Aircraft, load landing method, and terrestrial vehicle

Abstract

[Problem] To provide an aircraft or the like capable of reducing impact at the time when a loaded object is detached and preventing cases of defects and incompletion of the detachment. [Solution] Provided is an aircraft 100 comprising a loading unit 20 which holds a loaded object 10, and an assist mechanism 60 which applies a force to the loaded object 10 toward a detachment direction when the loaded object 10 is to be detached from the loading unit 20 to thereby assist in moving the loaded object 10 during detachment.

Description

Aircraft, arrival method and ground vehicles

[0001] The present disclosure relates to an air vehicle, a cargo arrival method, and a ground vehicle.

[0002] In recent years, research and demonstration experiments have been conducted toward the practical application of services using air vehicles such as drones and unmanned aerial vehicles (UAVs) (hereinafter collectively referred to as "air vehicles"). In the development of delivery services using autonomous flight systems or remotely controlled flight systems for air vehicles, early practical application is desired to improve the speed from ordering to receiving products on e-commerce sites and to realize immediate delivery to remote islands, etc., as well as to improve the quality of transportation.

[0003] Items that require immediate delivery include urgent items such as medical equipment and medical specimens, as well as meals purchased by end users. Currently, many of these items are transported by four-wheeled or two-wheeled vehicles. The time required for land transport varies greatly depending on the availability of paved roads and traffic conditions. In particular, in mountainous areas and remote islands, where direct vehicle access is difficult, transport can take a long time.

[0004] Patent Document 1 discloses an aircraft capable of carrying cargo, which automatically flies and detaches its cargo, enabling delivery to a designated location via air.

[0005] U.S. Pat. No. 9,536,216

[0006] In the case of dropping cargo from the sky in Patent Document 1, the cargo can maintain its posture during the fall due to the position of its center of gravity, but it becomes difficult to control the posture of the cargo after it hits the ground due to bouncing, and the cargo may be subjected to impact when it hits the ground, causing it to lose its shape, become mixed up, be damaged, etc. In particular, for loaded cargo such as pre-cooked food, where the quality of the product, such as taste or appearance, can be impaired if the product crumbles or gets mixed up, or for loaded cargo such as medical equipment or precision equipment, where it is desirable to avoid impact as much as possible, this method may not be suitable as a method of separating the cargo.

[0007] To prevent the cargo from collapsing or being damaged, the aircraft can separate the payload so that it is close to the landing surface and release the payload so that the impact on the payload during separation falls within a predetermined range. This reduces the impact on the payload during unloading and can improve delivery quality. However, in a separation operation that reduces the impact, a smooth separation may not be possible due to factors such as an imbalance in the payload's center of gravity, which may prevent the payload from tilting or prevent the separation from being completed.

[0008] Therefore, the present disclosure provides an aircraft, etc. that can reduce the impact when separating payloads and prevent separation malfunctions or incomplete separation.

[0009] According to the present disclosure, there is provided an aircraft comprising a mounting section that holds a payload, and an assisting mechanism that applies a force to the payload in the direction of separation when the payload is separated from the mounting section, thereby assisting the movement of the payload during separation.

[0010] Furthermore, according to the present disclosure, there is provided a method for loading a payload using an aircraft having a mounting section for holding the payload, wherein, when the aircraft lands or is hovering, an auxiliary mechanism provided on the aircraft is used to apply a force to the payload in a detachment direction to move the payload and detach it from the aircraft.

[0011] Furthermore, according to the present disclosure, there is provided a ground vehicle including a mounting section that holds a payload, and an assisting mechanism that applies a force to the payload in a separation direction when the payload is separated from the mounting section, thereby assisting the movement of the payload during separation.

[0012] According to the present disclosure, it is possible to reduce the impact when separating payloads and prevent cases where separation is not completed or does not proceed properly.

[0013] 1. A conceptual diagram of an aircraft equipped with an assistance mechanism according to the present invention, as seen from the side. 1. A side view of the aircraft of FIG. 1 during cruising. 2. A top view of the aircraft of FIG. 1. 3. A side view of the aircraft of FIG. 1 in a landing state. 4. A side view of the aircraft of FIG. 4 when the payload has been lowered. 5. A front view of the aircraft of FIG. 4. 6. A front view of the aircraft of FIG. 5. 7. A functional block diagram of the aircraft of FIG. 1. 8. A side view of an example of an implementation of a mount section of an aircraft according to the present invention. 9. A partial front view of the mount section of FIG. 9. 10. A front view of a mount section provided in an aircraft according to the present invention. 11. A front view of the mount section of FIG. 11 when the payload is being lowered. 12. A front view of the mount section of FIG. 11 when the payload is being released. 13. A front view of the mount section of FIG. 11 after the payload has been released. 14. A front view of an example of a mount section configuration of an aircraft according to the present invention, during landing. 15. A front view of the mount section of FIG. 16 when the payload is being released. 16. A front view of the mount section of FIG. 16 after the payload has been released. 17. A side view of a mount section equipped with an assistance mechanism according to the present invention. 18. A front view of the mount section of FIG. 19. A top view of the mount section of FIG. 19. 21 is a diagram showing the attachment and detachment of the auxiliary mechanism. A side view of an aircraft without an auxiliary mechanism. A diagram showing the aircraft of FIG. 23 when it has successfully separated its payload. A diagram showing the aircraft of FIG. 23 when it has failed to separate its payload. A side view of an aircraft without an auxiliary mechanism. A top view of the aircraft of FIG. 26 when it has failed to separate its payload. A top view of an aircraft with an auxiliary mechanism separating its payload. A side view of an aircraft with an auxiliary mechanism. A diagram showing the auxiliary mechanism of the aircraft of FIG. 29 acting on the payload. A diagram showing the auxiliary mechanism of an aircraft with an auxiliary mechanism acting on the payload. A conceptual diagram of a mobile body with an auxiliary mechanism according to the present invention, viewed from the side. A diagram showing the mobile body of FIG. 32 separating its payload.

[0014] The details of the embodiments of the present invention will be listed and explained. The embodiments of the present invention have the following configuration. (Item 1) An aircraft comprising: a mount section that holds a payload; and an assist mechanism that, when separating the payload from the mount section, applies a force to the payload in the separation direction to assist movement of the payload during separation. (Item 2) The aircraft according to item 1, wherein the mount section has a holding section that holds a bottom surface of the payload, and the payload is separated from the mount section when the holding section releases its hold on the bottom surface of the payload and the payload moves downward. (Item 3) The aircraft according to items 1 and 2, wherein the assist mechanism assists movement of the payload with a reaction force obtained by elastic deformation. (Item 4) The aircraft according to item 3, wherein the assist mechanism is provided to span an upper part of a space in the mount section that houses the payload. (Item 5) The aircraft according to items 1 and 2, wherein the assist mechanism assists movement of the payload with a force obtained by motor power. (Item 6) A method for attaching an object using an aircraft having a mounting unit that holds an object, wherein, when the aircraft is landing or hovering, an assist mechanism provided on the aircraft is used to apply a force to the object in a separation direction to move it and separate it from the aircraft. (Item 7) A ground vehicle comprising: a mounting unit that holds an object; and an assist mechanism that, when separating the object from the mounting unit, applies a force to the object in the separation direction to assist movement of the object during separation.

[0015] <Details of an embodiment of the present invention> Hereinafter, an aircraft, a method, a system, a program, etc. according to an embodiment of the present disclosure will be described with reference to the drawings. Note that in this specification, "detachment" refers to a state in which a payload is released from the aircraft or a mounting unit of the aircraft, the payload can be mechanically separated from the aircraft or the mounting unit, and the payload is not locked when placed on the ground or moved in the direction of removal.

[0016] <Details of the First Embodiment>

[0017] As illustrated in Figures 1 to 7, an auxiliary mechanism (hereinafter collectively referred to as an auxiliary mechanism 60) that assists in the separation of the payload 10 according to the present invention is provided in connection with the aircraft 100 or the mounting section 20 provided on the aircraft 100.

[0018] The flying vehicle 100 can fly with the payload 10 held or placed on the payload unit 20, and can detach the payload 10 at a predetermined timing.

[0019] The aircraft 100 carrying the payload 10 takes off from a takeoff point and delivers the cargo to the destination. When the aircraft reaches the destination, it detaches the payload 10, thereby completing the delivery. After detaching the payload 10, the aircraft 100 moves on to another destination (for example, a delivery destination for another cargo, a logistics center, a warehouse, etc.). When the payload is detached, the aircraft 100 may be in a landed state or may continue flying.

[0020] The flying object 100 used in this embodiment is any flying object (for example, a multicopter, a helicopter, a fixed-wing aircraft, etc.) In the following description, a case where a multicopter having multiple rotating wing units is used will be described.

[0021] 1, the aircraft 100 is equipped with a flight section including a plurality of rotors, each consisting of a propeller 110 and a motor 111, and elements such as a motor mount and frame 120 that support the rotors. It is desirable for the aircraft 100 to be equipped with an energy source (e.g., a secondary battery, a fuel cell, or a fossil fuel) for operating these elements. Such energy may be utilized not only for the flight of the aircraft 100, but also for operating the auxiliary mechanism 60, etc.

[0022] The illustrated flying vehicle 100 is depicted in a simplified manner to facilitate explanation of the structure of the present invention, and detailed configurations of, for example, the control unit, etc. are not shown.

[0023] The forward direction of the flying object 100 is the direction of arrow D in the figure (-Y direction) (details will be described later).

[0024] 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

[0025] 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.

[0026] The propeller 110 of the aircraft of the present invention has one or more blades. Any number of blades (rotors) may be used (e.g., one, two, three, four, or more blades). The blades may be flat, curved, twisted, tapered, or any combination thereof. The blade shape may be variable (e.g., retractable, foldable, or bent). The blades may be symmetrical (having identical upper and lower surfaces) or asymmetrical (having upper and lower surfaces with different shapes). The blades may 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 may be selected to optimize the blade's aerodynamic characteristics, such as increasing lift and thrust and reducing drag.

[0027] Furthermore, the propellers provided on the aircraft 100 of the present invention may be fixed pitch, variable pitch, or a combination of fixed pitch and variable pitch, but are not limited to these.

[0028] 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).

[0029] 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.).

[0030] 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.

[0031] 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.

[0032] The above-described aircraft 100 includes some or all of the functional blocks shown in FIG. 8 . The functional blocks in FIG. 8 are an example of a minimum reference configuration. The light controller 1001 is a so-called processing unit. The processing unit may include one or more processors, such as a programmable processor (e.g., a central processing unit (CPU)). The processing unit includes and has access to 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.

[0033] 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 , θｙ 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 payloads, sensors, and the like.

[0034] 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.

[0035] 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).

[0036] The plane of rotation of the propeller 110 provided on the flying vehicle 100 according to the embodiment of the present invention is tilted forward, as shown in Figure 2. The forward-tilted plane of rotation of the propeller 110 generates upward lift and thrust in the forward direction, which propels the flying vehicle 100 forward.

[0037] 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.

[0038] 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.

[0039] 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.

[0040] The shape of the flying body 100 may be directional. Examples of a directional shape include a streamlined body that reduces drag when the flying body 100 is cruising in a windless environment, a substantially wing-shaped body, or other shapes that improve flight efficiency when the nose of the flying body faces the wind.

[0041] The aircraft 100 is equipped with a mounting unit 20 capable of holding or placing cargo or the like (hereinafter collectively referred to as the payload 10) to be transported to a destination. The mounting unit 20 is fixedly connected to the flight unit 140, or, as shown in Figures 1 and 2, can be connected to allow for independent displacement via a connection unit 22 such as a pivot shaft or a gimbal with one or more degrees of freedom. This connection allows the payload 10 to be maintained in a predetermined attitude (e.g., horizontal) regardless of the attitude of the aircraft 100.

[0042] Furthermore, as a method of maintaining the payload 10 in a predetermined attitude, a connection part 22 may be provided between the flight part 140 and the mount part 20, or a connection part 22 may be provided between the mount part 20 and the payload 10. In other words, the connection part 22 may be provided at any position between the flight part 140 and the payload 10.

[0043] The position and direction of the pivot axis 50 used to displace the mounting unit 20 or the payload 10 are determined, for example, by the attitude of the flying vehicle 100 during flight. If the main propulsion direction of the flying vehicle is the fore-and-aft direction, the flying unit will tilt in the fore-and-aft direction, so providing at least one axis that can rotate in the pitch direction can cancel the tilt of the flying unit during flight and maintain the attitude of the payload. Furthermore, two or more pivot axes may be provided to accommodate tilt in other axial directions (roll, yaw).

[0044] The displacement of the mounting unit 20 or the mounted object 10 may be performed by passive control, which maintains the attitude by the weight of the object to be maintained, or by active control, which controls the attitude by using a motor, servo, etc. When controlling the attitude more precisely, active control is desirable, but since adding a mechanism leads to an increase in weight, etc., the control method may be appropriately determined depending on the purpose.

[0045] The mount 20 is preferably constructed of a material strong enough to withstand flight, takeoff, and landing while holding the payload 10. For example, resin, FRP, etc., are suitable materials for the mount 20 because they are rigid and lightweight. Furthermore, when metal is used as the material for the mount 20, it is preferable to use a material with a low specific gravity, such as aluminum or magnesium. This can improve strength while preventing weight increase. Note that these materials may be the same as or different from the material of the frame 120 included in the flight section 140.

[0046] Furthermore, the motor mount (not shown) and frame 120 included in the flying section 140 may be configured by connecting the respective 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. By integrating the components, it is possible to smooth the joints between the components, which can reduce drag and improve fuel efficiency.

[0047] After arriving above the destination point, the aircraft 100 carrying the payload 10 lands or hovers, and then separates the payload 10. When the aircraft 100 lands, it is preferable that the landing legs 130 provided on the aircraft 100 are designed to prevent the payload 10 from receiving impact due to direct contact with the landing surface 200 when the aircraft 100 lands. In this case, for example, it is preferable that the landing legs 130 are configured to be longer in the downward direction (-Z direction) than the payload 10, at least in a side view when the aircraft 100 lands on a flat surface. The landing legs 130 may further include a shock absorbing device 131 such as a damper.

[0048] The aircraft 100 includes a mounting unit 20 that can hold the payload 10 so that it does not fall at an unintended timing during flight, takeoff, or landing. The mounting unit 20 includes a holding unit 21 that can release the payload 10 from the aircraft at a predetermined timing.

[0049] For example, FIGS. 1 to 7 illustrate a method in which an aircraft 100 carrying a payload 10 arrives above a destination point, lands, and then separates the payload.

[0050] As shown in Figures 4 to 7, after the aircraft 100 lands, the payload 20 descends while holding the payload 10, and then releases the payload 10. At this time, the impact on the payload or the tilt of the payload is controlled to be within a predetermined range. In addition, it is desirable that the surface that the released payload 10 comes into contact with (hereinafter collectively referred to as the landing surface 200), such as a landing facility or a landing pad at a port, be flat and have a shape that prevents the released payload from losing its posture or tilting.

[0051] The method for holding the mount 10 may be any method that can easily hold and release the mount 10. For example, as shown in Figures 1 to 7, the mount 10 may be held by being supported from the bottom by a holding part 21, or as shown in Figures 16 to 18, the mount 10 may be held from the side.

[0052] 9 and 10 show enlarged views of an example configuration of the mounting unit 20 when holding the bottom surface of the load 10. The holding unit 21, which supports the bottom surface of the load 10, can be raised and lowered by the rotation of a motor 40 connected to a fully threaded rod 41. Furthermore, a hinge 23 provided in the vertical center allows the holding unit 21 to rotate outward in the left and right directions (+-X directions) after the load 10 reaches the landing surface 200, thereby releasing the load 10. Release by the hinge 23 can be achieved, for example, by using a hinge (commonly called a spring hinge) that opens when the hinge moves downward from the cover 24 using spring reaction force, or by providing a rod connected to a servo or the like on the outside in the left and right directions so that the cover can be pulled open.

[0053] The servo 30 and horn 31 shown in Figure 9 are connected to the cover part 24 via a rod 32, and when the servo 30 operates, the cover part 24 and the mounted object 10 rotate around the connection part 22 as an axis, thereby controlling the attitude of the mounted object 10.

[0054] 9, a retainer 26 may be provided to prevent the payload 10 from shifting forward or backward during flight of the aircraft 100. The retainer 26 is a member (e.g., a protrusion, plate, roller mechanism, cushioning material, etc., integral with the cover) that faces inward from the holder 21 or a cover that covers the payload (hereinafter collectively referred to as the cover). In order to prevent the payload 10 from slipping or swaying, it is desirable that the payload 10 be mounted so that there is no room for movement between the cover and the payload 10. However, the smaller the gap between the payload 10 and the cover, the greater the possibility that the cover will come into contact with the payload 10 and cause an impact when the aircraft 100 takes off after releasing the payload 10.

[0055] In outdoor locations subject to wind, it is difficult to accurately make the aircraft 100 take off vertically upward once it has landed. Therefore, to prevent contact when the aircraft 100 takes off diagonally upward, it is desirable to provide clearance between the payload 10 and the cover. To simultaneously prevent the payload 10 from swaying during flight and prevent contact with the cover when the aircraft 100 retakes off, it is desirable to provide the retaining portion 26 at a height that suppresses unintended movement of the payload 10 at least during flight, but does not suppress movement of the payload 10 once the payload 10 has completed its descent by the mounting portion 21. The retaining portion 26 can suppress unintended movement of the payload 10 during flight, while providing clearance between the payload 10 and the cover when the aircraft 100 retakes off.

[0056] 11 to 15 are conceptual diagrams showing the flow from landing of an aircraft equipped with the mechanism of Fig. 9, releasing the payload, and taking off again. Figs. 11 to 15 are simplified to facilitate explanation of the unloading structure, and do not show elements such as the landing gear 130 and frame 120 of the aircraft.

[0057] First, as shown in Figure 11, when the aircraft has landed, the distance between the landing surface 200 and the payload 10 is large. The payload 10 and the holder 21 that supports it from the bottom are connected to a fully threaded rod 41 via a guide, and as shown in Figure 12, the payload 10 descends as the motor 40 rotates. As the descent continues, the position of the spring hinged hinge 23 that tends to open outward in the left-right direction falls below the cover 24. Then, the hinge 23, which no longer has the cover 24 to hold it down, is pushed open outward as shown in Figure 13.

[0058] With the hinge 23 pushed open, the aircraft takes off again, making it possible to remove the mounting part without the holding part 21 or the like coming into contact with the payload 10 released on the landing surface. After takeoff and securing a sufficient distance from the payload, as shown in Figures 14 and 15, the holding part 21 rises due to the rotation of the motor 40, and the open hinge 23 is pressed against the cover part to close it.

[0059] The holding portion 21 may be provided with rollers 25 or a slipping agent at the end portion to prevent it from getting caught if it touches the payload 10 due to the aircraft wobbling when taking off again.

[0060] Methods for raising and lowering the payload 10 in the vertical direction include raising and lowering the holding unit 21 using a motor, servo, etc., feeding using a gear or belt, winding up and down using a string-like or band-like member, and descending under its own weight while limiting the speed using a damper, etc. In other words, any method can be used as long as it can achieve the goal of descending and releasing the payload so that the impact on the payload is within a predetermined impact range when the aircraft has landed, and such methods are not limited to these. Furthermore, when raising and lowering the payload, it is not limited to the vertical direction, and horizontal and diagonal movement in the left-right or forward-backward directions may also be used as needed.

[0061] The method and speed of lowering the holding unit 21 and the position (height, etc.) at which the load 10 is released can be determined so that the impact on the load is of a predetermined magnitude, taking into account various conditions such as the type, size, and weight of the load 10 and the material of the landing surface 200. For example, to reduce the impact, it is desirable to slow down the descent speed when lowering the load and to set the release position at a position close to the landing surface 200. In this case, the overall unloading speed may be reduced.

[0062] Furthermore, the payload 20 may or may not have a lifting function. As illustrated in Figures 23 and 24, when the aircraft 100 lands or hovers, the payload 10 can be detached by the holding unit 21 ceasing to hold the payload 10 and releasing it, without descending the payload 10. In this case, if the detachment position (height) of the payload is far from the landing surface 200, the impact on the payload will not be within the specified impact range, which may lead to collapse of the payload. Therefore, it is desirable to determine the length of the landing legs 40 and the position of the payload 20 so that the detachment position is appropriate.

[0063] In this embodiment, when the payload 10 moves in a direction including at least a vertically downward direction (below the aircraft) upon detachment, if the center of gravity of the payload 10 is near the center of the payload and the payload 10 has a weight suitable for falling under its own weight, there is a high possibility that the payload 10 will be smoothly detached from the carrier 20, as illustrated in Figures 23 and 24. However, in actual delivery services, there are cases where the center of gravity is shifted to one side or the payload is extremely light depending on the position of the items contained in the shipping box or the like that will be the payload.

[0064] For example, if the center of gravity is off to one side, the payload 10 is likely to tilt toward the heavier side, which can affect the accuracy of separation, particularly when separating the payload 10 in the vertical direction. Conversely, if the weight is extremely light, even a slight impact or friction can change the attitude of the payload, which can affect the accuracy of separation. For example, as shown in Figures 23 and 25, when separating the payload downward using its own weight, the payload may become tilted and get stuck in an opening, etc., preventing smooth separation.

[0065] Furthermore, even if the direction of movement accompanying separation of the payload 10 is forward, backward, left, or right from the aircraft, the change in attitude of the payload may cause the payload to become stuck in the separation port, making separation difficult, as exemplified in Figures 26 and 27. Furthermore, in cases where a person moves the payload manually, if there is little clearance between the mounting unit 20 and the payload 10, movement may be inconvenient.

[0066] Therefore, the mount 20 according to this embodiment is provided with an assist mechanism 60 for assisting the movement of the mount 10 in the separation direction. The assist mechanism 60 applies a predetermined force to the mount 10 when the mount 10 is separated, thereby assisting the separation of the mount 10 from the mount 20. In this way, for example, the assist mechanism 60 can expand the allowable range of the center of gravity position and weight that allows the mount 10 to be smoothly separated.

[0067] 19 to 22, 29, and 30, the auxiliary mechanism 60 may apply force to the mounted object 10 by utilizing a reaction force based on elastic deformation of a rubber band 61. Specifically, the auxiliary mechanism 60, one end of which is connected to the mounting unit 20, is partially or entirely made of a rubber band, and the mounted object 10 is placed in contact with the auxiliary mechanism 60 and deformed as shown in FIGS.

[0068] As illustrated in Figures 29 and 30, when the payload 10 is released in the separation direction, the rubber band 61 tries to return to its original shape, and the assist mechanism 60 generates a force that pushes the payload 10 in the separation direction. This assists in the separation of the payload 10. If the payload 10 is lightweight, the rubber band 61 can apply an appropriate force to push the payload 10 in the separation direction. Furthermore, if the payload 10 tends to tilt in the separation direction due to an imbalance in the center of gravity, as shown in Figure 30, a force is applied to a point located further away from the center of gravity and on the upper side (opposite the separation direction), which acts to return the payload to its original position.

[0069] 19-22 show one specific example of the configuration of the assist mechanism 60 using a rubber band 61. The configuration of the assist mechanism 60 and the method of assisting separation are not limited to the above configuration and method, as long as they can apply a predetermined force to the payload 10 being unloaded in the separation direction. For example, the same or similar effect can be achieved by using the elasticity of elastic materials other than rubber bands, the power of a motor, servo, cylinder, or the like, or pressure such as air, hydraulic, or water pressure. When a motor or the like is used, the timing and strength of the force can be adjusted, but the weight of the assist mechanism 60 may be greater than when a rubber band or the like is used. Therefore, it is desirable to select an appropriate configuration for the assist mechanism depending on the application, taking into account various trade-offs.

[0070] Even if the configuration of the assist mechanism is different, it is desirable that the contact area of ​​the part that applies force to the payload 10 (hereinafter collectively referred to as the action part) be a line or a surface (for example, FIGS. 28 and 31). When the area of ​​the action part is small, two or more points are used. By increasing the area of ​​the action part, the accuracy of the force applied by the assist mechanism 60 to the payload 10 is improved, and the payload 10 can be separated more reliably.

[0071] When the auxiliary mechanism 60 includes a band- or string-shaped member, the member may be temporarily separable, and the load 10 may be placed on it from above. For example, as shown in Figures 21 and 22, by dividing a rubber band 61 into two pieces and providing a detachable part 62 such as a buckle that allows the ends of the two pieces to be detached, the load 10 can be placed on it and the auxiliary mechanism 60 can be attached easily.

[0072] Furthermore, even when the movement direction associated with the separation of the payload 10 is forward / backward or left / right from the aircraft, the use of the assist mechanism 60 according to the present disclosure can simplify the separation. For example, as shown in FIG. 27 , even when the payload is separated at the rear of the aircraft, jamming or the like may occur due to a shift in the orientation of the payload due to an impact or human contact. Even in such cases, by performing separation using the assist mechanism 60 according to the present invention as shown in FIG. 28 , it is possible to reduce jamming or the like that may occur during the separation of the payload 10.

[0073] Furthermore, by increasing the distance traveled when the auxiliary mechanism 60 detaches the payload 10 and moving it until all of the payload 10 is outside the mounting section 20, it is expected that tasks such as having a person approach the aircraft 100 and manually pull out the luggage can be eliminated.

[0074] The control of the flight of the flying object 100 and the separation operation of the payload 10, and the accompanying control of the operation of the auxiliary mechanism 60 may be executed by programs that are partly or wholly incorporated into different control devices, or may be executed by a program contained in a control unit provided in the flying object 100. In addition, in preparation for cases where autonomous control is difficult, it is preferable that the control of the above operations can also be executed by remote operation using a radio or control system.

[0075] 32 and 33, the auxiliary mechanism 60 may be provided not only in the aircraft 100 but also in a ground moving body 300 equipped with a payload 20 such as a UGV (Unmanned Ground Vehicle). By providing the auxiliary mechanism 60, as in the case where the auxiliary mechanism 60 is provided in the aircraft 100, the accuracy of separation of the payload 10 from the ground moving body 300 can be improved and the separation operation can be automated.

[0076] The configuration of the aircraft in each embodiment can be implemented by combining multiple aircraft. 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.

[0077] The above-described embodiments are merely examples for facilitating understanding of the present technology 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.

[0078] 10 Mounted object 20 Mounting section 21 Holding section 22 Connection section 23 Hinge 24 Cover section 25 Roller 40 Motor 41 Fully threaded rod 50 Rotating shaft 60 Auxiliary mechanism 61 Rubber band 62 Detachable part 100 Flying body 110a to 110h Propeller 111a to 111h Motor 120 Frame 130 Landing leg 131 Damper 140 Flight section 200 Landing surface (loading surface) 300 Ground moving body 1000 Battery 1001 Flight controller 1002 Sensors 1003 Gimbal 1004 Transceiver section 1006 Transceiver (radio transmitter)

Claims

1. A loading section for holding a load; an assist mechanism that applies a force to the mounted object in a separation direction when the mounted object is separated from the mounting portion, thereby assisting the movement of the mounted object during separation; Equipped with the mounting portion has a holding portion that holds a bottom surface of the mounted object, the load is separated from the mounting part by the holding part releasing the holding of the bottom surface of the load and moving the load downward; the assist mechanism is disposed so as to come into contact with the load when the load is loaded, and assists the load in moving downward by a reaction force obtained by elastic deformation; Flying vehicle.

2. 2. The flying object according to claim 1, The material of the auxiliary mechanism is rubber. Flying vehicle.

3. 2. The flying object according to claim 1, The assist mechanism includes a band. Flying vehicle.

4. 2. The flying object according to claim 1, The assist mechanism includes a string-like member. An aircraft characterized by:

5. 2. The flying object according to claim 1, The auxiliary mechanism is arranged to span the upper part of the space of the mounting section that houses the payload, the aircraft.

6. A method for receiving a payload using an aircraft including a loading unit for holding the payload and an assist mechanism for assisting movement of the payload during separation by applying a force to the payload in a separation direction when the payload is separated from the loading unit, the method comprising: the mounting portion has a holding portion that holds a bottom surface of the mounted object, the load is separated from the mounting part by the holding part releasing the holding of the bottom surface of the load and moving the load downward; the assist mechanism is disposed so as to come into contact with the load when the load is loaded, and assists the load in moving downward by a reaction force obtained by elastic deformation; When the aircraft is landing or hovering, a force is applied to the payload in a separation direction using an auxiliary mechanism provided on the aircraft, thereby moving the payload and separating the payload from the aircraft. Delivery method.

7. A loading section for holding a load; an assist mechanism that applies a force to the mounted object in a separation direction when the mounted object is separated from the mounting portion, thereby assisting the movement of the mounted object during separation; Equipped with the mounting portion has a holding portion that holds a bottom surface of the mounted object, the load is separated from the mounting part by the holding part releasing the holding of the bottom surface of the load and moving the load downward; the assist mechanism is disposed so as to come into contact with the load when the load is loaded, and assists the load in moving downward by a reaction force obtained by elastic deformation; Ground mobile.