Flying vehicle

Abstract

[Problem] To provide a flying vehicle capable of improving fuel efficiency when in a forward attitude that is mainly used by a flying vehicle for transportation. [Solution] According to the present disclosure, provided is a flying vehicle configured so that one of the horizontal directions is a navigation direction, and that comprises: a frame; a plurality of propellers provided to the frame; a suspension member that can suspend and move a load in a vertical direction; a winch that is provided to the frame and that controls the expansion and contraction movement of the suspension member; load is inclined downward from the front to the rear in the navigation direction when the load is positioned at the upper end in the vertical direction by the suspension member.

Description

flying object

[0001] The present invention relates to an air vehicle.

[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] It is known that aircraft equipped with rotary wings are prone to instability during landing due to ground effect. Furthermore, compared to the sky, the area near the ground is less suitable for aircraft flight due to the presence of numerous obstacles, such as buildings, power lines, and plants. However, if a parcel is detached from the sky and allowed to fall freely, this can lead to a deterioration in the quality of the contents and an inaccurate drop location. In light of this situation, Patent Document 1 discloses an aircraft and delivery system in which the aircraft remains in the sky and can drop only the parcel attached by a suspension member to the ground (see, for example, Patent Document 1).

[0004] US Patent Application Publication No. 2020 / 0207474

[0005] Patent document 1 discloses an aircraft that is connected to a cargo by a suspension member and that can detach the cargo at a predetermined location at a predetermined speed without the aircraft descending to near the ground.

[0006] In transportation operations, there are cases where flights over longer distances are required. In such cases, in order to achieve an increase in flight range, it is necessary to improve the fuel efficiency of the aircraft.

[0007] Furthermore, in recent years, there has been a demand for increasing the size and weight of the goods carried per flight while also improving the flight range. As the size and weight of the goods increase, the drag and motor load during the flight of the aircraft increase, which can lead to a decrease in fuel efficiency.

[0008] In particular, when an object is carried suspended from the aircraft by a wire or the like, the object is often positioned below the aircraft during flight. Compared to aircraft in which the object is placed in the center of the main body, the frontal projection area of ​​the aircraft is likely to increase, which can make it difficult to improve the flight range.

[0009] In view of this situation, one object of the flying vehicle of the present disclosure is to provide a flying vehicle that can improve fuel efficiency in the forward attitude that is primarily used by flying vehicles used for transportation.

[0010] According to the present disclosure, it is possible to provide an aircraft whose navigation direction is one of the horizontal directions, comprising: a frame, a plurality of propellers attached to the frame, a suspension member capable of moving a payload in the vertical direction, a winch attached to the frame for controlling the movement of the suspension member, and a fixing member attached to the frame for fixing the payload so that it tilts downward from front to rear in the navigation direction when the payload is positioned at the upper end in the vertical direction by the suspension member.

[0011] Other problems and solutions disclosed in this application will be made clear in the section on preferred embodiments of the invention and the drawings.

[0012] According to the present disclosure, an aircraft capable of transporting goods can be provided that can improve fuel efficiency.

[0013] 1 is a schematic diagram of an aircraft according to the present invention as viewed from the side. FIG. 1 is a diagram of the aircraft of FIG. 1 with a payload fixed. FIG. 1 is a diagram of the aircraft of FIG. 1 in a cruising attitude. FIG. 1 is a schematic diagram of an aircraft according to the present invention as viewed from the side. FIG. 4 is a diagram of the aircraft of FIG. 4 in a cruising attitude. FIG. 4 is a schematic diagram of the aircraft of FIG. 4 as viewed from above. FIG. 4 is a diagram of the aircraft of FIG. 4 with a payload not fixed. A functional block diagram of the aircraft of FIG. 1. FIG. 1 is a schematic diagram of an existing aircraft as viewed from the side. FIG. 9 is a diagram of the aircraft of FIG. 9 in a cruising attitude. FIG. 10 is a side view of an existing aircraft when a payload is ascending and descending. FIG. 11 is a side view showing an example of the position of the center of gravity of the payload of FIG. 11. FIG. 12 is a side view showing an example of a method for suspending a payload. FIG. 15 is a side view of the payload of FIG. 15 when ascending and descending. FIG. 16 is a side view of the payload of FIG. 15 when fixed to the aircraft. FIG. 17 is a side view showing an example of a method for suspending a payload. FIG. 18 is a side view of the payload of FIG. 17 when fixed to the aircraft. FIG. 19 is a side view of the payload of FIG. 19 when fixed to the aircraft. 23 is a side view showing an example of a method for suspending a payload. FIG. 24 is a side view of the payload of FIG. 21 when fixed to the aircraft. FIG. 25 is a side view of the payload of FIG. 23 when fixed to the aircraft. FIG. 26 is a side view of the payload of FIG. 23 when rotated. FIG. 27 is a side view of an example of a mounting position of the payload. FIG. 28 is a side view of an example of a mounting position of the payload. FIG. 29 is a side view of an example of a mounting position of the payload. FIG. 29 is a side view of an example of a mounting position of the payload. FIG. 21 is a side view of an example of a mounting position of the payload.

[0014] The details of the embodiments of the present invention will be listed below. An aircraft according to the embodiments of the present invention has the following configuration: (Item 1) An aircraft whose navigation direction is one of the horizontal directions, comprising: a frame; a plurality of propellers attached to the frame; a suspension member capable of suspending and moving a payload in the vertical direction; a winch attached to the frame and controlling the extension and contraction movement of the suspension member; and a fixing member attached to the frame and fixing the payload so that it tilts downward from front to rear in the navigation direction when the payload is positioned at the upper end in the vertical direction by the suspension member. (Item 2) The aircraft described in Item 1, wherein the suspension member maintains the payload so that it tilts downward from front to rear in the navigation direction when the fixing member and the payload are separated from each other. (Item 3) The aircraft according to item 1 or 2, wherein the center of the payload in the fore-and-aft direction as seen in a width direction that is horizontal and perpendicular to the navigation direction is located forward of the center in the fore-and-aft direction when the front and rear ends of the frame as seen in the width direction are respectively the ends. (Item 4) The aircraft according to any one of items 1 to 3, wherein, in a grounded state, the center of the payload in the up-and-down direction as seen in a width direction that is horizontal and perpendicular to the navigation direction is located below any one of the multiple propellers. (Item 5) The aircraft according to item 4, wherein, in a grounded state, the center of the payload in the up-and-down direction as seen in the width direction is located below any one of the multiple propellers. (Item 6) The aircraft according to any one of claims 1 to 5, wherein the payload is held by a holder that includes a holder for holding cargo.

[0015] <Details of Embodiments of the Present Invention> Hereinafter, flying vehicles according to embodiments of the present disclosure will be described with reference to the drawings.

[0016] <Details of the First Embodiment>

[0017] As illustrated in FIGS. 1-3 , the aircraft 100 is capable of takeoff, landing, and flight with a payload 11 mounted thereon. The payload 11 is connected to the aircraft by a suspension member, and the payload 11 can be raised and lowered by the reeling and reeling operation of the suspension member 13 using a winch 10. That is, the suspension member 13 is provided to allow the payload 11 to move up and down. A frame 120 constituting the structure of the aircraft 100 is provided with multiple propellers 110 and motors 111 corresponding to each propeller 110. An angle adjustment member 16 may be provided at the bottom of the frame 120 to fix the payload 11 so that it tilts downward from front to rear along the navigation direction (negative Y-axis direction). The angle adjustment member 16 is an example of a fixing member, and may be, for example, a block-shaped structure as shown in FIGS. 1-3 , or a member with an angle change mechanism whose rotation plane is a plane parallel to the navigation direction, as described below.

[0018] 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, slows down or hovers above the delivery destination space, port, etc., and then descends the cargo, after which the cargo is detached to complete the delivery. After the cargo is detached, the aircraft moves on to, for example, another destination.

[0019] The work performed by the aircraft is not limited to delivery. The payload 11 is not limited to delivery luggage, and for example, if an information gathering device including sensors such as a camera or a microphone is mounted, the payload 11 can be lowered in the air, gather information at a predetermined altitude, and then retrieved by reeling in the information.

[0020] As shown in Figures 4 to 7, an aircraft 100 according to an embodiment of the present invention has a flight section including a plurality of rotor sections consisting of at least propellers 110 and motors 111 for flight, as well as elements such as a motor mount and frame 120 that support the rotor sections, and it is desirable that the aircraft be equipped with energy (e.g., secondary batteries, fuel cells, fossil fuels, etc.) to operate these sections.

[0021] 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.

[0022] The forward direction of the flying object 100 is the direction of arrow D in the figure (-Y direction) (details will be described later).

[0023] 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

[0024] 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.

[0025] 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.

[0026] The propellers of the aircraft of the present invention may be of fixed pitch, variable pitch, or a combination of fixed pitch and variable pitch, but are not limited to these.

[0027] 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).

[0028] 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.).

[0029] 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.

[0030] 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.

[0031] The above-described aircraft 100 has the functional blocks shown in FIG. 8 . Note that the functional blocks in FIG. 8 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.

[0032] 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.

[0033] 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.

[0034] 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).

[0035] In this embodiment, the plane of rotation of the propeller 110 provided on the flying vehicle 100 is tilted forward toward the direction of travel when the flying vehicle 100 is traveling. The forward-tilted plane of rotation of the propeller 110 generates upward lift and thrust in the direction of travel, which propels the flying vehicle 100 forward.

[0036] 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.

[0037] 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.

[0038] 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.

[0039] 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 windless conditions, or may be a shape that improves flight efficiency when the nose of the aircraft faces the wind.

[0040] In particular, when delivering packages, efficiency in moving to the destination is required. However, in many cases, omnidirectional movement performance and reaction speed are not required as much as for aircraft for photography or hobby use. Therefore, it is not necessarily necessary for the aircraft to be symmetrical front to back, up to down, or left to right. For example, it is desirable to use a shape and arrangement of the cover and frame 120 that is specialized to improve flight efficiency while propelling in the forward direction.

[0041] As shown in FIG. 1 , the aircraft 100 is equipped with a winch 10, to which one end of a suspension member 13 is connected. The winch 10 is a device for controlling the vertical movement (expansion and contraction) of the suspension member 13. Movement of the suspension member 13 causes the load 11 to move vertically. The other end of the suspension member 13 is connected to the load 11. The suspension member 13 and the load 11 may be connected directly or indirectly via a holder 12. The holder 12 may be held by a holder that holds cargo.

[0042] The suspension member 13 is made of a material that can be easily wound onto a spool, such as a cable, wire, chain, or string. The material is not particularly limited. As shown in Figures 1 and 2, the suspension member 13 can be unwound or reeled in using a winch 10.

[0043] The suspension member 13 and the load 11 may be directly connected by respective connection means, or may be connected via the holder 12 as an intermediate member. Hereinafter, the configuration of the holder 12 will be described with the omission of the configuration in each drawing, but this does not exclude specifications using a holder 12 that is not described.

[0044] Furthermore, the mount 11 or holder 12 connected to the suspension member 13 may be equipped with a suspension unit movement means 14 (e.g., a propeller, an air blowing device, or the like, which applies thrust to the mount 11 or holder 12). The suspension unit movement means 14 allows the suspension member 13 and the mount 11 to move independently of the operation of the aircraft 100. The suspension unit movement means 14 may be provided only on one side of the mount 11, but this is not limited thereto, and the suspension unit movement means 14 may be provided in at least two directions so as to allow free movement in the X and Y directions. For example, in FIG. 1 , a suspension unit movement means 14 may be provided on the front side of the page, and the thrust directions of the multiple suspension unit movement means 14 may be arranged with a 90-degree offset. The movement direction of the suspension unit movement means 14 may be only horizontal (X and Y directions), only vertical (Z direction), or any other direction. However, by applying a thrust force so that the movement direction of the suspension moving means 14 is horizontal, the accuracy of positioning the load 11 or the holder 12 can be improved.

[0045] The holder 12 is configured to hold, for example, the payload 11. The form of the holder 12 is not particularly limited, but more preferably, it may be configured to contain the payload 11. For example, the holder 12 may be a case or basket that stores the payload 11, or a base to which the payload 11 can be detached. Note that in this embodiment, the holder 12 is described as an example of a transport box that serves as luggage and its packaging material, but the present technology is not limited to such an example. The payload 11 may include, for example, deliveries such as daily necessities, books, and food delivered from a retailer to an ordering user (directly or via a receiving location such as a retailer, agency, or temporary storage location), as well as devices such as cameras, sensors and actuators for inspecting structures, and other objects that can be mounted on the flying section.

[0046] The winch 10 is fixed to the flying vehicle 100 to prevent it from being unintentionally detached, and it reels in and pays out the connected suspension member. Referring to Figures 1 and 3, the position of the center of rotation of the winch 10 according to this embodiment is not particularly limited. Preferably, the position of the center of rotation of the winch 10 is located inside the lift generation region L1 or near the lift generation center point L2 in the landing or hovering state (see Figure 4), but the position may be changed depending on the installation location of other members.

[0047] When the payload 11 is mounted on the aircraft, the payload 11 is connected to the suspension member 13 so as not to be unintentionally detached from the suspension member 13. When the winding of the connected suspension member 13 is completed, the payload 11 is fixed to the aircraft.

[0048] 4, the flying body 100 according to this embodiment is configured to support the payload 11 so that, when viewed along the longitudinal direction D in the landing state, the center position B1 of the payload 11 is located forward of the longitudinal center position C1 of the flying body 100, and so that the payload 11 is tilted downward from front to rear along the longitudinal direction D. For example, in this embodiment, the center B1 of the payload 11 according to this embodiment is preferably provided on the flying body 100 so that, when viewed from the side (+X direction and -X direction) with respect to the direction of travel (front-rear direction) D in the landing state or hovering state, it is near the longitudinal center position C1 of the flying body 100, and is at least one of the following (1) to (3), or near at least one of these: (1) lift generation region L1 (2) vertical center position C2 of the flying body 100 (3) center of gravity G1 of the flying body 100

[0049] Furthermore, the same or similar effect can be obtained by mounting the payload 11 on the aircraft 100 so that the center of gravity G2 of the payload 11 is located forward of the central position C1 of the aircraft 100 and lower than any of the aforementioned (1) to (3) when viewed from the side (+X direction and -X direction) with respect to the direction of travel (front-to-back direction) D in the landing or hovering state.

[0050] Here, the center of gravity G1 of the aircraft 100 according to this embodiment refers to the center of gravity determined by the elements constituting the aircraft 100 (the propeller 110, the motor 111, the frame 120, the winch 10, the suspension member 13, the angle adjustment member 16, the flight controller (not shown), the battery, and other heavy objects). The center of gravity G3 refers to the combined center of gravity of the aircraft 100 and the payload 11 (including the holder 12, if any). In the rotorcraft 1 according to this embodiment, the lift generation region L1 is the region included within the width of the blade of each propeller 110 (the length along the height direction Z in FIG. 1 ). Within this lift generation region L1, a lift generation center point (lift center) L2 can exist based on the position of each propeller 110 in a planar view. When the power output of each propeller 110 is approximately the same, the lift generation center point L2 exists at the geometric center position of each propeller 110 in a planar view.

[0051] For example, if the propellers 110 are provided in a mixed push-type and pull-type configuration or are provided in staggered configurations, the lift generation region L1 can be defined as follows: First, the positions of the upper and lower ends of the blades of the propellers 110 in the width direction (height direction H of the rotary-wing aircraft 1) on each rotation shaft of the motor 111 are obtained. The space between the least-squares plane obtained by the point cloud corresponding to the respective upper end positions on each rotation shaft and the least-squares plane obtained by the point cloud corresponding to the respective lower end positions on each rotation shaft can be defined as the lift generation region L1. The position of the lift center L2 in this case is the same as in the case described above.

[0052] Furthermore, the central position C1 of the flying section refers to the position at the center between the front end and the rear end in the longitudinal direction D of the frame 120 of the flying body 100. The central position C2 of the flying body 100 refers to the position at the center between the top end and the bottom end in the vertical direction of the flying body.

[0053] As illustrated in Figures 9 and 10, the payload 11 fixed to and mounted on the aircraft 900 is generally installed horizontally at the lower center of the aircraft 900 when the aircraft is in a landing or hovering state. In this description, even when the holder 12 holds the payload 11, both are included in the description of the payload 11. In other words, in this case, the center of gravity of the payload 11 is the center of gravity of a rigid body formed by the payload 11 and the holder 12. Therefore, the center of gravity G2 of the payload 11 is likely to be below the center of the payload 11. In other words, by setting the center point B1 of the payload 11 below any of the aforementioned points (1) to (3), in many cases, the center of gravity G2 of the payload 11 can also be below any of points (1) to (3). In this case, when the aircraft is in a landing or hovering state, the center of gravity G3 is forward (+Y) and downward (-Z) from the center of gravity G1 of the aircraft.

[0054] In a conventional aircraft 900 in which the center of gravity G3 is positioned as shown in Figures 9 and 10, the aircraft 900 must be tilted to generate horizontal thrust during cruising. Therefore, to move forward, the rear of the aircraft 900 must be raised and the front lowered. In this case, the lift of the rear propeller must be greater than the lift of the front propeller. As a result, the rotation speed of the rear motor remains greater than that of the front rotor during forward movement. As such, variations in the rotation speed of the motors that rotate the respective propellers can occur between the front and rear propellers. Furthermore, because the payload is attached to the lower center of the aircraft 900, the center of gravity G3 moves rearward during cruising, requiring the rear propeller to generate greater thrust to counteract the moment. This results in a large difference in rotation speed between the front and rear motors.

[0055] Figure 5 is a diagram showing an example of the flight behavior of the aircraft 100 according to this embodiment during cruising. The aircraft 100 shown in Figure 5 is inclined with respect to the direction of travel D and flying along the direction of travel D. At this time, the center of gravity G3 of the aircraft 100 is closer to the center of lift L2 than the conventional aircraft 900 shown in Figure 10 (for example, lower and further in the direction of travel than the conventional aircraft).

[0056] When cruising in this attitude, the positional relationship between the center of gravity G3 and the center of lift L2, which is the center that generates lift in the height direction Z, reduces the variation in the load on the motor 111 that may be generated by the aircraft 100. Therefore, when the rotorcraft 1 is tilted with respect to the direction of travel F, it is possible to achieve a state in which there is less difference between the lift F1 generated by the front propeller 110 and the lift F2 generated by the rear propeller 110, compared to a conventional rotorcraft in a similar tilt state. This also reduces the difference in rotation speed between the front motor 111 and the rear motor 111.

[0057] In the flying body 100 according to this embodiment, the center of gravity G2 of the payload 11 can be located near any one of the following points (1) to (3). This makes it possible to reduce the difference in rotation speed between the front motor 111a and the rear motor 111b when the flying body 100 is tilted in the direction of travel D during cruising. (1) Lift generation region L1 (lift generation center point L2) (2) Center position C2 of the flying body 100 in the vertical direction (3) Center of gravity G1 of the flying body 100

[0058] This reduces the variation in battery consumption (i.e., energy consumption) due to differences in motor rotation speed during cruising. This, for example, can further extend cruising time. It also equalizes the load on the motor, allowing for more efficient motor operation. This makes it possible to improve the efficiency of rotorcraft cruising operations.

[0059] In this way, by positioning the flying object and the center of gravity G2 as described above, it is possible to average the rotation speed of each motor 111 during cruising of the flying object 100. This makes it possible to reduce variations in the output of the motor 111 and the associated effects. This makes it possible to more efficiently operate the flying object 100 during long-distance flights, etc.

[0060] In recent years, there has been a demand for larger payloads to be transported by aircraft. For example, when delivering multiple items to remote islands or rural areas rather than to individual homes, loading them all together can increase transportation efficiency.

[0061] However, as the volume of the payload 11 increases with the amount of payload 11, the drag force during forward flight of the aircraft 100 may increase. For example, when a large-sized cardboard box is used for general transportation, the aircraft 100 is more susceptible to the increased drag force.

[0062] For example, as shown in Fig. 9, when the payload 11 is attached to the flying vehicle 900 at an angle that tilts forward during cruising and becomes approximately horizontal during landing and hovering, the frontal projection area of ​​the payload 11 when the flying vehicle 900 is tilted forward (the area of ​​the payload 11 when viewed from the front of the aircraft) increases compared to when landing or hovering, as shown in Fig. 10. In the illustrated example, when the overall height H3 of the payload 11 during landing or hovering is compared with the overall height H4 of the payload 11 during cruising, H4 is larger.

[0063] In the aircraft of this embodiment, by mounting the payload 11 or holder 12 at a predetermined angle, it is possible to suppress an increase in the frontal projected area of ​​the aircraft in a cruising attitude and suppress a decrease in flight efficiency. The predetermined angle is at the time of landing of the aircraft. Specifically, it is desirable that the frontal projected area of ​​the aircraft during cruising is smaller than that during landing or hovering.

[0064] 4 and 5, if the payload 11 is mounted on the aircraft so that it tilts backward in the fore-and-aft direction during landing or hovering, and is mounted so that the payload is at an angle closer to horizontal or nearly horizontal during cruising than during landing or hovering, the frontal projected area of ​​the payload when the aircraft is tilted forward will be smaller than the frontal projected area of ​​the payload when landing or hovering. For example, comparing the overall height H1 of the payload during landing or hovering with the overall height H2 of the payload 11 in the cruising attitude, H2 will be smaller. Here, tilting backward means a tilt such that the lower end surface of the payload is configured to slope backward.

[0065] Next, a method for suspending the payload 11 will be described. Figures 11 to 13 are diagrams illustrating an example of conventional technology. When the payload 11 suspended by the suspension members 13 is suspended in the manner shown in Figures 11 to 13, the payload 11 may tilt in an unexpected direction depending on the position of the center of gravity. If the suspension members 13 are hoisted by the winch 10 in this state, it may be difficult to lift the payload 11 in the intended attitude (for example, tilting backward) relative to the aircraft 100.

[0066] In this embodiment, when the payload 11 suspended by the suspension member 13 is wound up and mounted on the aircraft, it is wound up so as to have a suitable angle.

[0067] As illustrated in Figures 14 to 16, by dividing the tip of the suspension member 13 into two or more directions and further varying the length, it is possible to determine the tilt direction of the load 11 without being affected by the center of gravity position of the load 11. For example, in the example shown in Figures 14 to 16, the tip of the suspension member 13 on the load 11 side is made shorter at the front side and longer at the rear side so that the load 11 tilts backward, and as shown in Figures 17 and 18, the connection position of the suspension member 13 is offset forward from the center of the load 11, thereby making it possible to tilt the load 11 backward.

[0068] 19 to 22, the payload 11 or the holder 12 may be provided with an angle adjustment member 16, or the aircraft 100 may be provided with a guide member, so that the payload 11 can be fixed at a predetermined angle. For example, in the example shown in FIGS. 19 and 20, the payload 11 is provided with an angle adjustment member 16a, and the angle adjustment member 16a is connected to the suspension member 13. The payload 11 is suspended at a rearward tilt from the horizontal by the angle adjustment member 16a provided on the payload 11 itself, and the payload 11 can be kept in a rearward tilted state even when the suspension member 13 is reeled in. In this way, the payload 11 may be maintained at a downward tilt from front to rear in the navigation direction even when it is separated from the angle adjustment member 16 provided on the frame 120. 21 and 22, guide member 16A may be provided in front of angle adjustment member 16 (on the negative side in the Y-axis direction) so that when payload 11 is wound up from a suspended state, payload 11 comes into contact with angle adjustment member 16 and is more likely to tilt backward. The form of guide member 16A is not particularly limited, and guide member 16A may be provided on the main body of aircraft 120, for example.

[0069] Furthermore, if it is difficult to provide a member for restricting the tilt direction on the payload 11 or the holder 12, as illustrated in Figures 23 to 25, the payload 11 can be hoisted up by the suspension member 13 and fixed to the aircraft 100, and the angle adjustment member 16 can be provided with a rotation mechanism that rotates the payload 11 in that state, allowing the payload 11 to tilt backward in the fore-and-aft direction when landing or hovering.

[0070] The payload 11 may be tilted backward when being raised or lowered by the winch 10, or may be tilted backward only at a predetermined position (for example, a position where it is wound up and fixed to the aircraft 100, or a position where it is suspended and fixed by the suspension member 13). For example, in the example shown in Figures 21 and 22, the payload 11 can take any posture when it is suspended from the suspension member 13, but when it comes into contact with a guide member provided on the aircraft 100 and is fixed to the angle adjustment member 16, the tilt angle of the payload 11 changes (i.e., the payload 11 tilts backward).

[0071] The method of fastening the aircraft 100 and the payload 11 is not particularly limited as long as it does not cause unintentional separation of the payload 11. For example, the payload 11 may be fastened using an opening and closing member for holding and releasing the bottom surface of the payload 11, or by magnetically attaching a hook, suction, or locking the rotation of a spool to prevent the suspension member 13 from being unwound, but this is not a limitation.

[0072] <Details of the Second Embodiment>

[0073] In the details of the second embodiment of the present disclosure, the components that overlap with those of the first embodiment operate in the same manner, and therefore will not be described again.

[0074] In the above embodiment, from the viewpoint of center of gravity control, a configuration in which the payload 11 or the payload 11 is disposed forward and below the center of the aircraft 100 has been exemplified, but the present invention is not limited to this. For example, in order to maintain the angle of the payload 11 or the payload 11 horizontal during cruising, even configurations such as those shown in Figures 26 to 31 have the effect of reducing the frontal projection area of ​​the payload 11. In other words, if the payload 11 is held by the aircraft 100 so that it is tilted backward relative to the extension direction of the frame 120, the air resistance of the payload 11 or the payload 11 during cruising of the aircraft 100 can be reduced. This makes it possible to improve flight efficiency.

[0075] The position of the payload 11 when the aircraft 100 is in a landing or hovering state will be described in each figure. In FIG. 26, the center B1 of the payload 11 may be located rearward of the center position of the aircraft 100 in the longitudinal direction. The center B1 of the payload 11 may also be located lower than any of the aforementioned positions (1) to (3). In this case, the center of gravity G3 is located rearward (-Y) and downward (-Z) compared to the center of gravity G1 of the aircraft 100 in the landing or hovering state. The center B1 of the payload 11, in the horizontal direction, is the center of the payload 11 in the longitudinal direction as viewed from the width direction, which is perpendicular to the navigation direction. The center B1 of the payload 11, in the vertical direction, is the center of the payload 11 in the vertical direction as viewed from the width direction.

[0076] In Figure 27, the center B1 of the payload 11 is located rearward of the center position of the aircraft 100 in the longitudinal direction. The center position of the aircraft 100 in the longitudinal direction is the center in the longitudinal direction when the front and rear ends of the frame are respectively defined as the two ends when viewed in the width direction. The center B1 of the payload 11 is located above any of the aforementioned points (1) to (3). In this case, the center of gravity G3 is located rearward (-Y) and above (+Z) compared to the center of gravity G1 of the aircraft 100 in the landing or hovering state.

[0077] In Figure 28, the center B1 of the payload 11 is forward of the center position in the longitudinal direction of the aircraft 100. The center B1 of the payload 11 is also located above any of the points (1) to (3) mentioned above. In this case, the center of gravity G3 is located forward (+Y) and above (+Z) the center of gravity G1 of the aircraft 100 in the landing or hovering state.

[0078] 29, the center B1 of the payload 11 coincides with or approximately coincides with the center position in the longitudinal direction of the aircraft 100. The center B1 of the payload 11 is located near (coinciding with or approximately coincident with) any of the aforementioned (1) to (2) or (3). In this case, the center of gravity G3, in the landing state or hovering state, is located in approximately the same position in the longitudinal direction and vertical direction as the center of gravity G1 of the aircraft 100, or is located lower (-Z) in the vertical direction.

[0079] In Figure 30, the center B1 of the payload 11 coincides with or approximately coincides with the center position in the longitudinal direction of the aircraft 100. The center B1 of the payload 11 is located above any of the points (1) to (3) mentioned above. In this case, the center of gravity G3 is located in approximately the same position in the longitudinal direction and above (+Z) the center of gravity G1 of the aircraft 100 in the landing or hovering state.

[0080] 31, the center B1 of the payload 11 is located at the center position of the aircraft 100 in the longitudinal direction, and below the center point of lift generation. Below the center point of lift generation means, for example, below the multiple propellers 110. The center B1 of the payload 11 may be below any one of the multiple propellers 110, or may be below none of the multiple propellers 110. In this case, the center of gravity G3 is located at approximately the same position in the longitudinal direction as the center of gravity G1 of the aircraft 100 in the landing or hovering state, and at approximately the same position or above (-Z) in the vertical direction.

[0081] The reduction in the frontal projection area of ​​the payload 11 when the aircraft 100 is cruising is achieved by, as in the above embodiment, making the overall height H2 of the payload 11 smaller than the overall height H1 when the aircraft 100 is landing or hovering and the overall height H2 of the payload 11 when in a cruising attitude.

[0082] Furthermore, when the flying body 100 is cruising, the flying body 100 tilts forward in the cruising direction, causing the bottom surface of the payload 11 to change from a rearward tilt to a nearly horizontal position, thereby reducing the angle corresponding to the angle of attack. This is expected to prevent the bottom surface of the payload 11 from generating unintended lift, and to prevent a decrease in the efficiency of propulsion by the propeller 110.

[0083] For example, when the payload 11 or the mounting unit 12 is tilted backward at a predetermined angle with respect to the aircraft 100 in a landing or hovering state, the frontal projection area of ​​the payload decreases when the aircraft 100 tilts forward. Furthermore, when the payload 11 or the holder 12 is positioned rearward and below the center of the aircraft as shown in Fig. 26 or at the center of the aircraft 100 as shown in Fig. 29, the payload 11 or the holder 12 overlaps with the main body of the aircraft 100 when the aircraft 100 tilts forward, even when viewed from the front of the entire aircraft 100, and therefore an increase in the frontal projection area can be suppressed.

[0084] 29 to 31, the payload 11 is tilted backward at a predetermined angle and is located near the center of the aircraft 100 in a side view. By locating the payload 11 near the center of the aircraft 100 in the fore-and-aft direction, the operating speed of the aircraft 100 in the pitch direction is improved.

[0085] Furthermore, as illustrated in Figures 26 and 31, the payload 11 may be installed at a position that does not penetrate the enclosed space surrounded by two or more frames 120. In this case, a deck may be installed in the center of the aircraft 100 instead of an opening, and a control unit and sensors 1002 may be installed on the deck, or a plate-like member may be added to further increase the rigidity of the aircraft 100. Also, as illustrated in Figures 27, 28, and 30, the payload 11 may be installed above the frame 120. In this case, it is desirable to configure the opening surrounded by two or more frames 120 to be larger than the payload 11 or to pass outside the non-enclosed space so that the payload 11 can be smoothly hoisted up from below the aircraft 100. For example, the payload 11 and the suspension member 13 may be installed at a position offset forward, backward, left, or right from the frames that form the enclosed space. In this case, if the heavy payload 11 moves away from the center of the aircraft 100 and the balance of the center of gravity changes, a component such as a battery may be offset to the opposite side of the offset direction of the payload 11 to function as a counterweight.

[0086] 28 to 31 illustrate the case where the winch 10 is provided above the position where the payload 11 is provided on the aircraft 100, but this is not particularly limited, and for example, the position of the winch 10 may be below the position where the payload 11 is fixed to the aircraft 100, or may be provided in front of, behind, or to the left or right of the position where the payload 11 is fixed to the aircraft 100. As illustrated in Fig. 27, by providing a pulley 17 on the suspension member 13 connecting the winch 10 and the payload 11, the position of the winch 10 can be provided at a location that is suitable for the center of gravity of the aircraft 100 and for resistance.

[0087] In recent years, various types of flying vehicles have been considered and implemented for use in industries other than home delivery (for example, inspection, investigation, photography, surveillance, agriculture, disaster prevention, etc.) By loading rescue equipment, information gathering equipment, radio wave repeaters, etc. onto flying vehicles, it is expected that urgently needed items can be delivered more quickly and over long distances, and information can be gathered quickly about highly urgent events such as accidents and disasters.

[0088] The above-described embodiment is merely an example for facilitating understanding of the present invention, and is not intended to limit the present invention. The present invention can be modified and improved without departing from the spirit thereof, and it goes without saying that the present invention includes equivalents thereof.

[0089] 10 Winch 11 Loaded object 12 Holder 13 Suspension member 14 Suspension unit moving means 15 Connection unit 16 Angle adjustment member 17 Pulley 100 Aircraft 110a-110d Propeller 111a-111d Motor 120 Frame 130 Landing leg 131 Shock absorbing device 1000 Battery 1001 Flight controller 1002 Sensors 1003 Gimbal 1004 Transmitter / receiver unit 1006 Transmitter / receiver (radio transmitter)

Claims

1. An aircraft having a horizontal direction as a navigation direction, comprising: a frame; a plurality of propellers provided on the frame; a suspension member capable of moving a load in the vertical direction; a winch provided on the frame for controlling the movement of the suspension member; and a fixing member provided on the frame for fixing the load so as to incline downward from the front to the rear in the navigation direction when the load is located at the upper end in the vertical direction by the suspension member.

2. The aircraft according to claim 1, wherein the suspension member maintains the load to incline downward from the front to the rear in the navigation direction when the fixing member and the load are separated.

3. The aircraft according to claim 1 or 2, wherein a center in the front-rear direction of the load as viewed in a width direction that is horizontal and perpendicular to the navigation direction is located in front of a center in the front-rear direction with both ends being the front and rear ends of the frame as viewed in the width direction.

4. The aircraft according to any one of claims 1 to 3, wherein in a grounded state, a center in the vertical direction of the load as viewed in a width direction that is horizontal and perpendicular to the navigation direction is located below any one of the plurality of propellers.

5. The aircraft according to claim 4, wherein in a grounded state, a center in the vertical direction of the load as viewed in the width direction is located below any of the plurality of propellers.

6. The aircraft according to any one of claims 1 to 5, wherein the load is held by a holder for holding a load.

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