Position restriction device, load receiving system, and method for moving cargo

Abstract

[Problem] To provide a position restriction device which is for a suspension member, and can improve the positional accuracy of a flight body with a simple mechanism. [Solution] The present disclosure is a position restriction device for a suspension member suspended from a flight body, the position restriction device comprising: a restriction member which restricts the movement of the position of the suspension member; and a guide section which guides the suspension member to at least a position where movement restriction can be implemented by the restriction member.

Description

Position limiting device, cargo receiving system, and cargo moving method

[0001] The present disclosure relates to a location limiting device, a cargo receiving system, and a method for moving cargo.

[0002] In recent years, delivery services using air vehicles such as drones and unmanned aerial vehicles (UAVs) (hereinafter collectively referred to as "air vehicles") have been put into practical use. Air vehicles equipped with multiple propellers, commonly called multicopters (hereinafter collectively referred to as multicopters), do not require runways for takeoff and landing like typical fixed-wing aircraft, and therefore can be operated on relatively small land areas, making them suitable for providing transportation services such as delivery.

[0003] In transportation by aircraft, when cargo is detached from the aircraft, a known method is for the aircraft to land at a port or the like, and then release the cargo on the spot and allow it to land, or for a person to remove the cargo.

[0004] However, it is known that the landing operation of an aircraft is more likely to make the aircraft unstable than the cruising operation, etc. Also, a person needs to approach and touch the aircraft to remove the luggage. In consideration of this situation, Patent Document 1 discloses a luggage delivery system using an aircraft in which the luggage is suspended from the aircraft and lowered, thereby enabling the luggage to be removed without the aircraft landing (see, for example, Patent Document 1).

[0005] U.S. Patent Application Publication No. 2020 / 0207474

[0006] Patent Document 1 discloses a cargo delivery system using an aircraft in which the aircraft and cargo are connected by a cable, the cable is let out toward the ground to lower the cargo, and a mechanism is provided to automatically release the cargo from the cable when the cargo reaches the ground.

[0007] When lowering cargo from an aircraft in the sky, it can be difficult to improve the cargo's positioning accuracy. For example, environmental wind or the aircraft's movement can cause the cargo suspended from the cable to sway or shift in position. Furthermore, when controlling the aircraft's position using GNSS, the positioning accuracy can change depending on the satellite acquisition status.

[0008] When cargo is separated from the mainland at a large port or on the ground, misalignment of the cargo is not a problem. However, when cargo is to be delivered to a small area or a compact port, improved cargo positioning accuracy is required.

[0009] Therefore, an object of the present disclosure is to provide a position limiting device for a suspended member that can improve the positional accuracy of an aircraft using a simple mechanism.

[0010] According to the present disclosure, it is possible to provide a position restriction device for a suspension member suspended from an aircraft, the position restriction device comprising: a restriction member that restricts the movement of the position of the suspension member; and a guide portion that guides the suspension member to at least a position where movement can be restricted by the restriction member.

[0011] Furthermore, according to the present disclosure, it is possible to provide a cargo receiving system comprising a cargo receiving device and an aircraft that delivers cargo, wherein the cargo receiving device has a limiting section, the aircraft has a restricted section, the limiting section is configured to be able to fix the restricted section, and when the limiting section fixes the restricted section, movement of the aircraft is restricted.

[0012] Furthermore, according to the present disclosure, a method for moving luggage can be provided in which luggage delivered by an aircraft is received by a luggage receiving device, the luggage receiving device having a limiting unit, the aircraft having a restricted unit that can be physically fixed by the limiting unit, the method including the steps of: the aircraft carrying the luggage hovering near the luggage receiving device; the limiting unit fixing the restricted unit to limit the movement of the aircraft; the aircraft detaching the luggage, which moves to the luggage receiving device; and the limiting unit releasing the fixation of the restricted unit.

[0013] According to the present disclosure, a position limiting device for a suspension member can be provided that can improve the positional accuracy of an aircraft.

[0014] 1 is a schematic side view of a position limiting device according to the present disclosure; FIG. 1 is a view of the position limiting device of FIG. 1 in use; FIG. 1 is a schematic top view of the position limiting device of FIG. 1; FIG. 2 is a schematic top view of the position limiting device of FIG. 4; FIG. 3 is a view of the position limiting device of FIG. 4 when limiting a position; FIG. 4 is an example of a shape of a position limiting device according to the present disclosure; FIG. 6 is a view of the position limiting device of FIG. 6 when limiting a position; FIG. 7 is another example of a shape of a position limiting device according to the present disclosure; FIG. 8 is another example of a shape of a position limiting device according to the present disclosure; FIG. 9 is another example of a shape of a position limiting device according to the present disclosure; FIG. 10 is a view of the position limiting device of FIG. 10 when limiting a position; FIG. 12 is a top view of the aircraft of FIG. 12; FIG. 13 is a functional block diagram of the aircraft of FIG. 1; FIG. 14 is a side view of an example configuration of a suspension member connected to the aircraft; FIG. 15 is a view of the suspension member of FIG. 15 when extended; FIG. 16 is another view of the suspension member of FIG. 15 when extended; FIG. 17 is a side view of an example configuration of a suspension member connected to the aircraft; FIG. 18 is a side view of an example configuration of a suspension member connected to the aircraft; FIG. 19 is a view of the suspension member of FIG. 19 when rotated. 23 is a side view showing an example configuration of a suspension member connected to an aircraft. FIG. 24 is a schematic side view of a position limiting device according to the present disclosure. FIG. 25 is a view of the position limiting device of FIG. 22 in use. FIG. 25 is a view of the position limiting device of FIG. 22 from above. FIG. 25 is a view of the position limiting device of FIG. 23 from above. FIG. 25 is a view of the position limiting device of FIG. 25 performing position restriction. FIG. 26 is a side view illustrating an example configuration of a position limiting device according to the present disclosure. FIG. 26 is a front view of the position limiting device of FIG. 27. FIG. 28 is a view of the position limiting device of FIG. 28 in operation. FIG. 26 is a side view illustrating an example configuration of a position limiting device according to the present disclosure. FIG. 30 is a view of the position limiting device of FIG. 30 in operation. FIG. 36 is a side view illustrating an example configuration of a position limiting device according to the present disclosure. FIG. 32 is a view of the aircraft of FIG. 32 when a payload is loaded. FIG. 32 is a view of the position limiting device of FIG. 32 releasing the aircraft. FIG. 32 is a view of the aircraft of FIG. 32 when the suspension member is wound up. FIG. 35 is a view of the position limiting device of FIG. 35 releasing the aircraft. FIG. 36 is a side view illustrating an example configuration of a position limiting device according to the present disclosure. FIG. 27 is a view of the position limiting device of FIG. 27 from above. 30 is a diagram of the position limiter of FIG. 28 when stored in a structure, a side view of an example configuration of a position limiter according to the present disclosure, and a top view of the position limiter of FIG.FIG. 47 is a diagram showing the position restriction device of FIG. 31 stored in a structure. FIG. 48 is a side view of the position restriction device according to the present disclosure releasing the flying object. FIG. 49 is a schematic side view of a cargo receiving system according to the present disclosure. FIG. 49 is another schematic side view of a cargo receiving system according to the present disclosure. FIG. 49 is another schematic side view of a cargo receiving system according to the present disclosure. FIG. 49 is a schematic top view of a cargo receiving device and a restricted portion according to the present disclosure. FIG. 49 is a diagram showing the cargo receiving system of FIG. 47 in use. FIG. 49 is a side view of an example of a flying object used in the cargo receiving system according to the present disclosure. FIG. 50 is a diagram showing the flying object shown in FIG. 50 moving forward. FIG. 51 is a diagram showing the flying object shown in FIG. 51 from above. FIG. 52 is a diagram showing the cargo receiving system of FIG. 52 in use. FIG. 53 is a schematic top view of a cargo receiving device and a restricted portion according to the present disclosure. FIG. 54 is a diagram showing the cargo receiving system of FIG. 54 in use. FIG. 55 is a diagram showing the cargo receiving system of FIG. 55 in use. FIG. 56 is a schematic top view of a cargo receiving device and a restricted portion according to the present disclosure. FIG. 57 is a diagram showing the cargo receiving system of FIG. 57 in use. FIG. 58 is a diagram showing the cargo receiving system of FIG. 58 in use. FIG. 59 is a schematic top view of a cargo receiving device and a restricted portion according to the present disclosure. FIG. 59 is a diagram showing the cargo receiving system of FIG. 58 in use. Figure 49 is a diagram of the cargo receiving system of Figure 46 in use. Figure 49 is a schematic side view of a cargo receiving system according to the present disclosure. Figure 49 is a diagram of the flying vehicle of Figure 49 when the winch is activated. Figure 49 is a diagram of the flying vehicle of Figure 49 when its movement is restricted by the cargo receiving device. Figure 49 is a diagram of the cargo receiving system of Figure 49 when it has completed delivery of the cargo. Figure 49 is a diagram of the cargo receiving system of Figure 49 when it has lowered the cargo. Figure 49 is a schematic side view of a cargo receiving system in which the cargo receiving device is connected to the roof of a building.

[0015] The contents of the embodiments of the present disclosure will be listed and explained. A position restriction device for a suspension member according to the embodiments of the present disclosure has the following configuration. (Item 1) A position restriction device for a suspension member suspended from an aircraft, comprising: a restriction member that restricts movement of the suspension member; and a guide unit that guides the suspension member to at least a position where movement can be restricted by the restriction member. (Item 2) The position restriction device according to item 1, further comprising a load receiving unit below the restriction member that receives a payload connected to the suspension member. (Item 3) The position restriction device according to either item 1 or 2, wherein the restriction member includes a member that grips the suspension member. (Item 4) The position restriction device according to any one of items 1 to 3, wherein the restriction member includes a roller unit that moves the suspension member by rotation. (Item 5) The position restriction device according to any one of items 1 to 4, wherein the restriction member includes a configuration that keeps the suspension member within a predetermined enclosed space. (Item 6) The position limiting device according to any one of items 1 to 5, wherein the limiting member is provided below the guide portion. (Item 7) The position limiting device according to any one of items 1 to 6, wherein the limiting member and the guide portion are movable at least in the horizontal direction. (Item 8) The position limiting device according to item 7, wherein the position limiting device is provided on a structure and is moved in the horizontal direction so that at least a portion of the position limiting device is hidden by the structure. (Item 9) The position limiting device according to any one of items 1 to 8, wherein the limiting member and the guide portion are movable at least in the vertical direction. (Item 10) The position limiting device according to item 9, wherein the position limiting device includes an arm portion and is movable at least in the vertical direction by operation of the arm portion. (Item 11) A cargo receiving system comprising a cargo receiving device and an aircraft that delivers cargo, wherein the cargo receiving device has a limiting section, and the aircraft has a restricted section, and the limiting section is configured to be able to fix the restricted section, and when the limiting section fixes the restricted section, movement of the aircraft is restricted.(Item 12) The cargo receiving system of item 11, wherein the cargo is detached by the flying object when the limiting part fixes the restricted part. (Item 13) The cargo receiving system of item 11 or 12, wherein the flying object comprises a propeller and a motor for rotating the propeller, and when the movement of the restricted part is restricted by the limiting part, the motor of the flying object does not stop rotating. (Item 14) The cargo receiving system of any of items 11 to 13, wherein the cargo is connected to the lower end of the restricted part. (Item 15) The cargo receiving system of any of items 11 to 14, wherein the restricted part is a string-like member. (Item 16) The cargo receiving system of item 15, wherein the flying object further comprises a winch for adjusting the hanging length of the restricted part. (Item 17) The cargo receiving system of any of items 11 to 14, wherein the restricted part is a rod-like member. (Item 18) The cargo receiving system according to any one of items 11 to 17, wherein the structure on which the cargo receiving device is installed is the roof of a building. (Item 19) The cargo receiving system according to any one of items 11 to 18, wherein the cargo receiving device further comprises an elevator that transports cargo received from the air vehicle. (Item 20) A method of moving cargo in which cargo delivered by an air vehicle is received by a cargo receiving device, wherein the cargo receiving device comprises a limiting unit, and the air vehicle comprises the restricted unit that can be physically fixed by the limiting unit, the method including the steps of: the air vehicle carrying the cargo hovering near the cargo receiving device; the limiting unit fixing the restricted unit to limit the movement of the air vehicle; the air vehicle detaching the cargo and moving the cargo to the cargo receiving device; and the limiting unit releasing the fixation of the restricted unit.

[0016] <Details of the embodiment according to the present disclosure> Hereinafter, a position limiting device according to an embodiment of the present disclosure will be described with reference to the drawings.

[0017] <Details of the First Embodiment>

[0018] The position limiting device 30 is equipped with a limiting member 32 that limits the amount of movement of a member such as a cable, wire, string, or rod suspended from the flying object 100 (hereinafter collectively referred to as the suspended member 10).

[0019] By restricting the amount and direction of movement of the suspension members 10 by the operation of the limiting members 32, even if wind blows or the position of the aircraft shifts, the movement of the suspension members 10 below the limiting position and the aircraft 100 and payload 11 connected to the suspension members is restricted, reducing the positional shift of each part, and for example, if the payload 11 is a package to be delivered, it becomes easy to detach the package and put it in a compact port or the like without the aircraft having to land. Also, when the aircraft lands, the descent and landing operations are performed with the range of movement restricted, so it is expected that the safety of the surrounding area can be ensured even if the aircraft becomes unstable.

[0020] The components of the position limiting device 30, including the guide portion 31 and the limiting member 32, are preferably made of a material with strength and rigidity, such as metal, resin, or FRP, that can withstand the tension caused by the movement of the aircraft 100. Furthermore, the components may be provided with a load capacity that exceeds the total weight of the aircraft to prevent the aircraft 100 from separating or crashing if the aircraft 100 goes out of control or becomes unable to fly.

[0021] As illustrated in Figures 1-5, the position limiting device 30 desirably includes a guide portion 31 that guides the suspended member 10 so that it can easily enter a position where it can be restricted by the restricting member 32. Furthermore, an enclosed space 33 that is at least partially surrounded by the guide portion 31 and has an open portion through which the suspended member 10 can enter can also be used as a space for retaining the suspended member 10 by the operation of the restricting member 32. Note that the configuration of the restricting member 32 may be combined with a configuration that restricts movement of the suspended member 10 by directly gripping it, as described below, or may roughly restrict movement by a first step in which a first limiting member operates to retain the suspended member 10 within the enclosed space 33 as illustrated in Figures 4 and 5, and more precisely restrict movement by a second step in which a second limiting member, described below, restricts movement by directly gripping it, as described below.

[0022] For example, as illustrated in Figures 4 and 5, movement in the X and Y directions can be restricted by using the limiting member 32 as a movable member, such as by bending it, to block the entrance. Furthermore, as illustrated in Figures 6-8, movement in the X and Y directions can be further restricted by narrowing the movable range of the suspension member 10. The limiting member 32 shown in Figures 6 and 7 is ring-shaped, and when the suspension member 10 enters a predetermined position, the latch rotates to restrict the position of the suspension member 10. The limiting member 32 shown in Figure 8 is stored with its tip facing the +Y direction when not in use, and when the suspension member 10 enters a predetermined position, it rotates inward, restricting the position of the suspension member 10. Furthermore, when the limiting member 32 grips the suspension member 10 as shown in Figures 9-11, movement in all directions, X, Y, and Z, can be restricted.

[0023] In the position limiting device 30 illustrated in FIG. 9 , the limiting member 32 may simply be a gripping portion that grips the suspended member 10. Alternatively, it may be, for example, a roller portion of a hoist. After the suspended member 10 enters, the roller portion rotates about a rotation axis 34, allowing the suspended member 10 to descend. Furthermore, reversing the direction of rotation allows the suspended member 10 to ascend. In the position limiting device 30 illustrated in FIGS. 10 and 11 , when the suspended member 10 is positioned within a predetermined range (here, the range assumed to be affected by the rotation of the roller portion rotated to the position illustrated in FIG. 11 ), the guide portion 31 and the limiting member 32 rotate, clamping the suspended member 10, and then the roller portion rotates, allowing the suspended member 10 to ascend or descend. Note that the limiting member 32 only needs to have the effect of limiting the amount of movement of the suspended member 10, and the method of limitation is not limited to the above example.

[0024] When the position limiting device 30 includes a roller portion of a hoist as the limiting member 32, when the hoist 14 of the aircraft 100 reels in or out the suspension member 10 in accordance with the rotation direction and speed of the roller portion, the Z-direction positions of the suspension member 10 and the payload 11 change without causing a change in the Z-direction position of the aircraft. If the roller portion of the hoist of the position limiting device 30 rotates but the hoist 14 of the aircraft 100 does not operate, the Z-direction position of the aircraft 100 changes. By controlling the method and timing of the operation of the hoist of the position limiting device 30 and the hoist 14 of the aircraft 100, it is possible to control the amount of movement and speed in the Z direction of the aircraft 100 and the payload 11.

[0025] The limiting member 32 may be equipped with a sensor (for example, an optical sensor, a pressure sensor, an infrared sensor, etc.) that detects that the suspension member 10 has entered a predetermined position, or a physical trigger (a cable, a wire, a latch, etc.). The limiting member 32 may also be operated based on information input to the sensor. For example, when a sensor detects that the suspension member 10 shown in FIG. 6 has moved to the position shown in FIG. 7, the limiting member 32 is operated to limit the position of the suspension member 10.

[0026] 1 to 5, a position limiting device 30 according to an embodiment of the present disclosure can be used in combination with an aircraft 100. In the following description, a multicopter is used as an example of an aircraft to be used in combination with the position limiting device 30 according to an embodiment of the present disclosure, but this does not limit the shape or operation of the aircraft in implementing the present disclosure. It goes without saying that the position limiting device 30 can also be used in combination with fixed-wing aircraft, VTOL aircraft, helicopters, etc.

[0027] The aircraft 100 takes off from a takeoff point and flies to a destination. For example, when the aircraft is making a delivery, the aircraft reaches the destination and lands at a port or the like or detaches the cargo, thereby completing the delivery. After detaching the cargo, the aircraft 100 travels to another destination.

[0028] As shown in Figures 12 and 13, an aircraft 100 according to an embodiment of the present disclosure has a flight section that includes at least a main body, a plurality of rotor sections consisting of propellers 110 and motors 111, a motor mount and frame 120 that support the rotor sections, and other elements for flight, and it is desirable that the aircraft be equipped with energy (e.g., secondary batteries, fuel cells, fossil fuels, etc.) to operate these components.

[0029] Note that the illustrated flying vehicle 100 is depicted in a simplified manner to facilitate explanation of the structure of the present disclosure, and detailed configurations of, for example, the control unit, etc. are not shown.

[0030] The forward direction of the flying object 100 is the direction of arrow D in the figure (-Y direction) (details will be described later).

[0031] In the following description, terms may be used according to the following definitions: forward / backward direction: +Y direction and -Y direction, up / down direction (or vertical direction): +Z direction and -Z direction, left / right direction (or horizontal direction): +X direction and -X direction, forward direction (forward): -Y direction, backward direction (rearward): +Y direction, upward direction (upward): +Z direction, downward direction (downward): -Z direction

[0032] The propeller 110 rotates by receiving output from the motor 111. The rotation of the propeller 110 generates a thrust force for causing the flying object 100 to take off from a departure point, move, and land at a destination. The propeller 110 can rotate clockwise, stop, and rotate counterclockwise.

[0033] The propeller 110 of the aircraft of the present disclosure has one or more blades. The number of blades (rotors) can be any number (e.g., 1, 2, 3, 4, or more blades). The blades can have any shape, such as flat, curved, twisted, tapered, or a combination thereof. The blade shape can be varied (e.g., retractable, foldable, or bent). The blades can be symmetrical (having identical upper and lower surfaces) or asymmetrical (having upper and lower surfaces with different shapes). The blades can be formed into airfoils, wings, or any other geometric shape suitable for generating aerodynamic forces (e.g., lift, thrust) as the blade moves through the air. The blade geometry can be selected to optimize the blade's aerodynamic characteristics, such as increasing lift and thrust and reducing drag.

[0034] Furthermore, the propellers equipped on the aircraft of the present disclosure may be fixed pitch, variable pitch, or a combination of fixed pitch and variable pitch, but are not limited to these.

[0035] The motor 111 generates the rotation of the propeller 110; for example, the drive unit may include an electric motor or an engine. The blades may be driven by the motor and rotate around the motor's rotation axis (e.g., the motor's longitudinal axis).

[0036] The blades can all rotate in the same direction, or they can rotate independently. Some blades rotate in one direction and others in the other. The blades can all rotate at the same rotation speed, or they can each rotate at a different rotation speed. The rotation speed can be determined automatically or manually based on the dimensions of the moving object (e.g., size, weight) and the control state (speed, direction of movement, etc.).

[0037] The flying object 100 determines the rotation speed of each motor and the flight angle according to wind speed and direction using the flight controller 1001, ESC 112, transmitter / receiver (radio transmitter) 1006, etc. This allows the flying object to move by ascending and descending, accelerating and decelerating, and changing direction.

[0038] The flying object 100 can fly autonomously according to routes and rules set in advance or during flight, or can fly by maneuvering using a transmitter / receiver (radio transmitter) 1006.

[0039] The above-described aircraft 100 has the functional blocks shown in FIG. 14 . Note that the functional blocks in FIG. 14 are an example of a minimum reference configuration. The flight controller 1001 is a so-called processing unit. The processing unit may have one or more processors, such as a programmable processor (e.g., a central processing unit (CPU)). The processing unit has and can access memory (not shown). The memory stores logic, code, and / or program instructions that the processing unit can execute to perform one or more steps. The memory may include, for example, a separable medium such as an SD card or random access memory (RAM), or an external storage device. Data acquired from the sensors 1002 may be directly transmitted to and stored in the memory. For example, still and video data captured by a camera or the like may be recorded in an internal or external memory.

[0040] The processing unit includes a control module configured to control the state of the rotorcraft. For example, the control module may have six degrees of freedom (translational x, y, and z, and rotational θ ｘ , θ ｙ and θ ｚ The control module controls the propulsion mechanisms (e.g., motors) of the rotorcraft to adjust the spatial orientation, speed, and / or acceleration of the rotorcraft. The control module can control one or more of the onboard and sensor states.

[0041] The processing unit can communicate with a transceiver 1005 configured to transmit and / or receive data from one or more external devices (e.g., a terminal, a display device, or other remote controller). The transceiver 1006 can use any suitable communication means, such as wired or wireless communication. For example, the transceiver 1005 can utilize one or more of a local area network (LAN), a wide area network (WAN), infrared, wireless, WiFi, a point-to-point (P2P) network, a telecommunications network, cloud communication, etc. The transceiver 1005 can transmit and / or receive one or more of data acquired by the sensors 1002, processing results generated by the processing unit, predetermined control data, user commands from a terminal or remote controller, etc.

[0042] The sensors 1002 according to this embodiment may include inertial sensors (acceleration sensors, gyro sensors), GPS sensors, proximity sensors (e.g., lidar), or vision / image sensors (e.g., cameras).

[0043] The plane of rotation of the propeller 110 provided on the flying object 100 according to the embodiment of the present disclosure is tilted forward in the direction of travel when the flying object 100 is traveling. The forward-tilted plane of rotation of the propeller 110 generates upward lift and thrust in the direction of travel, thereby propelling the flying object 100 forward.

[0044] The flying body 100 may have a flying section that includes a motor, propeller, frame, etc., and generates lift and thrust, and a main body that can house a processing unit, battery, etc. to be mounted on the flying section. The main body can optimize the shape of the flying body 100 in its cruising attitude, which is expected to be maintained for a long time while the flying body 100 is moving, and improve its flight speed, thereby efficiently shortening flight time.

[0045] The main body preferably has an outer shell strong enough to withstand flight and takeoff and landing. For example, plastic, FRP, etc. are suitable materials for the outer shell because they are rigid and waterproof. These materials may be the same as or different from the frame 120 (including the arms) included in the flight section.

[0046] Furthermore, the motor mount, frame 120, and main body of the flying section may be constructed by connecting the individual components, or may be molded as a single unit using a monocoque structure or integral molding (for example, the motor mount and frame 120 may be molded as a single unit, or the motor mount, frame 120, and main body may all be molded as a single unit, etc.). By integrating the components, it is possible to smooth the joints between the components, which is expected to reduce drag and improve fuel efficiency in flying bodies such as blended wing bodies and lifting bodies.

[0047] The shape of the aircraft 100 may be directional. For example, the shape may be a streamlined body that reduces drag when the aircraft 100 is cruising in a windless environment, or may be a shape that improves flight efficiency when the nose of the aircraft faces the wind.

[0048] 15 to 18, the suspension member 10 connected to the aircraft 100 may have attached to it an end portion thereof different from the end portion connected to the aircraft 100 a load 11 including a cargo to be transported, a case for containing the cargo, a camera or sound collection device for taking pictures or inspecting, sensors, a granular scattering device, a liquid spraying device, an inspection device, an operating unit for performing a predetermined task, etc. Also, the suspension member 10 and the load 11 may be connected in a manner that allows the connection to be automatically or manually released.

[0049] If the suspension member 10 is made of a material that can be easily wound onto a spool, such as a cable, wire, chain, or string, it can be unwound or wound up using a winch, hoist, or other such winch 14, as illustrated in Figures 15-18. If the suspension member 10 is made of a material that is difficult to wind onto a spool, such as a rod, as illustrated in Figure 19, the size and weight will increase significantly compared to a cable of the same length. However, because there is less flex than with a cable, the suspension member 10 is expected to sway less in the wind.

[0050] As illustrated in Figures 19 and 20, the aircraft 100 and the suspension member 10 may be connected via a pivot 12 so as to be independently displaceable. In particular, if the suspension member 10, such as a rod with little flex, is connected to the aircraft in a non-displaceable manner, the lower part of the suspension member 10 may swing significantly due to the swing of the aircraft. By connecting the suspension member so as to be independently displaceable, the suspension member maintains a predetermined posture regardless of the inclination of the aircraft, making it easier to enter the position limiting device and maintaining the posture of the connected payload. For example, if a pivot 12 that rotates in the pitch direction is provided, it is possible to cancel the forward tilt posture when the aircraft moves forward. If the suspension member 10 is made of a flexible material such as a cable, the pivot may not be necessary because the suspension member will bend due to gravity when it comes into contact with any component of the aircraft.

[0051] Furthermore, the mounted object 11 connected to the suspension member 10 may be equipped with a suspension movement means 13 (for example, a propeller or an air blowing device). The suspension member 10 and the mounted object 11 can move independently of the operation of the flying object 100 by the suspension movement means 13. The suspension movement means 13 may be provided only on one side of the mounted object 11, but is not limited to this, and may be provided in at least two directions (for example, in FIG. 21 , a suspension movement means 13 may be provided on the front side of the page, and the propulsion directions of the multiple suspension movement means 13 may be arranged with a 90 degree difference) so as to be freely movable in the X and Y directions.

[0052] Methods for storing the suspension member 10 in the enclosed space 33 include a method in which the suspension member 10 moves and enters by the aircraft 100 moving in a plane or the payload 11 connected to the suspension member 10 moving in a plane, as exemplified in Figures 1 and 2, and a method in which at least a part of the position limiting device 30 approaches the suspension member 10 and stores it in the enclosed space 33, as exemplified in Figures 22 to 26.

[0053] When the method of moving the position limiting device 30 closer to the suspension member 10 is used, the position limiting device 30 is provided with a structure such as a robot arm or a rail system that can move the guide unit 31 and the limiting member 32 in at least one of the X, Y, and Z directions. This allows the flying object 100 connected to the suspension member 10 to be subject to positional restrictions by hovering within a predetermined range.

[0054] After the suspended member 10 enters the enclosed space 33, the movement of the suspended member 10 is restricted by the restricting member 32. There are several methods for restricting the movement, for example, as shown in Figures 6 to 8 above, in which the restricting member 32 is a movable member and blocks the open portion, or as shown in Figures 9 to 11, in which the restricting member 32 is a gripping device or a hoist and is fixed. Figures 27 to 31 show a specific example in which the restricting member 32 is a hoist or a gripping device and unloads the load onto the load receiving section 40.

[0055] When the limiting member 32 has the function of gripping or fixing and moving the suspension member 10, such as when it is configured as an integrated hoist and gripping unit as illustrated in FIGS. 9-11, when it is configured as a separate hoist as illustrated in FIGS. 27-29, or when it is configured as an arm with a gripping unit as illustrated in FIGS. 30 and 32, it becomes possible to move the suspension member 10 to any position regardless of the movement of the aircraft 100 or the payload 11. For example, when a delivery package is connected to the suspension member 10, if the gripped position of the suspension member is not suitable for unloading from the package receiving unit 40, the position limiting device 30 can change the height (Z direction) or horizontal (XY direction) position of the delivery package by hoisting it with the hoist (hoist) or by bending the arm, etc., to a height suitable for detaching the delivery package. This eliminates the need for position adjustments using equipment connected to the aircraft 100.

[0056] When the limiting member 32 is configured to grip the suspension member 10 (e.g., a winch, a clamp, a magnet, etc.), the position limiting device 30 can be used to tether the aircraft 100. Furthermore, the hoist 14 can be used to limit the amount of planar movement of the aircraft 100 while it ascends and descends. This allows the aircraft 100 to be tethered at a position higher than a predetermined altitude, preventing unintended planar movement or runaway of the aircraft 100 while it descends or lands. Conversely, if the aircraft 100 is tethered at a low altitude, it can be raised to a predetermined height and then released, preventing planar movement or runaway of the aircraft 100 until it reaches the predetermined height.

[0057] 32 and 33, cargo or the like may be loaded onto the aircraft 100 by connecting a payload 11 to the suspension member 10 of the aircraft 100 whose movement is restricted by the position restriction device 30. In this case, if the aircraft does not approach the person making the connection or their vicinity (for example, if the aircraft is located near the roof of a building and the attachment / detachment of the payload is carried out on a lower floor, the possibility of contact between the aircraft 100 and the person or structure 200 is reduced.

[0058] The flying body 100, whose movement has been restricted by the position restriction device 30, may be released with the suspension member 10 extended downward as shown in Figure 34 and begin to move, or may be released with the suspension member 10 shortened to a predetermined height as shown in Figures 35 and 36.

[0059] In order for the position limiting device 30 to move the suspension member 10 and the payload 11 connected to the suspension member 10, the position limiting device 30 may be equipped with, in addition to a hoist, an arm, etc., a sensor for recognizing the position of the object, etc., and a processing device for acquiring the amount of movement, etc., thereby improving the accuracy of position control when moving the payload 11 or the aircraft 100 to a predetermined position.

[0060] When position limiting device 30 is not in use, the position limiting device including the guide portion may be partially or completely folded or stored in a structure such as a building, as illustrated in Figures 37-42. For example, when stored under a roof or inside a structure that protects it from exposure to wind, rain, etc., deterioration or damage to the position limiting device can be prevented.

[0061] 43 , when the position limiting device 30 releases the suspended member 10, the position of the flying object 100 may be in a state where it is positioned approximately directly above the position limiting device 30, as in position [A], or the release may be performed in a state where the flying object 100 has moved horizontally, as in position [B]. Furthermore, the method of release by the position limiting device 30 may involve not only releasing the grip on the suspended member 10, but also providing a device that, simultaneously with the release, strikes or pushes the suspended member 10 outward from the position limiting device 30, thereby assisting in moving the suspended member 10 away from the position limiting device 30.

[0062] In recent years, various types of aircraft have been considered for use in industries other than home delivery (e.g., inspection, investigation, photography, surveillance, agriculture, disaster prevention, etc.). Depending on the operating environment, it may be difficult to provide landing space for the aircraft. For example, when inspecting a bridge at a high altitude, there are cases where the aircraft is far from the ground or cannot approach the bridge due to a river or sea. In such cases, the aircraft can be used as temporary takeoff and landing equipment by mooring or grasping the aircraft using a position limiting device 30 connected to the bridge.

[0063] The position limiting device 30 may be provided in a moving body (such as a vehicle, a ship, a train, or an aircraft). The moving body may be limited to a predetermined range of movement, or may have no movement restrictions. <Details of the Second Embodiment>

[0064] Next, a second embodiment of the present disclosure will be described. As illustrated in Figures 44 to 46, the package delivery method and package receiving system according to this embodiment comprises one or more package receiving devices 50 and one or more air vehicles 100. A single package receiving device 50 may be configured to allow a plurality of different air vehicles 100 to deliver package 60 to and from the device, or may be configured to allow delivery of package 60 only to and from a specific air vehicle 100.

[0065] The cargo receiving device 50 includes a limiting unit 52 that can limit the movement range of the flying object 100 or the cargo 60, and a cargo receiving unit 51 that receives cargo that is detached from the flying object. The flying object 100 is an flying object that can take off, land, and fly with at least the cargo 60 connected, and includes a restricted unit 70 that can limit the movement range of the cargo by the cargo receiving device 50. The cargo 60 can be transported to the flying object 100 by being connected to the restricted unit 70.

[0066] The aircraft 100 with the cargo 60 connected thereto takes off from a takeoff point and delivers the cargo 60 to the destination. Upon reaching the destination, the aircraft 100 detaches the cargo 60 and hands it over to the cargo receiving device 50, thereby completing the delivery. The delivery of the cargo 60 by the aircraft 100 may be performed, for example, by suspending the cargo 60 from the lower part of the aircraft 100, as shown in the figure. For example, the cargo 60 is connected to the lower end of a restricted part 70 suspended from the aircraft 100, and the restricted part 70 and the cargo 60 are detachable by known means. The cargo 60 can be detached from the aircraft 100 by such detachment means 61. After detaching the cargo 60, the aircraft 100 moves to another destination (e.g., a destination for another cargo, a logistics center, a warehouse, etc.). When transferring cargo, it is desirable that the aircraft 100 does not land, and that its flight altitude be maintained at a distance that does not cause ground effects due to its position relative to the ground or the cargo receiving device 50 (for example, a distance between the cargo receiving device 50 and the aircraft 100 that is greater than the rotational diameter of the propeller 110).

[0067] The detaching means 61 is a mechanism configured to detach the restricted portion 70 from the luggage 60. Specific examples of mechanisms that the detaching means 61 may include will be described with reference to the drawings. The detaching means 61 shown in FIG. 21 is a cylindrical coupling mechanism. A pair of coupling mechanisms connected to the restricted portion 70 and the luggage 60, respectively, connects and detaches them by rotation by a motor or the like, manual operation, or changes in gravity acting on the coupling mechanism. The detaching means 61 shown in FIG. 45 is composed of a plate-shaped member, a rod-shaped member, or the like, on which the luggage 60 is placed and which supports the bottom side of the luggage 60. When detaching the luggage 60, the plate-shaped member or the rod-shaped member is rotated or slid to reduce the portion supporting the luggage 60, allowing the luggage 60 to fall downward. In addition, the detaching means 61 shown in Figures 59 to 63 can connect the luggage 60 by clamping it from two directions, and can also detach the luggage 60 by weakening the clamping force on the luggage 60.

[0068] Because the flying object 100 does not land on the cargo receiving device 50, etc., cargo can be handed over without temporarily stopping the rotation of the motor 111 and propeller 110. This reduces the energy used to start the motor during takeoff and the probability of a malfunction. Furthermore, by restricting the movement of the flying object 100 to a position where ground effect does not occur, the distance over which the cargo can be suspended can be reduced while keeping the flying object 100 stable. This is expected to prevent the cargo 60 from swinging and improve the positioning accuracy when the cargo 60 is handed over.

[0069] An example of the operation of delivering a package to the package receiving device 50 will be described with reference to Figures 46-48. First, the aircraft 100 carrying the package 60 flies to a predetermined position near the package receiving device 50. Next, the limiting unit 52 limits the movement range of the restricted portion 70 of the aircraft 100. As illustrated in Figure 47, the limiting unit 52 may be provided with a guide unit 31 that assists the entry of the restricted portion 70. Also, for example, as illustrated in Figures 47 and 48, the limiting unit 52 may be provided with a ring-shaped latch. Also, as illustrated in Figures 47 and 48, the restricted portion 70 may be a string-shaped member or a rod-shaped member. The limiting unit 52 may operate to surround a portion of the restricted portion 70. When the restricted portion 70 enters the predetermined position of the limiting unit 52, the ring-shaped latch rotates, fixing the restricted portion 70 and restricting the position of the aircraft 100.

[0070] The flying object 100 detaches the cargo while being restricted in movement by the cargo receiving device 50. After the cargo 60 is handed over from the flying object 100 to the cargo receiving unit 51, the restricting unit 52 removes the restriction on the restricted unit 70, thereby releasing the flying object 100 and allowing it to move freely.

[0071] The flying object 100 used in the embodiment of the present disclosure is any flying object (e.g., a multicopter, a helicopter, a fixed-wing aircraft, etc.) In the description of the present embodiment, a case where a multicopter having multiple rotors is used will be described.

[0072] As shown in Figure 44, in order to fly, the aircraft 100 has a flying section that includes at least multiple rotating wing sections consisting of propellers 110 and motors 111, as well as elements such as a motor mount and frame 120 that support the rotating wing sections, and it is desirable that the aircraft 100 be equipped with energy (e.g., secondary batteries, fuel cells, fossil fuels, etc.) to operate these sections.

[0073] Note that the illustrated flying vehicle 100 is depicted in a simplified manner to facilitate explanation of the structure of the present disclosure, and detailed configurations of, for example, the control unit, etc. are not shown.

[0074] The forward direction of the flying object 100 is the direction of arrow D in the figure (-Y direction) (details will be described later).

[0075] In the following description, terms may be used according to the following definitions: forward / backward direction: +Y direction and -Y direction, up / down direction (or vertical direction): +Z direction and -Z direction, left / right direction (or horizontal direction): +X direction and -X direction, forward direction (forward): -Y direction, backward direction (rearward): +Y direction, upward direction (upward): +Z direction, downward direction (downward): -Z direction

[0076] The propeller 110 rotates by receiving output from the motor 111. The rotation of the propeller 110 generates a thrust force for causing the flying object 100 to take off from a departure point, move, and land at a destination. The propeller 110 can rotate clockwise, stop, and rotate counterclockwise.

[0077] The propeller 110 of the aircraft of the present disclosure has one or more blades. The number of blades (rotors) can be any number (e.g., 1, 2, 3, 4, or more blades). The blades can have any shape, such as flat, curved, twisted, tapered, or a combination thereof. The blade shape can be varied (e.g., retractable, foldable, or bent). The blades can be symmetrical (having identical upper and lower surfaces) or asymmetrical (having upper and lower surfaces with different shapes). The blades can be formed into airfoils, wings, or any other geometric shape suitable for generating aerodynamic forces (e.g., lift, thrust) as the blade moves through the air. The blade geometry can be selected to optimize the blade's aerodynamic characteristics, such as increasing lift and thrust and reducing drag.

[0078] Furthermore, the propellers provided on the aircraft 100 of the present disclosure may be fixed pitch, variable pitch, or a combination of fixed pitch and variable pitch, but are not limited to these.

[0079] The motor 111 generates the rotation of the propeller 110; for example, the drive unit may include an electric motor or an engine. The blades may be driven by the motor and rotate around the motor's rotation axis (e.g., the motor's longitudinal axis).

[0080] The blades can all rotate in the same direction, or they can rotate independently. Some blades rotate in one direction and others in the other. The blades can all rotate at the same rotation speed, or they can each rotate at a different rotation speed. The rotation speed can be determined automatically or manually based on the dimensions of the moving object (e.g., size, weight) and the control state (speed, direction of movement, etc.).

[0081] The flying object 100 determines the rotation speed of each motor and the flight angle according to wind speed and direction using the flight controller 1001, ESC 112, transmitter / receiver (radio transmitter) 1006, etc. This allows the flying object to move by ascending and descending, accelerating and decelerating, and changing direction.

[0082] The flying object 100 can fly autonomously according to routes and rules set in advance or during flight, or can fly by maneuvering using a transmitter / receiver (radio transmitter) 1006.

[0083] The above-described aircraft 100 has the functional blocks shown in FIG. 14 . Note that the functional blocks in FIG. 14 are an example of a minimum reference configuration. The flight controller 1001 is a so-called processing unit. The processing unit may have one or more processors, such as a programmable processor (e.g., a central processing unit (CPU)). The processing unit has and can access memory (not shown). The memory stores logic, code, and / or program instructions that the processing unit can execute to perform one or more steps. The memory may include, for example, a separable medium such as an SD card or random access memory (RAM), or an external storage device. Data acquired from the sensors 1002 may be directly transmitted to and stored in the memory. For example, still and video data captured by a camera or the like may be recorded in an internal or external memory.

[0084] The processing unit includes a control module configured to control the state of the rotorcraft. For example, the control module may have six degrees of freedom (translational x, y, and z, and rotational θ ｘ , θ ｙ and θ ｚ The control module controls the propulsion mechanisms (e.g., motors) of the rotorcraft to adjust the spatial orientation, speed, and / or acceleration of the rotorcraft. The control module can control one or more of the onboard components, the state of sensors, etc.

[0085] The processing unit can communicate with a transceiver 1005 configured to transmit and / or receive data from one or more external devices (e.g., a terminal, a display device, or other remote controller). The transceiver 1006 can use any suitable communication means, such as wired or wireless communication. For example, the transceiver 1005 can utilize one or more of a local area network (LAN), a wide area network (WAN), infrared, wireless, WiFi, a point-to-point (P2P) network, a telecommunications network, cloud communication, etc. The transceiver 1005 can transmit and / or receive one or more of data acquired by the sensors 1002, processing results generated by the processing unit, predetermined control data, user commands from a terminal or remote controller, etc.

[0086] The sensors 1002 according to this embodiment may include inertial sensors (acceleration sensors, gyro sensors), GPS sensors, proximity sensors (e.g., lidar), or vision / image sensors (e.g., cameras).

[0087] The plane of rotation of the propeller 110 provided on the flying object 100 according to the embodiment of the present disclosure is tilted forward in the direction of travel when the flying object 100 is traveling. The forward-tilted plane of rotation of the propeller 110 generates upward lift and thrust in the direction of travel, thereby propelling the flying object 100 forward.

[0088] The flying body 100 may have a flying section that includes a motor, propeller, frame, etc., and generates lift and thrust, and a main body that can house a processing unit, battery, etc. to be mounted on the flying section. The main body can optimize the shape of the flying body 100 in its cruising attitude, which is expected to be maintained for a long time while the flying body 100 is moving, and improve its flight speed, thereby efficiently shortening flight time.

[0089] The main body preferably has an outer shell strong enough to withstand flight, takeoff, and landing. For example, plastic, FRP, etc. are suitable materials for the outer shell because they are rigid and waterproof. These materials may be the same as or different from the frame 120 (including the arms) included in the flight section.

[0090] Furthermore, the motor mount, frame 120, and main body of the flying section may be constructed by connecting the individual components, or may be molded as a single unit using a monocoque structure or integral molding (for example, the motor mount and frame 120 may be molded as a single unit, or the motor mount, frame 120, and main body may all be molded as a single unit, etc.). By integrating the components, it is possible to smooth the joints between the components, which is expected to reduce drag and improve fuel efficiency, as is the case with flying bodies such as blended wing bodies and lifting bodies.

[0091] The shape of the aircraft 100 may be directional, as exemplified in Figures 49 and 50. For example, the shape may be such that the aircraft 100 has a streamlined body that reduces drag when cruising in calm conditions, or a shape that improves flight efficiency when the nose of the aircraft faces the wind.

[0092] The flying object 100 is provided with a restricted portion 70 whose movement range can be restricted by a restricting portion provided in the cargo receiving device 50. The restricted portion 70 may be a dedicated member for the purpose of restricting the movement range, or may be the landing gear of the flying object 100. The restricted portion 70 may also have other functions, such as holding cargo while the flying object 100 is flying.

[0093] The member used for the restricted portion 70 may be, for example, a long member such as a rod-shaped member or a string-shaped member, as shown in Figures 45 and 46. When the member is long, the range of the restricted portion 70 that can be restricted by the restricting portion 52 is wider in the vertical direction, making it easier for the restricted portion 70 to restrict the movement of the flying object 100. When the restricted portion 70 is large, restricted movement is easier, but this may lead to an increase in drag during flight. For this reason, it is preferable that the restricted portion 70 be configured to be, for example, extendable or foldable.

[0094] Furthermore, if the limiting portion 52 and the restricted portion 70 have sufficient strength and rigidity to support the aircraft 100, it will be possible to maintain the posture of the aircraft 100 even if, for example, the rotation of the propeller 110 is slowed down or stopped.

[0095] Furthermore, one method of restricting the movement range of the flying object 100 is for the limiting unit 52 to grip or press down on the restricted unit 70. Because the limiting unit 52 and the restricted unit 70 are temporarily fixed together, movement can be restricted more reliably. For example, as shown in FIGS. 52 to 55 , one method is to clamp and fix the restricted unit 70 by moving the limiting unit 52 like a clamp, or as shown in FIGS. 56 to 58 , one method is to fix the restricted unit 70 with the limiting unit 52 using a joint part 71 a provided on the paired limiting unit 52 and a joint part 71 b provided on the paired restricted unit 70.

[0096] When using the retainer form, with the restricted portion 70 positioned in a predetermined space, the limiting portion 52 performs an action to narrow the space, pressing and fixing the restricted portion 70. Then, the limiting portion 52 opens and performs an action to widen the space again, thereby releasing the restricted portion 70. The limiting portion 52 shown in Figures 52 and 53 has two parts that each rotate, sandwiching the restricted portion 70 and restricting its position. Furthermore, the limiting portion 52 shown in Figures 54 and 55 has one part that slides, pressing the restricted portion 70 against the other part. This restricts the position.

[0097] Furthermore, when the joint parts 71 are used, joint parts 71a and 71b are provided corresponding to the limiting portion 52 and the restricted portion 70, respectively. The joint parts 71 can be engaged with or disengaged from each other to restrict the movement of the flying object 100 or release the fixed state of the flying object 100.

[0098] In this case, it is desirable that a part of a size that prevents the restricting part 52 from passing through is connected to the restricted part 70 on the side opposite to the side connected to the flying object 100. For example, if the restricted part 70, which is a string-like member, is connected to the luggage 60, it is expected that the effect of preventing the restricted part 70 from slipping off the restricting part 52 can be achieved when the restricting part 52 secures the flying object 100 and the luggage 60.

[0099] 47 and 52, the restricting section 52 may include a guide section 31 that assists the restricted section 70 in entering the restricted section 70. By using the guide section 31, it becomes possible to more easily control the position of the flying object 100.

[0100] When the restricted portion 70 is a string-like member, one end of the string may be connected to a winch 14 provided on the flying object 100 to reel in or reel in the restricted portion, as illustrated in Figures 59 and 60. By making the length of reeling out of the restricted portion 70 adjustable, it is possible to restrict the movement of the flying object 100 while maintaining a high hovering position, and when cargo 60 is connected to the restricted portion 70, it is possible to raise or lower the cargo.

[0101] The goods receiving device 50 may be provided connected to a structure 200. The structure 200 may be, for example, a base made for installing the goods receiving device, or may be the roof of a building as exemplified in Figures 64 and 65, a mobile object (vehicle, ship, etc.) 300, or a device such as a utility pole, street light, or traffic light. In other words, the structure 200 only needs to have the strength necessary for the operation of the goods receiving system.

[0102] Depending on the configuration of the structure to which the goods receiving device 50 is connected, the goods receiving device 50 may also function as a goods receiving unit 51 that places or grips goods 60. For example, when connected to an autonomous transport robot (AGV, AMR), which is a moving body, if the moving body 300 has a function equivalent to the goods receiving unit 51 that grips and moves goods, the goods receiving device may be configured not to have a goods receiving unit.

[0103] Furthermore, when the cargo receiving device 50 is installed on the roof of a building as shown in FIG. 64, unlike when it is installed on other structures, it becomes easier to bring cargo into the living space.

[0104] Furthermore, when restricting the movement of the aircraft 100 by grasping or pressing the restricted portion 70, the restricting portion 52 may be made of a material with a high coefficient of friction, such as rubber or silicone, in order to improve the grip strength with the restricted portion 70.

[0105] 59-63, the cargo receiving unit 51 of the cargo receiving device 50 may have a surface on which the cargo 60 can be stably placed or a mechanism capable of gripping the cargo 60. Furthermore, the cargo receiving unit 51 may be provided with an adjustment means for adjusting the placement position of the cargo 60 to an optimal position, or a moving means 55 (e.g., an elevator, conveyor, etc.) for moving the placed cargo. Even when the cargo receiving device 50 is installed outdoors or in a place away from human habitation, by using the moving means 55, more places can be set up for people to receive the cargo than indoors, for example.

[0106] Furthermore, if the cargo receiving unit 51 is configured to be able to grasp the cargo 60, for example, by using an arm with a rotating shaft, the cargo receiving unit 51 can move and receive the cargo even if the cargo 60 is connected to the center or upper side of the flying body 100. This increases the degree of freedom in the connection position of the cargo 60 to the flying body 100.

[0107] Furthermore, if the cargo receiving section 51 is installed outdoors, there is a possibility that the cargo 60 may be moved by the wind and may fall out of or tilt outside the cargo receiving section 51. To prevent this, for example, the cargo receiving section 51 may be provided with a mechanism for holding down or enclosing the cargo.

[0108] In recent years, autonomously controlled aircraft have been considered for use in a variety of industries (e.g., inspection, survey, photography, monitoring, agriculture, disaster prevention, etc.). By enabling delivery of packages from aircraft at locations that are not affected by ground effect, reliability can be improved, and it is expected that they will be used not only in general parcel delivery services, but also in the delivery of goods by aircraft in disasters and emergencies.

[0109] The configuration of the aircraft in the embodiments can be implemented by combining multiple configurations. It is desirable to consider an appropriate configuration depending on the cost of manufacturing the aircraft and the environment and characteristics of the location where the aircraft will be operated.

[0110] The above-described embodiments are merely examples for facilitating understanding of the present disclosure, and are not intended to limit the present disclosure. The present disclosure can be modified and improved without departing from the spirit thereof, and it goes without saying that the present disclosure includes equivalents thereof.

[0111] 10 Suspension member 11 Loaded object, luggage 12 Rotating shaft 13 Suspension part moving means 14 Hoist 30 Position limiting device 31 Guide part 32 Limiting member 33 Storage space (enclosed space) 34 Rotating shaft 40 Load receiving part 50 Load receiving device 51 Load receiving part 52 Limiting part 55 Moving means 60 Loaded object, luggage 61 Detachment means 70 Restricted part 71a-71b Joint part 100 Aircraft 110a to 110f Propeller 111a to 111f Motor 112 ESC 120 Frame 121 Main body 200 Structure 300 Moving body 1000 Battery 1001 Flight controller 1002 Sensors 1003 Gimbal 1004 Transmitting and receiving part 1006 Transmitter / Receiver (Propo)

Claims

1. A position limiting device for a string-like hanging member suspended from an aircraft, comprising: A limiting member for limiting movement of the position of the suspension member; a guide portion that contacts the hanging member and guides the hanging member to at least a position where movement can be restricted by the restricting member; A position limiting device comprising:

2. Furthermore, a load receiving portion for receiving a load connected to the suspension member is provided below the limiting member.

2. The position limiting device of claim 1.

3. The limiting member includes a member that grips the suspension member.

3. A position limiting device according to claim 1 or 2.

4. The limiting member includes a roller portion that moves the suspension member by rotation.

4. A position limiting device according to claim 1.

5. The limiting member includes a configuration for retaining the suspension member within a predetermined enclosed space.

5. A position limiting device according to claim 1.

6. The limiting member is provided below the guide portion.

6. A position limiting device according to any one of claims 1 to 5.

7. The limiting member and the guide portion are movable at least in a horizontal direction.

7. A position limiting device according to any one of claims 1 to 6.

8. The position limiting device is provided on a structure, moving the position limiting device in a horizontal direction such that at least a portion of the position limiting device is hidden by the structure; 8. A position limiting device according to claim 7.

9. The limiting member and the guide portion are movable at least in the vertical direction.

9. A position limiting device according to any one of claims 1 to 8.

10. The position limiting device includes an arm portion, The arm portion is movable at least in a vertical direction by the movement of the arm portion.

10. The position limiting device of claim 9.

11. 1. A receiving system comprising: The cargo receiving system includes a cargo receiving device and an aircraft that delivers cargo; The cargo receiving device has a limiting portion, and the flying object has a string-shaped restricted portion, The limiting portion is provided so as to be able to fix the restricted portion, and when the limiting portion fixes the restricted portion, the movement of the flying object is restricted. A cargo receiving system characterized by:

12. In a state in which the limiting portion fixes the restricted portion, The cargo is separated by the flying object.

12. The receiving system according to claim 11.

13. The flying object includes a propeller and a motor for rotating the propeller, In a state in which the movement of the restricted portion is restricted by the restricting portion, The motor of the flying object does not stop rotating.

13. The receiving system according to claim 11 or 12.

14. The luggage is connected to the lower end of the restricted portion.

14. A receiving system according to any one of claims 11 to 13.

15. The cargo receiving system according to claim 11 , wherein the flying object further comprises a winch for adjusting the hanging length of the restricted portion.

16. The structure on which the load receiving device is installed is a roof of a building.

16. A receiving system according to any one of claims 11 to 15.

17. The cargo receiving device further includes a lifting device for transporting the cargo received from the flying object. A receiving system according to any one of claims 11 to 16.

18. A method for moving luggage in which luggage delivered by an aircraft is received by a luggage receiving device, the method comprising: The load receiving device includes a limiting portion, The flying object includes a string-like restricted portion that can be physically fixed by the restricting portion, hovering the aircraft carrying the cargo near a cargo receiving device; a step in which the limiting unit fixes the restricted unit to limit movement of the aircraft; the air vehicle releasing the load and the load moving to the load receiving device; The restricting portion releases the fixation of the restricted portion. How to move luggage.