Receiving port, receiving system, and method for installing receiving port

Abstract

[Problem] To receive cargo from an aircraft and store the cargo, and enable movement via towing by a vehicle. [Solution] A receiving port for receiving cargo transported by an aircraft 100 includes a body part 501 and a support part 502 that supports the body part 501. The body part 501 includes a housing part 512 capable of housing multiple pieces of cargo, a loading part 510 for receiving cargo from the aircraft 100, an intake part 511 for moving the cargo from the loading part 510 to the inside of the housing part 512, and a take-out part 513 for moving the cargo from the inside to the outside of the housing part 512. The support part 502 has a towed part 521 provided at one end of the support part 502 in one direction, and a wheel 520 that can rotate along one direction.

Description

Receiving port, receiving system and method for installing the receiving port

[0001] The present disclosure relates to receiving ports, receiving systems and methods of installing receiving ports.

[0002] In recent years, various services using aerial vehicles (hereinafter collectively referred to as "aerial vehicles") such as drones and unmanned aerial vehicles (UAVs) have been developed. For example, aerial vehicles (hereinafter collectively referred to as "multicopters"), which are generally called multicopters and have multiple propellers and are capable of vertical takeoff and landing, require a smaller area for takeoff and landing than aerial vehicles that require a runway, and are therefore suitable for applications such as home delivery. They are also expected to serve as temporary receiving points during disasters and events.

[0003] By making it possible to land in small landing ports for aircraft, it will be possible to receive cargo carried by the aircraft even in limited spaces such as private homes or parking lots.

[0004] 2. Description of the Related Art A baggage receiving device that receives baggage transported by an aircraft without human intervention has been known (see, for example, Patent Document 1).

[0005] Patent Document 1 discloses a luggage receiving device that receives luggage transported by an aircraft and then draws the luggage into the receiving device for storage.

[0006] US Patent Application Publication No. 2022 / 0055770

[0007] It is desirable that the transport of luggage by an air vehicle be used not only for transportation to homes and the like during normal times, but also for temporary and medium-term use in the event of a disaster, demonstration experiments, events, and the like. In this case, the luggage receiving device of Patent Document 1 is transported by a vehicle. In general, the inside of the receiving device, which also serves as a luggage storage device, is large in size and weight, making it difficult to load onto a vehicle. Furthermore, when using a large transportation vehicle, only a limited number of people can drive it, and therefore only a limited number of people can move the luggage receiving device.

[0008] In view of this situation, one object of the cargo receiving system of the present invention is to provide a cargo receiving system that receives cargo from an aircraft and stores the cargo, and that is equipped with a towing device and wheels that enable it to be moved by towing from a vehicle.

[0009] According to the present disclosure, there is provided a cargo receiving port that receives cargo transported by an aircraft, comprising a main body and a support that supports the main body, wherein the main body has a storage section capable of storing a plurality of the cargo items, a cargo arrival section that receives the cargo from the aircraft, an intake section that moves the cargo from the cargo arrival section to the inside of the storage section, and an unloading section that moves the cargo from the inside of the storage section to the outside, and the support section has a towed section provided at one end in one direction of the support section and a wheel that can rotate along the one direction.

[0010] Furthermore, according to the present disclosure, there is provided a cargo receiving system for receiving and temporarily storing cargo transported by an aircraft, the cargo receiving system comprising: an aircraft having a mounting section capable of loading and detaching cargo; and a cargo receiving port for receiving the cargo, the cargo receiving port comprising a main body section and a support section for supporting the main body section, the main body section having a storage section capable of storing multiple pieces of cargo, a cargo arrival section for receiving the cargo from the aircraft, an intake section for moving the cargo from the storage section to the inside of the storage section, and an unloading section for moving the cargo from the inside of the storage section to the outside, the support section having a towed section provided at one end in one direction of the support section, and a wheel that can rotate along the one direction.

[0011] Furthermore, according to the present disclosure, there is provided a method for installing a cargo receiving port that receives cargo transported by an aircraft, the method comprising: moving the cargo receiving port to a predetermined position using a vehicle equipped with a towing member that connects to the towed part; and moving the vehicle; the method comprising: moving the cargo receiving port to a predetermined position using a vehicle equipped with a towing member that connects to the towed part; and moving the vehicle; the method comprising: moving the cargo receiving port to a predetermined position using a vehicle equipped with a towing member that connects to the towed part; and moving the vehicle; and moving the cargo receiving port to a predetermined position using a vehicle equipped with a towing member that connects to the towed part.

[0012] Other problems and solutions disclosed in this application will be made clear in the section on preferred embodiments of the invention and the drawings.

[0013] The cargo receiving system and method using the cargo receiving system disclosed herein enable cargo receiving ports to be installed in small spaces such as parking lots, and also make it easier to relocate and install cargo receiving ports, improving the efficiency of installation in emergencies and replacement work during maintenance.

[0014] 10 is a conceptual diagram of a landing system according to the present disclosure, viewed from above. FIG. 11 is a side view of the landing system shown in FIG. 1. FIG. 12 is a side view of the flying object of FIG. 1. FIG. 13 is a perspective view showing the concept of a cargo receiving port used in the system of the present disclosure. FIG. 14 is another perspective view showing the concept of a cargo receiving port used in the system of the present disclosure. FIG. 15 is a top view of a cargo when it has been handed over to a cargo arrival section. FIG. 16 is a top view of the positioning device of FIG. 10 performing positioning in the X direction. FIG. 17 is a top view of the positioning device of FIG. 10 performing positioning in the Y direction. FIG. 18 is a top view of the arm of the positioning device returning to its initial position. FIG. 19 is a top view of a cargo when it is moving to an intake section. FIG. 20 is a top view of a cargo when it has moved to an intake section. FIG. 21 is a side view of a cargo when the flying object has landed at the cargo receiving port. FIG. 22 is a side view of the cargo receiving port of FIG. 6 performing a storage section to pull in a cargo. FIG. 23 is a side view of a cargo when it is stored in a predetermined location in the storage section. FIG. 24 is a side view of a cargo when it is being removed from an unloading section. FIG. 25 is a side view showing examples of internal elements of a cargo receiving port. FIG. 26 is a side view of another example of internal elements of a cargo receiving port. FIG. 27 is a top view of a cargo receiving port when it is being set up. FIG. 28 is another top view of a cargo receiving port when it is being set up. 20 is a side view of the air vehicle used in the system of the present disclosure. FIG. 21 is a top view of the air vehicle of FIG. 20. FIG. 22 is a functional block diagram of the air vehicle of FIG.

[0015] The contents of embodiments of the present invention will be listed below. A cargo receiving system according to an embodiment of the present invention has the following configuration. (Item 1) A cargo receiving port that receives cargo transported by an aircraft, comprising: a main body unit; and a support unit that supports the main body unit, wherein the main body unit has: a storage unit capable of storing multiple pieces of cargo; a landing unit that receives the cargo from the aircraft; an intake unit that moves the cargo from the landing unit to the inside of the storage unit; and an unloading unit that moves the cargo from the inside of the storage unit to the outside, and the support unit has: a towed unit provided at one end of the support unit in one direction; and a wheel that is rotatable along the one direction. (Item 2) The cargo receiving port according to item 1, wherein the unloading unit is provided on the same side as the towed unit. (Item 3) The cargo receiving port according to item 1 or 2, wherein a rain cover is provided on an upper part of the intake unit. (Item 4) The receiving port according to any one of items 1 to 3, further comprising a positioning mechanism around the receiving section that moves the cargo in a horizontal direction to move the cargo to the receiving section. (Item 5) A cargo receiving port according to any one of items 1 to 4, wherein a vehicle lighting device is provided at an end of the support section opposite the towed section. (Item 6) A cargo receiving system for receiving and temporarily storing cargo transported by an aircraft, wherein the cargo receiving system comprises: an aircraft equipped with a mounting section capable of loading and detaching cargo; and a cargo receiving port for receiving the cargo, wherein the cargo receiving port comprises: a main body section; and a support section that supports the main body section, wherein the main body section has: a storage section capable of storing multiple pieces of cargo; a cargo arrival section that receives the cargo from the aircraft; an intake section that moves the cargo from the cargo arrival section to the inside of the storage section; and an unloading section that moves the cargo from the inside of the storage section to the outside, and wherein the support section has: a towed section provided at one end of one direction of the support section; and a wheel that can rotate along the one direction.(Item 7) The cargo receiving system according to Item 6, wherein the air vehicle detaches the cargo after landing at the cargo arrival section. (Item 8) A method of installing a cargo receiving port that receives cargo transported by an air vehicle, comprising: a main body unit and a support unit that supports the main body unit, wherein the main body unit has: a storage unit capable of storing multiple pieces of cargo, a cargo arrival unit that receives the cargo from the air vehicle, an intake unit that moves the cargo from the cargo arrival unit to the inside of the storage unit, and an unloading unit that moves the cargo from the inside of the storage unit to the outside, and the support unit has: a towed unit provided at one end of one direction of the support unit, and a wheel that is rotatable along the one direction, the method comprising: moving the cargo receiving port to a predetermined position by a vehicle coupled to the towed unit, and after the cargo receiving port has been moved to the predetermined position, detaching the towed unit from the vehicle and moving the vehicle.

[0016] <Details of the embodiment according to the present invention> Hereinafter, a receiving system, a method, a system, a program, etc. according to a first embodiment of the present disclosure will be described with reference to the drawings.

[0017] <Details of the First Embodiment>

[0018] As illustrated in Figures 1 and 2, the cargo receiving system 10 of this embodiment is a cargo receiving system that includes a cargo receiving port 500 that is towed by a self-propelled vehicle 600, and an aircraft 100 that can fly while carrying items to be transported (hereinafter collectively referred to as cargo 20).

[0019] The cargo receiving port 500 comprises a main body 501 and a support 502. It is coupled to a self-propelled vehicle 600 and towed to the port installation location. Therefore, the cargo receiving port 500 does not have a drive unit for its own movement. The dimensions of the cargo receiving port when towed are preferably within a width of 2.5 meters and a height of 3.8 meters so that it can be driven on public roads. This allows the cargo receiving port to be installed wherever there is space available for parking a car (e.g., a parking lot or vacant lot). Once the cargo receiving port 500 arrives at the installation location, it is detached from the self-propelled vehicle 600 and used. The self-propelled vehicle 600 detaches the cargo receiving port 500 from the towed portion (described below) and then moves, leaving only the cargo receiving port 500 at the installation location. In addition to the wheels 520 used when towing, the cargo receiving port 500 may be equipped with auxiliary wheels 523 to prevent the cargo receiving port 500 from tilting when detached from the self-propelled vehicle 600.

[0020] As illustrated in Fig. 3, the cargo receiving port 500 has a main body 501 equipped with a cargo receiving section 510, an intake section 511, an unloading section 513, and a storage section 512. Furthermore, the support section 502 is equipped with a fixing member 514, wheels 520, a towed section 521 (e.g., a hitch can), and a main brake (not shown), and is configured to be able to travel on public roads as a non-self-propelled towed vehicle. When traveling, the towed section 521 is connected to a towing component 610 (e.g., a hitch ball) equipped on the self-propelled vehicle 600. Auxiliary wheels 523 may be provided in front of or behind the wheels 520 to prevent the cargo receiving port 500 from losing balance and tilting when detached from the self-propelled vehicle 600. In addition, it is desirable that at least one of the main body part 501 or the support part 502 is provided with lighting devices 522 (e.g., turn signals, tail lights, brake lights) and space for mounting a vehicle registration plate or vehicle number plate that meet the requirements of towed vehicles in the operating area.

[0021] In addition to the main brake, the load receiving port 500 may use a fixing member 514 to secure the load receiving port 500 to the ground surface during use to prevent unintended movement or shaking due to the inclination of the installation surface or shocks during use. Examples of the fixing member 514 include, but are not limited to, wheel chocks and outriggers. These fixing members 514 are installed automatically or manually when the load receiving port 500 is placed. The outriggers may also be equipped with a function to absorb shocks and vibrations, such as stabilizers, or a height adjustment mechanism to keep the load receiving section 510 approximately horizontal regardless of the inclination of the installation surface.

[0022] The receiving port 500 equipped with a height adjustment mechanism is preferably equipped with a level for measuring the inclination of the receiving port 500 or the goods arrival area 510. The height adjustment mechanism may be operated manually, or may be operated to perform the inclination measurement and height adjustment partially or completely automatically.

[0023] The receiving port 500 is equipped with a Global Navigation Satellite System (GNSS) receiver. In addition to acquiring its own location, it notifies the control system and the aircraft 100 of its own location to acquire external information such as weather at its own location and to provide accurate destination information to the aircraft. The receiving port 500 is equipped with communication means for transmitting and receiving information. Specific information includes the cargo reception status of the storage unit 512, the cargo management status, environmental information such as weather, location information, the flight status of the receiving aircraft, and malfunction and maintenance information. However, information used for the operation of the receiving system 10 and the aircraft 100 is transmitted and received as needed, and is not limited to this.

[0024] The energy supply source (e.g., battery, generator, solar panel, etc.) used for communication, transport of luggage 20, etc. may be provided on or outside the receiving port 500. If provided on the receiving port 500, it can be operated independently regardless of the port installation location, making it suitable for use in vacant lots, etc., or in the event of a disaster. If it is installed in a facility's parking lot, etc., it can be connected to a wiring outlet provided by the facility to receive power, making it possible to operate even if heavy items such as batteries and generators are not installed on the receiving port.

[0025] As illustrated in Figures 3-5, the landing area 510 is provided on either the top or side of the receiving port 500 and receives the cargo 20 transported by the flying object. It is desirable that the top surface of the landing area 510 be flat so that the cargo or flying object can be placed stably on the ground. Furthermore, if the landing area 510 is approximately horizontal, it is possible to prevent the cargo or flying object from tilting or sliding. For this reason, the height adjustment mechanism described above may be used, or a separate angle adjustment mechanism may be provided that allows the landing area 510 to be independently displaced regardless of the inclination of the receiving port 500.

[0026] When the landing section 510 is provided on the top surface of the port, it is located at a high position away from the ground, thereby preventing a third party (e.g., a recipient of the luggage) from coming into contact with the aircraft 100 and the luggage 20. The landing section 510 may be configured to be able to pick up the luggage 20 that is detached from the aircraft. For example, the landing section 510 may be configured to be able to place or hold only luggage, or may be configured to allow the aircraft 100 to take off, land, or be held.

[0027] Depending on the performance and functions of the aircraft, it is conceivable that the luggage 20 delivered to the luggage receiving section 510 may not be optimally positioned for retraction. Therefore, the luggage receiving port 500 may be equipped with a positioning mechanism 516. For example, as shown in FIGS. 6-11 , the luggage 20 placed on the luggage receiving section 510 is moved to the receiving section 511 after its position is adjusted by the positioning mechanism 516. In FIGS. 7 and 8 , the luggage 20 is pushed and moved by sliding the rod-shaped members 517a-517d, each driven by a belt. The positioning mechanism only needs to be able to position and orient the luggage appropriately, and an appropriate method can be selected from known article moving methods, such as a robotic arm, a rotating table, or an inclined luggage placement surface.

[0028] As shown in Figures 12-15, the luggage 20 delivered to the arrival section 510 is moved from the intake section 511 to the storage section 512. The luggage 20 is moved using known techniques, such as a conveyor, rails, or a robotic arm. The intake section 511 is an opening provided on the top or side of the luggage receiving port 500. It is preferable to provide a wall or ceiling (hereinafter collectively referred to as a rain screen 515) above and to the sides of the intake section 511 to prevent rain and wind from entering through the opening. The rain screen 515 may be a plate-shaped member made of metal or resin, such as aluminum, FRP, or polycarbonate, or a sheet-shaped member that is impermeable or difficult to penetrate with water droplets. If the rain screen 515 can be temporarily folded or removed when traveling on public roads, it can be installed at a height exceeding the vehicle height limit.

[0029] Additionally, steps or grooves may be provided around intake section 511 to promote drainage and prevent water from entering the interior of receiving port 500 (e.g., storage section 512). In this case, the portion that will become the waterway is inclined so that the drainage direction (e.g., toward the side of receiving port 500) is lower than the vicinity of intake section 511 to prevent water from accumulating.

[0030] As illustrated in Fig. 16, the storage section 512 is capable of storing and storing at least one or more items. The storage environment, such as temperature and humidity, may be controlled depending on the items to be stored. The storage environment may be controlled collectively for the entire storage section 512, or, as illustrated in Fig. 17, at least some of the items may be stored independently in spaces such as lockers, with each space having a different environment.

[0031] The following methods can be used to move the luggage 20 to a predetermined position within the luggage receiving port 500. First, the luggage 20 that has reached the intake section 511 is lowered by a lifting device to a position that is the same as or higher than the floor of the space where it is to be stored. The luggage 20 is then moved by a conveyor to a position between the storage spaces, and pushed into the storage space by an arm. Another method is to pull the luggage 20 that has reached the intake section 511 into the luggage receiving port 500 by a lifting device, and then grasp the luggage 20 with a robotic arm and move it to the predetermined storage space where it is placed.

[0032] Each package is assigned a unique identifier. Information used for transportation is linked to the identifier. For example, this information may include the sender, recipient, destination, arrival time, and storage instructions. The identifier may be printed as a string of characters or a barcode on the delivery slip or packaging material, or may be assigned on a server and not recognizable from the package's appearance.

[0033] The luggage 20 moved from the intake section 511 to the storage section 512 is stored there until an instruction to remove it is received. If the storage section 512 has a predetermined function, that function is used to store the luggage in an environment that corresponds to the instruction regarding storage. For example, luggage that is specified to be refrigerated is stored at 0 to 10 degrees.

[0034] When the receiving port 500 receives an instruction to remove the luggage, it moves the luggage 20 to the removal section 513, which is located at a different position from the intake section 511. When the movement of the luggage 20 is performed using known technology, such as a conveyor, rails, or robotic arm, the luggage 20 is not tilted but kept approximately horizontal, thereby preventing food from collapsing or spilling. On the other hand, if the contents of the luggage 20 are not likely to collapse or are not a problem even if they do collapse, a mechanism such as sliding the luggage 20 down a slope may be used. By moving the luggage 20 by sliding it down a slope, the energy required for movement can be reduced.

[0035] To prevent the package 20 from being removed by an unintended user, the package receiving system 10 is preferably equipped with an authentication mechanism that verifies the match between the user who comes to pick up the package and the package 20. For example, known authentication mechanisms such as PIN authentication, code (one-dimensional code, two-dimensional code) authentication, and biometric authentication may be used. In principle, the package 20 can be removed when the receiving information attached to the package matches the user information.

[0036] The removal section 513 is provided on at least one side of the side of the cargo receiving port 500. For example, by providing the removal section 513 at one end of the cargo receiving port 500 in the direction of travel during towing, it becomes easy to ensure space for removing cargo even if another vehicle is parked to the left or right of the cargo receiving port 500 when the port is installed in a parking lot, etc. Furthermore, as shown in Figures 18 and 19, if the removal section 513 is provided on the surface where the towed section 521 is provided, a certain amount of space can be secured by the self-propelled vehicle 600 when the cargo receiving port 500 is installed, and this is therefore suitable as the direction for removing cargo.

[0037] Furthermore, the intake section 511 and the discharge section 513 may be provided with a cover member 518 to prevent the unintentional intrusion of water, living organisms, dust blown by the wind, leaves, and the like while luggage is not being drawn in or removed. The cover member 518 may be opened and closed in accordance with the operation of the luggage receiving port 500 (for example, the operation of removing luggage), or may be opened and closed when a luggage approaches using a sensor or the like.

[0038] The cover members 518 provided on the intake section 511 and the extraction section 513 can be of various types, such as hinged doors, folding doors, sliding doors, shutter doors, etc. When the hinged door type cover member 518 has a structure that opens by rotating around an axis in the X direction as shown in Figures 3 and 4, a part of the towed section may also be used as a cover support section 524 that supports the cover member 518 at a predetermined position as shown in Figure 3.

[0039] When the cargo receiving port 500a is undergoing maintenance or has broken down, an alternative cargo receiving port 500b may be towed to the installation location of the cargo receiving port 500a by the self-propelled vehicle 600. After the cargo receiving port 500a and the cargo receiving port 500b are swapped, the self-propelled vehicle 600 tows the cargo receiving port 500a to a facility where maintenance or repairs will be performed, thereby reducing the time that service provision is stopped, improving operational efficiency, and reducing the cost of moving the cargo receiving port 500.

[0040] The flying object 100 is capable of takeoff and landing and horizontal flight. The flying object 100 may also fly with a payload on board, and the payload may be detached during flight or after landing.

[0041] 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 detaches the package, completing the delivery. After detaching the package, the aircraft may fly again, for example, to another destination.

[0042] The landing area 510 is preferably a flat surface that will not destabilize the loaded cargo 20. Furthermore, when the aircraft lands and releases the cargo, it is desirable that the landing area 510 has sufficient strength and rigidity to prevent the aircraft from becoming unstable after landing. Examples of the landing surface include a plate-like member made of resin, wood, metal, etc., or a concrete surface. Alternatively, a lattice-like or mesh-like member with holes large enough that the landing legs 130 cannot penetrate through may be used. Since the propeller wake generated by the propeller of the aircraft 100 passes downward, the influence of the ground effect is reduced.

[0043] The landing section 510 may be equipped with a module that emits electromagnetic waves such as infrared rays, a camera, a visual signal such as an AR marker, or a device that emits radio waves such as a beacon, as an auxiliary device for assisting the descent or landing of the aircraft.

[0044] Below, we will explain the aircraft 100 that takes off and lands on the takeoff and landing gear 160 using an unmanned aerial vehicle (multicopter) with multiple rotors as an example, but this is not limited to this, as the same effect will be achieved with any aircraft that takes off and lands vertically.

[0045] As illustrated in Figures 20 and 21, the flying body 100 according to this embodiment is an flying body that is capable of horizontal movement by flight and takeoff and landing.

[0046] The aircraft 100 takes off from a takeoff point and flies to a destination. The takeoff point and landing point may be the same or different points. The flight may be completed in a single takeoff and landing, or may take off again from the destination and fly multiple times. For example, when the aircraft 100 performs a delivery, the aircraft 100, having reached the destination, lands at a port or the like, or hovers above a port or the like, and completes the delivery by separating the cargo carried on board. After separating the cargo, the aircraft 100 travels by flight to another destination, such as the original takeoff point or another delivery point.

[0047] As illustrated in FIGS. 20 and 21, the flying object 100 according to this embodiment includes one or more power generators (for example, motors 111) and a main body 150.

[0048] The rotor section 11 (111a, 111b, 111c, 111d, 111e, 111f) according to this embodiment is composed of a propeller 110 and a motor 111. The rotor section 11 may be provided on a frame 120. For example, the rotor section 11 may be provided at the front end, middle section, rear end, etc. of the frame 120. The frame 120 and the rotor section 11 may be connected directly or via an intermediate member such as a motor mount.

[0049] It is desirable that the aircraft 100 be equipped with an energy source (e.g., a secondary battery, a fuel cell, a fossil fuel, etc.) for powering the rotor section 11. For example, as will be described later, the aircraft 100 may be equipped with a battery in the main body section 150.

[0050] 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.

[0051] The flying object 100 moves forward in the direction of arrow D (-Y direction) in the figure (details will be described later).

[0052] 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

[0053] The propeller 110 rotates upon receiving output from the motor 111. The rotation of the propeller 110 generates a thrust force for flying the flying object 100. The propeller 110 can rotate clockwise, stop, and rotate counterclockwise.

[0054] The propeller 110 of the aircraft of the present disclosure has one or more blades. Any number of blades (rotors) (e.g., 1, 2, 3, 4, or more) may be used. 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 blades move 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.

[0055] The propellers of the aircraft of the present disclosure may be, but are not limited to, fixed pitch, variable pitch, or a combination of fixed pitch and variable pitch. For example, when the power source is an engine, the propeller rotation control speed may be slower than when using an electric motor, so it is desirable to use a variable pitch propeller.

[0056] 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).

[0057] The blades can all rotate in the same direction, or they can rotate independently. For example, some blades can rotate in one direction and others in the other direction. 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.).

[0058] The flying object 100 determines the rotation speed of each motor and the flight angle via a flight controller according to wind speed and direction through inputs from a radio control unit (not shown) or a program, allowing the flying object to ascend, descend, accelerate, decelerate, change direction, and perform other movements.

[0059] Furthermore, 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 radio control.

[0060] The above-described aircraft 100 includes some or all of the functional blocks shown in FIG. 22 . Note that the functional blocks in FIG. 22 are an example of a minimum reference configuration. The flight 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.

[0061] 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.

[0062] 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.

[0063] 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).

[0064] The plane of rotation of the propeller 110 equipped on the flying vehicle 100 according to the embodiment of the present disclosure is a horizontal rotor that is approximately horizontal when hovering in a windless environment, allowing the flying vehicle 100 to ascend by rotating the propeller. When moving forward, the plane of rotation of the propeller 110 is tilted forward in the direction of travel, and the forward-inclined plane of rotation of the propeller 110 generates upward lift and thrust in the direction of travel, thereby propelling the flying vehicle 100 forward.

[0065] When the flying object 100 takes off and lands vertically, the lift generated by the rotor section 11 allows the flying object 100 to lift off.

[0066] The flying body 100 may have a flying section 140 that includes a motor, propeller, frame, etc. and generates lift and thrust, and a main body 150 that can house a processing unit, battery, etc. to be mounted on the flying section. The main body 150 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.

[0067] It is desirable for the main body 150 to have 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 material used for the frame 120 (including the arms) included in the flight section 140.

[0068] Furthermore, the motor mount, frame 120, and main body 150 of flying section 140 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 150 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.

[0069] 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.

[0070] The aircraft 100 may be capable of holding or carrying cargo to be transported to a destination, sensors for acquiring external information, and the like (hereinafter collectively referred to as payloads).

[0071] For example, an aircraft used for cargo transportation carries a load, and after arriving above a destination point, lands or hovers and releases the load. In an aircraft 100 that lands, it is preferable that the landing legs 130 provided on the aircraft 100 are designed to prevent the main body 150 and the rotor 11 from directly contacting the landing surface 800 when the aircraft lands, thereby preventing them from receiving impact. 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 main body 150, at least when viewed from the side when the aircraft lands on a flat surface. The landing legs 130 may further include shock absorbing parts such as springs and dampers.

[0072] The configuration of the receiving system in the embodiment can be implemented by combining multiple elements. It is desirable to consider an appropriate configuration depending on the cost of manufacturing the receiving port, the environment and characteristics of the location where the aircraft will be operated, the laws and regulations at the time of operation, etc.

[0073] 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.

[0074] 10 cargo receiving system 11 rotor section 20 cargo 100 flying body 110a to 110d propeller 111a to 111d motor 120 frame 130 landing gear 140 flying section 150 main body section 500 cargo receiving port 501 main body section 502 support section 510 cargo receiving section 511 intake section 512 storage section 513 removal section 514 fixing member 515 rain cover 516 positioning mechanism 517a to 517d rod-shaped member 518 cover member 520 wheel 521 towed section 522 lighting device 523 auxiliary wheel 524 cover support section 600 self-propelled vehicle 610 towing part 1000 battery 1001 flight controller 1002 Sensors 1003 Gimbal 1004 Transmitter / Receiver 1006 Transmitter / Receiver (Radio)

Claims

1. A cargo receiving port for receiving cargo transported by an aircraft, comprising: a main body; and a support section for supporting the main body, wherein the main body has a storage section capable of storing a plurality of the cargo pieces, a cargo arrival section for receiving the cargo from the aircraft, an intake section for moving the cargo from the cargo arrival section to the inside of the storage section, and an unloading section for moving the cargo from the inside of the storage section to the outside, and the support section has a towed section provided at one end in one direction of the support section, and a wheel capable of rotating along the one direction.

2. A cargo receiving port according to claim 1, wherein the unloading section is provided on the same side as the towed section.

3. A cargo receiving port according to claim 1 or 2, wherein a rain cover is provided on the upper part of the intake section.

4. A cargo receiving port according to any one of claims 1 to 3, further comprising a positioning mechanism around the cargo arrival section for moving the cargo horizontally to the cargo arrival section.

5. A cargo receiving port according to any one of claims 1 to 4, wherein a vehicle lighting device is provided at an end of the support part opposite to the towed part.

6. A cargo receiving system for receiving and temporarily storing cargo transported by an aircraft, said cargo receiving system comprising: an aircraft having a mounting unit capable of loading and detaching cargo; and a cargo receiving port for receiving the cargo, said cargo receiving port comprising: a main body unit; and a support unit supporting said main body unit, said main body unit having: a storage unit capable of storing a plurality of said cargo; a cargo receiving unit for receiving the cargo from said aircraft; an intake unit for moving the cargo from the cargo receiving unit to the inside of the storage unit; and an unloading unit for moving the cargo from the inside of the storage unit to the outside, said support unit having: a towed unit provided at one end in one direction of the support unit; and a wheel capable of rotating along said one direction.

7. A cargo receiving system according to claim 6, wherein the flying object separates the cargo when it lands on the cargo arrival area.

8. A method of installing a cargo receiving port for receiving cargo transported by an aircraft, comprising: a main body; and a support section supporting the main body, wherein the main body has a storage section capable of storing a plurality of the cargo items, a receiving section for receiving the cargo from the aircraft, an intake section for moving the cargo from the receiving section to the inside of the storage section, and an unloading section for moving the cargo from the inside of the storage section to the outside, and the support section has a towed section provided at one end in one direction of the support section, and a wheel rotatable along the one direction, the method comprising: moving the cargo receiving port to a predetermined position by a vehicle connected to the towed section, and after the cargo receiving port has been moved to the predetermined position, detaching the towed section from the vehicle and moving the vehicle.

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