third connector 1720c, a second fixed portion 1772 that is rotatable about an axis parallel to the vertical direction relative to main beam 1719b, a position adjustment portion 1773 that connects first fixed portion 1771 and second fixed portion 1772 and displaces the position of first fixed portion 1771 relative to second fixed portion 1772, a third fixed portion 1774 that is fixed to main beam 1719b so as to overlap second fixed portion 1772, and a plurality of rollers that are arranged between second fixed portion 1772 and third fixed portion 1774. Each of first fixed portion 1771, second fixed portion 1772, and third fixed portion 1774 is an example of a fixing portion.

[0398] The first fixing portion 1771 is a flat plate-shaped member that fixes the third connector 1720c to its upper surface, and is disposed at a position spaced apart from the main beam 1719b.

[0399] The second fixed portion 1772 is a flat plate-shaped member that is fixed to the main beam 1719b and supports the first fixed portion 1771 via a position adjustment portion 1773. The second fixed portion 1772 is arranged so as to overlap the first fixed portion 1771. An annular groove is formed in the center of the second fixed portion 1772 in which multiple rollers are disposed.

[0400] The position adjuster 1773 connects the first fixed portion 1771 and the second fixed portion 1772, and adjusts the position of the first fixed portion 1771 relative to the second fixed portion 1772 under the control of the drive control unit 12. That is, the position adjuster 1773 displaces the position of the third connector 1720c by raising and lowering the first fixed portion 1771. In this embodiment, as shown in FIG. 34b, the position adjuster 1773 has a first columnar portion 1773a fixed to the first fixed portion 1771 and a second columnar portion 1773b fixed to the second fixed portion 1772. The second columnar portion 1773b is tubular with the first columnar portion 1773a inserted therein, and slides (raise and lowers) the first columnar portion 1773a in the vertical direction under the control of the drive control unit 12. First columnar section 1773a may be tubular with second columnar section 1773b inserted therein. Position adjustment section 1773 is not limited to this embodiment, and any known technology may be used as long as it is possible to raise and lower third connector 1720c.

[0401] The third fixing portion 1774 is a plate-shaped member fixed to the main girder 1719b. An annular groove in which multiple rollers are disposed is formed in the central portion of the third fixing portion 1774, at a position facing the annular groove of the second fixing portion 1772. Because the third fixing portion 1774 is fixed to the main girder 1719b, when the connector is connected to the rail 7, the weight of the unmanned aerial vehicle 10k is applied, and the third fixing portion 1774 is pressed against the second fixing portion 1772 with the multiple rollers sandwiched between them. This makes it difficult for the third fixing portion 1774 to separate from the second fixing portion 1772, and allows the third fixing portion 1774 to support the multiple rollers disposed between the annular groove of the second fixing portion 1772 and the annular groove of the third fixing portion 1774.

[0402] The rollers are, for example, balls, conical rollers, or the like, and are arranged between the annular groove of second fixed portion 1772 and the annular groove of third fixed portion 1774, and are sandwiched between the two annular grooves. The rollers rotate in response to the rotation of second fixed portion 1772.

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

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

[0405] First connecting body 1720a is disposed at the frontmost position of unmanned aerial vehicle 10k among the three connecting bodies, second connecting body 1720b is disposed at the rearmost position of unmanned aerial vehicle 10k, and third connecting body 1720c is disposed between first connecting body 1720a and second connecting body 1720b. First connecting body 1720a and second connecting body 1720b have similar configurations, while third connecting body 1720c has a different configuration from first connecting body 1720a and second connecting body 1720b.

[0406] 33, first hook 1721 and second hook 1722 of first connecting body 1720a are provided with first roller 1751a and second roller 1751b, respectively. Also, first hook 1721 and second hook 1722 of second connecting body 1720b are provided with first roller 1751a and second roller 1751b, respectively.

[0407] When the first connecting body 1720a and / or the second connecting body 1720b are in a closed state, the first roller 1751a is disposed vertically above the rail 7. The second roller 1751b is a wheel that is in rotatable contact with the rail 7. The rotation axis of the first roller 1751a is in a direction perpendicular to the length direction of the rail 7 and is approximately parallel to the horizontal direction. The first roller 1751a is an example of a roller.

[0408] When the first connector 1720a and / or the second connector 1720b is in a closed state, the second roller 1751b is disposed on the lateral side of the rail 7. The second roller 1751b is a wheel that is in rotatable contact with the rail 7. The rotation axis of the second roller 1751b is perpendicular to the length direction of the rail 7 and is approximately parallel to the vertical direction. The second roller 1751b is an example of a roller.

[0409] When the first connecting body 1720a and / or the second connecting body 1720b is in a closed state, the first roller 1751a of the first hook 1721 and the first roller 1751a of the second hook 1722 are positioned vertically above the rail 7, and the second roller 1751b of the first hook 1721 and the second roller 1751b of the second hook 1722 are positioned on the lateral side of the rail 7 so as to sandwich the rail 7 therebetween.

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

[0411] When the third connector 1720c is in a closed state, the third roller 1751c is disposed vertically above the rail 7. The third roller 1751c is a wheel that is in rotatable contact with the rail 7. The rotation axis of the first roller 1751a is perpendicular to the length direction of the rail 7 and is approximately parallel to the horizontal direction. The third roller 1751c is an example of a roller.

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

[0413] [Example 1] FIG. 35 is a perspective view illustrating a state in which first connector 1720a of unmanned aerial vehicle 10k in the sixth embodiment passes over second rail 7b.

[0414] As shown in Figures 35a and 35b, unmanned aerial vehicle 10k moves along first rail 7a by rotating its side propellers. When first connecting body 1720a approaches second rail 7b, unmanned aerial vehicle 10k swings swinging portion 1761 to push up first connecting body 1720a and push down second connecting body 1720b. This causes first hook 1721 and second hook 1722 of first connecting body 1720a to move away from first rail 7a. When unmanned aerial vehicle 10k pushes up first connecting body 1720a to move first connecting body 1720a away from first rail 7a, it rotates first hook 1721 and second hook 1722 of first connecting body 1720a to open the first connecting body 1720a. First connector 1720a is disconnected from first rail 7a, and first connector 1720a is positioned vertically below second rail 7b so that first connector 1720a does not come into contact with second rail 7b. At this time, third connector 1720c and second connector 1720b remain connected to first rail 7a, so unmanned aerial vehicle 10k maintains its posture. Note that when first connector 1720a is disconnected from first rail 7a, unmanned aerial vehicle 10k may apply buoyancy in the vertical upward direction by rotating the front propeller.

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

[0416] FIG. 36 is a perspective view illustrating a state in which third connector 1720c of unmanned aerial vehicle 10k in the sixth embodiment passes over second rail 7b.

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

[0418] As shown in Figure 36b, when third connector 1720c approaches second rail 7b, unmanned aerial vehicle 10k raises third connector 1720c to an elevated position by actuating position adjustment unit 1773. This causes first hook 1721 and second hook 1722 of third connector 1720c to move away from first rail 7a. When unmanned aerial vehicle 10k pushes up third connector 1720c to move third connector 1720c away from first rail 7a, it then rotates first hook 1721 and second hook 1722 of third connector 1720c to place third connector 1720c in an open position. Third connector 1720c is disconnected from first rail 7a and is positioned vertically below second rail 7b so that third connector 1720c does not come into contact with second rail 7b. At this time, first connector 1720a and second connector 1720b remain connected to first rail 7a, so that unmanned aerial vehicle 10k maintains its posture.

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

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

[0421] FIG. 37 is a perspective view illustrating a state in which second connector 1720b of unmanned aerial vehicle 10k in the sixth embodiment passes over second rail 7b.

[0422] 37A, when second connecting body 1720b approaches second rail 7b, unmanned aerial vehicle 10k swings swinging portion 1761 to push up second connecting body 1720b and push down first connecting body 1720a. This causes first hook 1721 and second hook 1722 of second connecting body 1720b to move away from first rail 7a. When unmanned aerial vehicle 10k pushes up second connecting body 1720b to move second connecting body 1720b away from first rail 7a, it rotates first hook 1721 and second hook 1722 of second connecting body 1720b to open second connecting body 1720b. Second connector 1720b is disconnected from first rail 7a, and second connector 1720b is positioned vertically below second rail 7b so that second connector 1720b does not come into contact with second rail 7b. At this time, first connector 1720a and third connector 1720c remain connected to first rail 7a, so unmanned aerial vehicle 10k maintains its posture. Note that when second connector 1720b is disconnected from first rail 7a, unmanned aerial vehicle 10k may apply buoyancy in the vertical upward direction by rotating the front propeller.

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

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

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

[0426] [Example 2] FIG. 38 is a schematic diagram illustrating the manner in which unmanned aerial vehicle 10k in the sixth embodiment connects from first rail 7a to second rail 7b.

[0427] Unmanned aerial vehicle 10k moves along first rail 7a by rotating its side propellers. As shown in FIGS. 38A and 38B, when first connecting body 1720a approaches second rail 7b, unmanned aerial vehicle 10k rotates first hook 1721 and second hook 1722 of third connecting body 1720c to close third connecting body 1720c. As shown in FIG. 38C, unmanned aerial vehicle 10k rotates first hook 1721 and second hook 1722 of first connecting body 1720a to open first connecting body 1720a. First connecting body 1720a is released from first rail 7a, and first connecting body 1720a is positioned vertically below second rail 7b so that first connecting body 1720a does not contact second rail 7b.

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

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

[0430] Figure 39 is a schematic diagram illustrating the disconnection of third connector 1720c and first rail 7a of unmanned aerial vehicle 10k in embodiment 6. Figures 39a, 39b, and 39d show unmanned aerial vehicle 10k viewed from above, and Figure 39c and 39e show first connector 1720a, second connector 1720b, and third connector 1720c of unmanned aerial vehicle 10k viewed from the side.

[0431] 39(a), 39(b), and 39(c), unmanned aerial vehicle 10k rotates to a position where first connecting body 1720a and second connecting body 1720b overlap second rail 7b. After rotating to a position where first connecting body 1720a and second connecting body 1720b overlap second rail 7b, unmanned aerial vehicle 10k rotates first hook 1721 and second hook 1722 of first connecting body 1720a and second connecting body 1720b, respectively, to close first connecting body 1720a and second connecting body 1720b, thereby connecting first connecting body 1720a and second connecting body 1720b to second rail 7b.

[0432] As shown in Figure 39d and Figure 39e, unmanned aerial vehicle 10k activates position adjustment unit 1773 to raise third connector 1720c to an elevated position. This causes first hook 1721 and second hook 1722 of third connector 1720c to move away from first rail 7a. After moving third connector 1720c away from first rail 7a, unmanned aerial vehicle 10k rotates first hook 1721 and second hook 1722 of third connector 1720c to place third connector 1720c in an open position. Third connector 1720c is disconnected from first rail 7a and positioned vertically below first rail 7a and second rail 7b so that third connector 1720c does not come into contact with first rail 7a and second rail 7b. Unmanned aerial vehicle 10k further rotates to a position where third connector 1720c overlaps with the connection point between first rail 7a and second rail 7b. In other words, unmanned aerial vehicle 10k rotates so that the length direction of airframe main body 1711 is approximately parallel to the length direction of second rail 7b.

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

[0434] As shown in Figures 40(a) and 40(b), unmanned aerial vehicle 10k rotates third connector 1720c until it assumes the same posture as first connector 1720a and second connector 1720b. In other words, third connector 1720c rotates 90° around the vertical axis. By rotating side propeller 22a, unmanned aerial vehicle 10k travels along second rail 7b until it reaches a position where it can connect to second rail 7b (a position where third connector 1720c does not contact first rail 7a). As shown in Figure 40(c), unmanned aerial vehicle 10k rotates first hook 1721 and second hook 1722 of third connector 1720c to close third connector 1720c, thereby connecting third connector 1720c to second rail 7b.

[0435] As shown in Fig. 40(d), unmanned aerial vehicle 10k rotates first hook 1721 and second hook 1722 of second connector 1720b to open second connector 1720b. Second connector 1720b is released from second rail 7b, and second connector 1720b is positioned vertically below second rail 7b so that second connector 1720b does not come into contact with second rail 7b. As shown in Fig. 40(e), unmanned aerial vehicle 10k rotates side propeller 22a to move leftward along second rail 7b, and second connector 1720b passes vertically below first rail 7a. As shown in Figure 40f, the unmanned aerial vehicle 10k rotates the first hook 1721 and the second hook 1722 of the second connecting body 1720b, causing the second connecting body 1720b to enter a closed state, thereby connecting the second connecting body 1720b to the second rail 7b.

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

[0437] (Modification of the sixth embodiment) In the following, the basic configuration of this modified example is similar to the basic configuration of the unmanned aerial vehicle of embodiment 6, etc., and therefore, description of the basic configuration of unmanned aerial vehicle 10k of this modified example will be omitted as appropriate. This modified example differs from embodiment 6, etc. in that the manner in which connector 1720 is connected to rail 7 is different. In this modified example, first connector 1720a, second connector 1720b, and third connector 1720c may be collectively referred to simply as connector 1720. Connector 1720 is an example of an arm.

[0438] Figure 41 is a perspective view illustrating connector 1720 of unmanned aerial vehicle 10k in a modification of embodiment 6. Figure 42 is a front view illustrating connector 1720 of unmanned aerial vehicle 10k in a modification of embodiment 6. Figure 42 illustrates the state in which connector 1720 is connected to rail 7, but the operation of releasing connector 1720 from rail 7 is the reverse of the operations shown in a to d in Figure 42, and therefore will not be described here.

[0439] 41, the connecting body 1720 has a first hook 1721, a second hook 1722, two first gears 1731a, two second gears 1731b, two motors 1731c, and two third gears 1731d. The two first gears 1731a, the two second gears 1731b, the two motors 1731c, and the two third gears 1731d are the above-mentioned actuators, and are drive-controlled by the drive control unit 12.

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

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

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

[0443] The two motors 1731c are housed in the housing 1730 so that the axial direction of each of the rotation shafts is perpendicular to the axial direction of each of the first gears 1731a and the axial direction of each of the second gears 1731b.

[0444] A third gear 1731d is provided on the rotation shaft of each of the two motors 1731c, and the two third gears 1731d mesh with the two second gears 1731b in a one-to-one relationship. That is, one of the two motors 1731c rotates the first hook 1721 via one first gear 1731a as the third gear 1731d meshes with one second gear 1731b. The other of the two motors 1731c rotates the second hook 1722 via the other first gear 1731a as the third gear 1731d meshes with the other second gear 1731b.

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

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

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

[0448] Thus, in unmanned aerial vehicle 10k, when connecting connector 1720 to rail 7, the axial direction of the rotation axis of first roller 1751a is approximately parallel to the horizontal direction, and connector 1720 is spaced apart from rail 7, as shown in Fig. 41c and Fig. 42c. When connecting connector 1720 to rail 7, connector 1720 covers rail 7 from above in the vertical direction, making it less likely that friction will occur between connector 1720 and rail 7. Therefore, in unmanned aerial vehicle 10k, connecting member 1720 can be easily connected to rail 7.

[0449] That is, when the first hook 1721 and the second hook 1722 are closed, the connecting body 1720 is in a closed state, and the connecting body 1720 is connected to the rail 7.

[0450] Figure 43 is a front view of connector 1720 of unmanned aerial vehicle 10k in a modification of embodiment 6, illustrating how first hook 1721 is connected to rail 7. While Figure 43 illustrates how first hook 1721 is connected to rail 7, the same applies when second hook 1722 is connected to rail 7.

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

[0452] 43c, the actuator positions the first hook 1721 so that it covers the rail 7. That is, the first roller 1751a of the first hook 1721 is positioned vertically above the rail 7, and the first roller 1751a is spaced a predetermined distance from the rail 7. At this time, the position of the first roller 1751a of the first hook 1721 is such that the axial direction of the rotation axis of the first roller 1751a is approximately parallel to the horizontal direction.

[0453] As shown in FIG. 43d, the drive control unit 12 further controls the actuator to rotate the first hook 1721. As a result, the first hook 1721 presses down on the rail 7 by pressing down on it from vertically above. At this time, the axial direction of the rotation axis of each first roller 1751a of the first hook 1721 is inclined at a predetermined angle with respect to the horizontal direction. That is, as shown in FIG. 43c, the length direction of the first hook 1721 relative to the first gear 1731a is approximately parallel to the vertical direction, but as shown in FIG. 43d, the length direction of the first hook 1721 relative to the first gear 1731a is inclined by an angle β with respect to the vertical direction. In this way, as the first hook 1721 rotates, the first hook 1721 is connected to the rail 7.

[0454] Figure 44 is a front view illustrating the state in which second connector 1720b of unmanned aerial vehicle 10k in a modification of embodiment 6 is disconnected from first rail 7a when viewed from the front, and a schematic diagram illustrating the state in which unmanned aerial vehicle 10k is viewed from above. Figure 44 shows an example in which the connection is switched from first rail 7a as rail 7 to second rail 7b as rail 7, as in Figure 38, etc. Figure 44 will be described using second connector 1720b as connector 1720.

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

[0456] 44B, the first rollers 1751a of the first hook 1721 and the second hook 1722 are positioned vertically above the first rail 7a by the respective actuators, and the first rollers 1751a are spaced a predetermined distance from the first rail 7a. At this time, the orientation of the first rollers 1751a of the first hook 1721 and the second hook 1722 is such that the axial direction of the rotation axis of the first roller 1751a is approximately parallel to the horizontal direction.

[0457] 44c and 44d, the first hook 1721 and the second hook 1722 are further rotated by their respective actuators, causing the second connector 1720b to enter an open state, and the connection between the second connector 1720b and the first rail 7a is released. At this time, the first hook 1721 and the second hook 1722 are positioned below an imaginary plane that is substantially parallel to the top surface of the housing 1730.

[0458] Figure 44e illustrates an example of a bird's-eye view of unmanned aerial vehicle 10k in Figure 44d, in which second connector 1720b is disconnected from first rail 7a. Note that in Figure 44e, first connector 1720a is also in an open state, but third connector 1720c is connected to first rail 7a.

[0459] Figure 45 is a front view illustrating the state in which the connection of the connector 1720 of the unmanned aerial vehicle 10k in a modified example of embodiment 6 is switched from the first rail 7a to the second rail 7b when viewed from the front, and a schematic diagram illustrating the state in which the unmanned aerial vehicle 10k is viewed from above.

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

[0461] 45c and 45d, while unmanned aerial vehicle 10k rotates counterclockwise, drive control unit 12 controls the actuator to drive one motor 1731c corresponding to first hook 1721 of first connecting body 1720a, thereby rotating third gear 1731d, and thereby rotating one first gear 1731a via one second gear 1731b. As a result, first hook 1721 of first connecting body 1720a rotates, and first hook 1721 is positioned so as to cover second rail 7b. Also, while unmanned aerial vehicle 10k rotates counterclockwise, drive control unit 12 controls the actuator to drive the other motor 1731c corresponding to second hook 1722 of second connecting body 1720b, thereby rotating third gear 1731d, and thereby rotating the other first gear 1731a via the other second gear 1731b. As a result, the second hook 1722 of the second connection body 1720b rotates and is positioned so that the second hook 1722 covers the second rail 7b from above.

[0462] FIG. 46 is a front view illustrating a state in which connector 1720 of unmanned aerial vehicle 10k in a modification of the sixth embodiment is connected to second rail 7b when viewed from the front.

[0463] As shown in Figure 46(a) and (b), unmanned aerial vehicle 10k rotates counterclockwise and assumes a position in which the longitudinal direction of unmanned aerial vehicle 10k is substantially parallel to the longitudinal direction of second rail 7b. In other words, unmanned aerial vehicle 10k rotates 90° from the state shown in Figure 44(e).

[0464] In unmanned aerial vehicle 10k, drive control unit 12 controls the actuator to drive the other motor 1731c corresponding to second hook 1722 of first connecting body 1720a, thereby rotating third gear 1731d and thereby rotating the other first gear 1731a via the other second gear 1731b. As a result, as shown in Figures 46c and 46d, second hook 1722 of first connecting body 1720a rotates and is positioned so that second hook 1722 covers second rail 7b. In addition, in unmanned aerial vehicle 10k, drive control unit 12 controls the actuator to drive one motor 1731c corresponding to first hook 1721 of second connecting body 1720b, thereby rotating third gear 1731d and thereby rotating one first gear 1731a via one second gear 1731b. As a result, the first hook 1721 of the second connection body 1720b rotates and is positioned so that the first hook 1721 covers the second rail 7b from above.

[0465] 46e, the drive control unit 12 further controls the actuators of the first connecting body 1720a and the second connecting body 1720b to rotate the first hook 1721 and the second hook 1722. As a result, the first hook 1721 and the second hook 1722 press down on the rail 7 so as to cover the rail 7 from vertically above. At this time, the axial direction of the rotation axis of the first roller 1751a of each of the first hook 1721 and the second hook 1722 is inclined at a predetermined angle with respect to the horizontal direction.

[0466] As shown in Figure 46f and g, the unmanned aerial vehicle 10k disconnects the third connecting body 1720c from the first rail 7a and rotates the third connecting body 1720c by 90 degrees to connect the third connecting body 1720c to the second rail 7b.

[0467] When the first hook 1721 and the second hook 1722 are closed, the third connection body 1720c is brought into a closed state, and the third connection body 1720c is connected to the second rail 7b.

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

[0469] Fig. 47 is a perspective view illustrating a mounting platform 1890 of the system according to the seventh embodiment. Fig. 48 is a perspective view illustrating a state in which the first thruster device 110a1 of the lifting system according to the seventh embodiment retrieves a load placed on the mounting platform 1890. Fig. 49 is a side view illustrating a state in which the first thruster device 110a1 of the lifting system according to the seventh embodiment retrieves a load placed on the mounting platform 1890.

[0470] As shown in FIGS. 47 and 48, the system in this embodiment includes a mounting table 1890 and an elevation system.

[0471] The platform 1890 is a platform on which packages to be delivered or distributed by the lifting system are placed. The platform 1890 has a bottom plate portion 1895 that is placed on the floor, the ground, etc., and a package support portion 1894 formed on the upper surface of the bottom plate portion 1895.

[0472] The luggage support portion 1894 is a protrusion that protrudes from the bottom plate portion 1895. Specifically, as shown in FIG. 47 a, the luggage support portion 1894 is made up of a plurality of plates that are arranged in an upright position on the upper surface of the bottom plate portion 1895. When the luggage support portion 1894 is viewed from above, it is formed in a lattice pattern on the bottom plate portion 1895. When viewed from above, the luggage support portion 1894 may also be formed in a bamboo lattice pattern. In the loading platform 1890, luggage can be placed on the side surface of the luggage support portion 1894, which is plate-shaped. In other words, the side surface of the luggage support portion 1894 corresponds to the loading surface.

[0473] Since the load support portion 1894 of the mounting base 1890 is in a lattice shape, a space for guiding the first guide portion 1811 of the first thruster device 110a1, that is, a gap is formed between the load and the bottom plate portion 1895. This space is a relief portion that avoids contact with the first guide portion 1811 when the first guide portion 1811 is displaced.

[0474] As shown in Figures 47b and 47c, the luggage support portions 1894a and 1894b may be columnar or cylindrical portions that protrude from the upper surfaces of the bottom plate portions 1895a and 1895b. In Figure 47c of this embodiment, the bottom plate portion 1895a is illustrated as a cylindrical columnar portion, and in Figure 47e, the bottom plate portion 1895b is illustrated as a rectangular columnar portion. However, as long as they are capable of supporting luggage, the shapes of the luggage support portions 1894a and 1894b are not limited. The areas of the lower end surfaces of the luggage in Figures 47d and 47f are larger than the placement surfaces of the luggage support portions 1894a and 1894b that come into contact with the lower end surfaces.

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

[0476] As shown in FIG. 48, the first thruster 110a1 further includes a pair of first guide portions 1811.

[0477] Each of the pair of first guide portions 1811 has a first connecting portion 1813 and a rotation support portion 1812 .

[0478] The first connecting portion 1813 has a long rod shape extending in the vertical direction and is provided along the side surface of the first support 111. The upper end of the first connecting portion 1813 is connected to a drive unit provided in the first thruster device 110a1, and the lower end of the first connecting portion 1813 is connected to a rotation support portion 1812 provided in the first thruster device 110a1. The first connecting portion 1813 is driven by the drive unit of the first thruster device 110a1 to apply a force for rotating the rotation support portion 1812. The first connecting portion 1813 is driven by the drive unit controlled by the thruster control unit 124 of the first thruster device 110a1 to apply stresses vertically upward and vertically downward to the rotation support portion 1812, thereby rotating the rotation support portion 1812.

[0479] As shown in FIG. 48c and FIG. 49a and FIG. 49b, the pivoting support part 1812 is disposed on the lower edge of the first support 111 of the first thruster unit 110a1 and rotates around a predetermined axis. The pivoting support part 1812 is a long member formed in a substantially L-shape when viewed from the side. When retrieving a load, the pivoting support part 1812 rotates around the predetermined axis to support the lower end surface of the load as if scooping it up from below. The pivoting support part 1812 is displaced between a supporting state in which it can support the load and a non-supporting state in which it does not support the load by rotating relative to the supporting state.

[0480] [Operation] 48A and 48B, the first thruster unit 110a1 descends from above the cargo placed on the mounting base 1890 and aligns with the cargo. After aligning with the cargo, the first thruster unit 110a1 descends and inserts the cargo into the first support 111.

[0481] 48c, the rotation support part 1812 of the first thruster device 110a1 is disposed between two adjacent luggage support parts 1894 on the mounting table 1890. At this time, the rotation support part 1812 is guided by the two adjacent luggage support parts 1894, thereby adjusting the attitude of the first support body 111 with respect to the luggage.

[0482] The thruster control unit 124 of the first thruster unit 110a1 detects that the first thruster unit 110a1 has been placed in a position where it can retrieve a load. For example, upon receiving information indicating that the first thruster unit 110a1 has contacted a placement surface, the thruster control unit 124 controls the drive unit of the first thruster unit 110a1 to drive the pair of first guide units 1811. Specifically, as shown in FIG. 49A and FIG. 49B, the pair of first connecting units 1813 are driven by the drive unit to apply a force to rotate the pair of rotation support units 1812 one-to-one. In other words, the pair of first connecting units 1813 apply a vertically downward stress to the pair of rotation support units 1812, thereby rotating the pair of rotation support units 1812 around a predetermined axis. The pair of pivoting support sections 1812 pivot within the space between the two adjacent luggage support sections 1894 and the luggage, thereby scooping up the luggage and supporting it from both sides of the lower end surface of the luggage. In this way, the first thruster device 110a1 supports the luggage.

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

[0484] (Variation 1 of the Seventh Embodiment) In the following, the basic configuration of the first thruster device 110a2 in this modification is similar to the basic configuration of the first thruster device in embodiment 7, etc., and therefore, description of the basic configuration of the first thruster device 110a2 in this modification will be omitted as appropriate. This modification also differs from embodiment 7, etc. in that the shape of the mounting base 1880 of the system is different. This modification also differs from embodiment 7, etc. in that a second guide portion 1821 is further provided in the first thruster device 110a2.

[0485] Fig. 50 is a perspective view illustrating a mounting table 1880 of a system in a modified example of the seventh embodiment, and a plan view of the mounting table 1880. Fig. 50a shows a state in which luggage is placed on the mounting table 1880, and Fig. 50b shows the mounting table 1880 as viewed vertically from above.

[0486] As shown in Fig. 50(a) and (b), the luggage support portion 1894 is a protrusion that protrudes from the bottom plate portion 1895. The central portion of the luggage support portion 1894 is formed to a size capable of supporting luggage to be placed thereon, and the upper surface of the luggage support portion 1894 forms a flat loading surface 1882 on which luggage can be placed. As shown in Fig. 50(b), the luggage support portion 1894 is X-shaped in plan view. A first notch portion 1883 and a second notch portion 1881 are formed in the luggage support portion 1894 to guide the first guide portion 1811 and the second guide portion 1821 of the first thruster unit 110a2.

[0487] The first cutout portions 1883 correspond to the first guide portions 1811. The first cutout portions 1883 are spaces for avoiding contact with the first guide portions 1811 when the first guide portions 1811 are displaced. The first cutout portions 1883 are formed in a one-to-one correspondence with the number of first guide portions 1811. In the present embodiment, two first cutout portions 1883 are formed in the luggage support portion 1894.

[0488] The second cutouts 1881 correspond to the second guide portions 1821. The second cutouts 1881 are spaces for preventing contact with the second guide portions 1821 when the second guide portions 1821 are displaced. The second cutouts 1881 are formed in a one-to-one correspondence with the number of second guide portions 1821. In the present embodiment, two second cutouts 1881 are formed in the luggage support portion 1894. The inner surface 1881a of the second cutouts 1881 is cone-shaped or frustum-shaped, gradually narrowing as it approaches the central portion of the luggage support portion 1894. The tip of the inner surface 1881a of the second cutout 1881 (the central portion of the luggage support portion 1894) is shaped according to the slide guide portion 1821b2, which will be described later, so that the slide guide portion 1821b2 is disposed therein.

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

[0490] The mounting table 1880 further has a plurality of movable floors 1881b, 1883b for filling the first notch portion 1883 and the second notch portion 1881. When displacing from the first state to the second state, each of the plurality of movable floors 1881b, 1883b rises to fill the first notch portion 1883 and the second notch portion 1881. Each of the plurality of movable floors 1881b, 1883b may be housed in the bottom plate portion 1895.

[0491] When luggage is collected, such a platform 1880 may have a gravity sensor, a pressure sensor, etc. In other words, when luggage is placed on platform 1882 of platform 1880, the weight of the luggage may be detected, and movable floors 1881b, 1883b may be lowered, causing platform 1880 to transition from the second state to the first state.

[0492] Furthermore, when delivering a package, the platform 1880 may transition from the second state to the first state by lowering the movable floors 1881b, 1883b when it detects an unmanned aerial vehicle or the first thruster device 110a2 stopped above the platform 1880. The platform 1880 may transition from the second state to the first state by receiving a signal from the unmanned aerial vehicle or the first thruster device 110a2.

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

[0494] As shown in FIGS. 52 and 53, the first thruster 110a2 further includes a pair of second guide portions 1821. As shown in FIG.

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

[0496] The second connecting portion 1821a has a long rod shape extending vertically, and the upper end of the second connecting portion 1821a provided along the side surface of the first support 111 is connected to a drive unit provided in the first thruster unit 110a2, and the lower end of the second connecting portion 1821a is connected to a slide main body portion 1821b1 of the slide portion 1821b provided in the first thruster unit 110a2. When the drive unit of the first thruster unit 110a2 is driven, the second connecting portion 1821a transmits a force for moving the slide portion 1821b to the slide main body portion 1821b1.

[0497] As shown in FIG. 52b and FIGS. 53a and 53b, the pair of slides 1821b are arranged on the lower edge of the first support 111 of the first thruster unit 110a2, and move the slide guide 1821b2 so as to sandwich the load.

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

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

[0500] The slide guide 1821b2 is an upright plate-like member and is movable along the lower end surface of the slide main body 1821b1 by the slide main body 1821b1. The slide guide 1821b2 is supported by the slide main body 1821b1 in an upright position vertically downward relative to the plate-like slide main body 1821b1 that is approximately parallel to the horizontal direction. The pair of slide guides 1821b2 approach the luggage so as to sandwich the luggage from both sides in order to correct the position of the first support 111 relative to the luggage placed on the platform 1880 by the slide main body 1821b1. When separating the luggage from the first support 111, the slide guide 1821b2 may slide and move so as to be separated from the luggage by the slide main body 1821b1.

[0501] [Operation] 52A and 52B, the first thruster unit 110a2 descends from above the cargo placed on the mounting table 1880 and aligns with the cargo. After aligning with the cargo, the first thruster unit 110a2 descends and inserts the cargo into the first support 111.

[0502] As shown in Fig. 52b and Fig. 52c, the first thruster unit 110a2 further fine-tunes the position of the load. Fig. 52c shows a bird's-eye view of the first thruster unit 110a2 and the load. Fig. 52c shows that the longitudinal direction of the first thruster unit 110a2 is misaligned by a predetermined angle with the longitudinal direction of the load.

[0503] The thruster control unit 124 of the first thruster unit 110a2 detects that the first thruster unit 110a2 has been placed in a position where it can retrieve the cargo. For example, when the thruster control unit 124 acquires information indicating that the first thruster unit 110a2 has contacted the mounting surface 1882, it controls the drive unit of the first thruster unit 110a2 to move the slide portions 1821b of the pair of second guide portions 1821, as shown in FIG. 54A and FIG. 54B. As a result, the pair of slide guide portions 1821b2 approach the cargo so as to sandwich the cargo from both sides using the slide main body portions 1821b1. At this time, the pair of slide guide portions 1821b2 approach the cargo while sliding on the inner surfaces 1881a (side surfaces) of the pair of second cutout portions 1881 formed in the mounting base 1880. As a result, the attitude of the first support 111 relative to the cargo is adjusted, as shown in FIG. 52D and FIG. 52E. 52e shows a bird's-eye view of the first thruster unit 110a2 and the cargo. In FIG. 52e, it can be seen that the length direction of the first thruster unit 110a2 is approximately parallel to the length direction of the cargo. Therefore, in this first thruster unit 110a2, the pair of first guide portions 1811 can appropriately support the cargo, allowing the cargo to be delivered safely.

[0504] Furthermore, the thruster control unit 124 of the first thruster unit 110a2 detects that the first thruster unit 110a2 has been placed in a position where it can retrieve the cargo. For example, upon receiving information indicating that the first thruster unit 110a2 has contacted the placement surface 1882, the thruster control unit 124 controls the drive unit of the first thruster unit 110a2 to drive the pair of first guide units 1811. Specifically, as shown in FIG. 53A, the pair of first connecting units 1813 are driven by the drive unit to apply a force for rotating the pair of rotation support units 1812 one-to-one. In other words, the pair of first connecting units 1813 apply a vertically downward stress to the pair of rotation support units 1812, thereby rotating the pair of rotation support units 1812 around a predetermined axis. The pair of pivoting support sections 1812 pivot within the space between the two adjacent luggage support sections 1894 and the luggage, thereby scooping up the luggage and supporting it from both sides of the lower end surface of the luggage. In this way, the first thruster device 110a2 supports the luggage.

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

[0506] (Modification 2 of the Seventh Embodiment) [composition] In the following, the basic configuration of the first thruster device 110a3 in this modification is similar to the basic configuration of the first thruster device in Modification 1 of Embodiment 7, etc., and therefore, description of the basic configuration of the first thruster device 110a3 in this modification will be omitted as appropriate. This modification also differs from Modification 1 of Embodiment 7, etc. in that the configuration of the second guide portion 1823 is different.

[0507] Fig. 55 is a perspective view illustrating the movement of the second guide portion 1823 of the first thruster device 110a3 of the lifting system in Modification 2 of Embodiment 7. Fig. 55a shows a state in which the plurality of slide guide portions 1823b2 are connected and extended and separated from the luggage, Fig. 55b shows a state in which the plurality of slide guide portions 1823b2 are connected and extended and approached to the luggage, and Fig. 55c shows a state in which the plurality of slide guide portions 1823b2 are grouped together.

[0508] Each of the pair of slide portions 1823b has a slide main body portion 1823b1 and a plurality of slide guide portions 1823b2.

[0509] As shown in Figures 55a and 55c, when the first support 111 approaches directly above the luggage, the slide main body 1823b1 aligns the slide guides 1823b2 so that the slide guides 1823b2 are aligned vertically. As shown in Figure 55b, the pair of slide main bodies 1823b1 move the slide guides 1823b2 to bring the slide guides 1823b2 closer to the luggage so as to sandwich the luggage from both sides. At this time, the slide guide 1823b2 located at the lowest end of the slide guides 1823b2 is positioned in the space of the second cutout 1881 of the mounting base 1880, thereby appropriately supporting the orientation of the first support 111 relative to the luggage.

[0510] [Operation] FIG. 56 is a perspective view illustrating a state in which the first thruster device 110a3 of the lifting system in the second modification of the seventh embodiment retrieves a load placed on a platform 1880. As shown in FIG.

[0511] 56A and 56B, the first thruster unit 110a3 descends from above the cargo placed on the mounting base 1880 and aligns with the cargo. After aligning with the cargo, the first thruster unit 110a3 descends and inserts the cargo into the first support 111.

[0512] As shown in Fig. 56b and Fig. 56c, the first thruster unit 110a3 further fine-tunes its position relative to the load. Fig. 56c shows a bird's-eye view of the first thruster unit 110a3 and the load. Fig. 56c shows that the longitudinal direction of the first thruster unit 110a3 is misaligned by a predetermined angle relative to the longitudinal direction of the load.

[0513] The thruster control unit 124 of the first thruster unit 110a3 detects that the first thruster unit 110a3 has been placed in a position where it can retrieve the cargo. For example, when the thruster control unit 124 acquires information indicating that the first thruster unit 110a3 has contacted the mounting surface 1882, it controls the drive unit of the first thruster unit 110a3 to move the slide portions 1823b of the pair of second guide units 1823, as shown in FIG. 56(e) and FIG. 56(d). As a result, the pair of slide guide portions 1823b2 approaches the cargo, sandwiching it from both sides with the slide main body portion 1823b1. At this time, the pair of slide guide portions 1823b2 located at the lowest ends of the slide guide portions 1823b2 approaches the cargo while sliding on the inner surfaces 1881a (side surfaces) of a pair of second cutout portions 1881 formed in the mounting table 1880. This adjusts the attitude of the first support 111 relative to the cargo, as shown in Fig. 56e. Fig. 56e shows a bird's-eye view of the first thruster unit 110a3 and the cargo. Fig. 56e shows that the length direction of the first thruster unit 110a3 is approximately parallel to the length direction of the cargo. Therefore, with this first thruster unit 110a3, the pair of first guide portions 1811 can appropriately support the cargo, allowing the cargo to be delivered safely.

[0514] FIG. 57 is a perspective view illustrating a state in which the first thruster device 110a3 of the lifting system in the second modification of the seventh embodiment has retrieved a load placed on the platform 1880. As shown in FIG.

[0515] As shown in FIG. 57A, as the first thruster unit 110a3 descends, the slide main body 1823b1 folds the slide guide units 1823b2 to unite them. The thruster control unit 124 of the first thruster unit 110a3 detects that the first thruster unit 110a3 has been placed in a position where it can retrieve the cargo. For example, upon receiving information indicating that the first thruster unit 110a3 has contacted the placement surface 1882, the thruster control unit 124 controls the drive unit of the first thruster unit 110a3 to drive the pair of first guide units 1811. Specifically, the pair of interlocking units, when driven by the drive unit, apply a force to rotate the pair of rotation support units 1812 one-to-one. In other words, the pair of interlocking units apply a vertically downward stress to the pair of rotation support units 1812, thereby rotating the pair of rotation support units 1812 around a predetermined axis. The pair of pivoting support sections 1812 pivot within the space between the two adjacent luggage support sections 1894 and the luggage, thereby scooping up the luggage and supporting it from both sides of the lower end surface of the luggage. In this way, the first thruster device 110a3 supports the luggage.

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

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

[0518] Fig. 58A is a schematic diagram illustrating unmanned aerial vehicle 10m according to embodiment 8. Fig. 58B is a schematic diagram illustrating the first projection plane, second projection plane, etc. of unmanned aerial vehicle 10m according to embodiment 8.

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

[0520] Because the airframe main body 1912 is elongated in a direction approximately parallel to the first direction, a first area of ​​a first smallest rectangle circumscribing a first projection surface indicated by dotted hatching obtained by projecting the unmanned aerial vehicle 10m onto a first plane having the first direction as its normal vector is smaller than a second area of ​​a second smallest rectangle circumscribing a second projection surface indicated by dotted hatching obtained by projecting the unmanned aerial vehicle 10m onto a second plane having the second direction as its normal vector. In other words, because the thickness of the airframe main body 1912 is the same on both the first and second planes, if the width direction length of the unmanned aerial vehicle 10m projected onto the first plane is shorter than the movement direction length of the unmanned aerial vehicle 10m projected onto the second plane, the first area will be smaller than the second area.

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

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

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

[0524] At least one connector can be suspended from at least one rail located away from the ground. Unmanned aerial vehicle 10m of this embodiment has three connectors provided on airframe body 1912. The three connectors are similar to first connector 1720a, second connector 1720b, and third connector 1720c of embodiment 6 and the like, but connectors from other embodiments may also be used. The three connectors are arranged side by side along the length of the rail. First connector 1720a is located on the first direction side of the center of airframe body 1912. Second connector 1720b is located on the opposite side of the first direction side of the center of airframe body 1912. Third connector 1720c is located between first connector 1720a and second connector 1720b, near the center of airframe body 1912. In this embodiment, third connector 1720c is located rearward of center point O (center) of airframe body 1912. That is, in this embodiment, the third connecting body 1720c does not exist on the center point O, but it may exist on the center point O.

[0525] The connectors are an example of connectors. Also, first connector 1720a is an example of a first connector, second connector 1720b is an example of a second connector, and third connector 1720c is an example of a third connector.

[0526] First connection body 1720a, second connection body 1720b, and third connection body 1720c have a first hook 1721 and a second hook 1722. First hook 1721 is an example of a first arm, and second hook 1722 is an example of a second arm.

[0527] At least one third propeller drive motor 22a3 is mounted on the airframe main body 1912 and rotates at least one side propeller. In this embodiment, the third propeller drive motors 22a3 are disposed on both the front and rear sides of the airframe main body 1912. Therefore, the front third propeller drive motor 22a3 rotates the front side propeller 22a2. The front side propeller 22a2 is disposed at a position corresponding to the rear side propeller 22a1 in the first direction and is a propeller for rotating the airframe main body 1912. The side propeller 22a2 uses thrust to change the direction of travel of the unmanned aerial vehicle 10m. Furthermore, the rear-side third propeller drive motor 22a3 propels the aircraft main body 1912 in the first direction, so the rotation shaft 22a4 of the third propeller drive motor 22a3 extends in the first direction and rotates the rear-side side propeller 22a1. As shown in FIG. 8, the inclination angle of at least the rotation shaft 22a4 of the front-side third propeller drive motor 22a3 with respect to the first direction is variable within a plane having the second direction as its normal vector. The rear-side third propeller drive motor 22a3 is an example of an auxiliary motor. The side propeller 22a1 is an example of an auxiliary rotor. Note that the side propeller 22a2 may be an example of an auxiliary rotor, in which case the front-side third propeller drive motor 22a3 may be an example of an auxiliary motor.

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

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

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

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

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

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

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

[0535] FIG. 59 is a schematic diagram illustrating connector support part 1970 and ratchet 1975 of unmanned aerial vehicle 10m according to embodiment 8, and a cross-sectional view illustrating a cross section of connector support part 1970 and ratchet 1975.

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

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

[0538] Third connection body 1720c is fixed to first fixing portion 1971. Specifically, first fixing portion 1971 is a flat-plate-shaped member having third connection body 1720c fixed to its upper surface, and is disposed at a position spaced apart from machine body 1912. First fixing portion 1971 rotates around an axis (around center point O) parallel to the vertical direction relative to machine body 1912 and second fixing portion 1972. First fixing portion 1971 is an example of a rotating table.

[0539] Second fixed portion 1972 is fixed to machine body 1912 so as to overlap first fixed portion 1971. Second fixed portion 1972 is a flat plate-shaped member fixed to machine body 1912. Second fixed portion 1972 is an example of a rotating table.

[0540] An engagement hole 1972a is formed in the center of the second fixing portion 1972. A part or all of the first fixing portion 1971 is disposed in the engagement hole 1972a of the second fixing portion 1972. The engagement holes 1972a of the first fixing portion 1971 and the second fixing portion 1972 are circular in plan view. The outer surface of the first fixing portion 1971 and the inner surface of the engagement hole 1972a of the second fixing portion 1972 are spaced a predetermined distance apart, so that the first fixing portion 1971 can rotate relative to the engagement hole 1972a of the second fixing portion 1972. The central axis (center point O) of the first fixing portion 1971 substantially coincides ...

Claims

1. a main body; a rail holding portion that is held by a rail located on an upper portion of the main body portion; a rotating table installed between the main body and the rail holding portion and configured to rotate the main body; a first slider portion extending relative to the main body portion; a luggage holding portion attached to the first slider portion and configured to hold luggage, the main body portion has a body having a first length in a first direction that is longer than a second length in a second direction that is perpendicular to the first direction, The rotating table rotates the main body so that the longitudinal direction of the body intersects approximately perpendicularly with the direction along the rail. Luggage carrying device.

2. the first slider portion extends relative to the main body portion after the turntable rotates the main body portion; 2. The load carrying device of claim 1.

3. The first slider portion The luggage holding portion is disposed at one end of the first slider portion, and a weight of a predetermined weight is disposed at the other end of the first slider portion, Stretching the weight of the load and the weight of the weight to ensure balance.

3. A luggage carrying device according to claim 1 or 2.

4. The weight is a battery.

4. A load carrying device according to claim 3.

5. The first slider portion The luggage holding portion is disposed at one end of the first slider portion, and a rotor is disposed at the other end of the first slider portion, The rotor extends to ensure a balance between the weight of the load and the buoyancy of the rotor.

3. A luggage carrying device according to claim 1 or 2.

6. The rail holding portion is a first holding portion that is held by the rail from above the rail; a second holding portion that is held by the rail in a manner that pushes up the rail from below the rail, 3. A luggage carrying device according to claim 1 or 2.

7. The rail holding portion is a first rail holding portion located on one side in the longitudinal direction of the body; a second rail holding portion located on the other side in the longitudinal direction of the body; a third rail holding portion located in a central portion between one side and the other side in the longitudinal direction of the body, 3. A luggage carrying device according to claim 1 or 2.

8. the first rail holding portion has a first rotating roller that contacts the rail and is driven by an electric motor; the second rail holding portion has a second rotating roller that contacts the rail and is driven by an electric motor; the third rail holding portion has a third rotating roller and a fourth rotating roller that are in contact with the rail and driven by an electric motor; 8. A load carrying device according to claim 7.

9. a second slider portion disposed between the first rail holding portion and the main body portion and extending relative to the main body portion; a third slider portion disposed between the second rail holding portion and the main body portion and extending relative to the main body portion; the rotating table is disposed between the third rail holding portion and the main body portion, the rotating table extends the second slider portion and the third slider portion, and moves the first rail holding portion and the second rail holding portion away from the rail, and then rotates the main body portion.

8. A load carrying device according to claim 7.

10. the third rail holding portion holds the rail by pushing up the rail from below, the first rail holding portion and the second rail holding portion are held by the rail above the rail; 9. A load carrying device according to claim 8.

11. a motor that rotates the rail holding portion to release the rail holding portion from holding the rail so that a rail support portion that supports the rail does not come into contact with the rail holding portion when the luggage transport device travels on the rail; A luggage carrying device according to any one of claims 1 to 10.

12. 1. A control method for controlling a load carrying device, comprising: The luggage carrying device a main body; a rail holding portion that is held by a rail located on an upper portion of the main body portion; a rotating table installed between the main body and the rail holding portion and configured to rotate the main body; a first slider portion extending relative to the main body portion; a luggage holding portion attached to the first slider portion for holding luggage, The control method includes: a rotating step of rotating the main body with respect to the rotating table; and an extending step of extending the first slider portion relative to the main body portion after the rotating table has rotated the main body portion, the main body portion has a body having a first length in a first direction that is longer than a second length in a second direction that is perpendicular to the first direction, the first slider portion has the luggage holding portion disposed at one end of the first slider portion and a weight of a predetermined weight at the other end of the first slider portion, The rotating step rotates the main body so that a longitudinal direction of the body intersects substantially perpendicularly with a direction along the rail, The extending step extends the first slider portion forward and backward in the longitudinal direction of the body so as to ensure a balance between the weight of the luggage and the weight of the weight. Control method.

13. The rail holding portion is a first rail holding portion located on one side in the longitudinal direction of the body; a second rail holding portion located on the other side in the longitudinal direction of the body; a third rail holding portion located in a central portion between one side and the other side in the longitudinal direction of the body, a second slider portion disposed between the first rail holding portion and the main body portion and extending relative to the main body portion; a third slider portion is provided between the second rail holding portion and the main body portion and extends relative to the main body portion; The rotary table is provided between the third rail holding portion and the main body portion, The control method includes: In the rotating step, extending the second slider portion and the third slider portion to separate the first rail holding portion and the second rail holding portion from the rail, and then rotating the turntable. The control method according to claim 12.

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