Payload module and aircraft comprising payload module

Abstract

[Problem] To improve flight characteristics while utilizing a conventional aircraft structure. [Solution] Provided is a payload module which is provided removably to an aircraft, said payload module comprising: mounting part on which a payload can be mounted; a connection member which is provided to the mounting part and which has a connection portion that connects the mounting part and the aircraft in a state where the mounting part is positioned below the aircraft; a rotating part which is provided to at least one of the mounting part and the connection member, and which enables rotation of the mounting part along a rotation axis that is in a direction along the horizontal direction and orthogonal to a first direction of the mounting part; and a cowl which is provided to one side of the mounting part in the first direction.

Description

Payload module and flying vehicle equipped with payload module

[0001] The present disclosure relates to a payload module and an air vehicle including the payload module.

[0002] In recent years, the development of a variety of services using aerial vehicles (hereinafter collectively referred to as "aerial vehicles") such as drones and unmanned aerial vehicles (UAVs) has been progressing. In particular, aerial vehicles equipped with multiple fixed-pitch propellers and capable of moving by tilting the aircraft, commonly referred to as multicopters, have attracted attention. Multicopters require a small area for takeoff and landing, making them suitable for transporting in narrow spaces. Also commonly known are single-rotor aircraft equipped with a variable pitch mechanism and VTOL aircraft equipped with tilt rotors and tilt wing mechanisms on the main wings. While VTOL aircraft have a long flight distance, they are more complex than multicopters. Multicopters are relatively easy to manufacture and maintain. Therefore, they have the advantages of low implementation costs and ease of use for people without special maintenance knowledge.

[0003] As the use of aircraft increases, there is a demand for an increase in cruising range. Therefore, it is preferable that the increase in cruising range realizes the above-mentioned advantages of aircraft. For example, Patent Document 1 discloses an aircraft that reduces the load on the rotor blades.

[0004] U.S. Patent Application Publication No. 2020 / 0001995

[0005] However, the body shape and payload positioning described in the above patent documents are generally determined during the design stage of the aircraft, and therefore, for example, it is often difficult to modify an already completed aircraft that is in circulation to have such a shape.

[0006] Therefore, the present invention provides a payload module and an aircraft equipped with a payload module that can improve flight characteristics while making use of the structure of conventional aircraft.

[0007] According to the present disclosure, there is provided a payload module that is detachably attached to an aircraft, the payload module comprising: a mounting section capable of mounting a payload; a connecting member that is attached to the mounting section and has a connection portion that connects the mounting section to the aircraft when the mounting section is positioned below the aircraft; a rotating section that is attached to at least either the mounting section or the connecting member, and that has a rotation axis that is perpendicular to a first direction on the mounting section and horizontally, allowing the mounting section to rotate along the rotation axis; and a cowl that is attached to one side of the mounting section in the first direction.

[0008] Furthermore, according to the present disclosure, there is provided an aircraft comprising: a main body; a frame connected to the main body; a plurality of propellers provided on the frame; a mounting section provided below the main body and capable of carrying a payload; a connecting member provided on the mounting section and having a connection portion connecting the mounting section to the main body or the frame; a rotating section provided on at least either the mounting section or the connecting member, the rotating section having a rotation axis in a direction perpendicular to a first direction along the horizontal direction on the mounting section, allowing the mounting section to rotate along the rotation axis; and a cowl provided on one side of the mounting section in the first direction.

[0009] According to the present disclosure, it is possible to improve flight characteristics while making use of the structure of conventional aircraft.

[0010] 1 is a conceptual diagram of an aircraft equipped with a payload module according to the present invention, as seen from the side. FIG. 1 is a side view of the aircraft of FIG. 1 when hovering. FIG. 1 is a side view of the aircraft of FIG. 1 in a landing state. FIG. 1 is a side view of the aircraft of FIG. 1 when the payload has been lowered. FIG. 1 is a side view of the aircraft of FIG. 1 when it has taken off again. FIG. 1 is a top view of the aircraft of FIG. 1. FIG. 1 is a functional block diagram of the aircraft of FIG. 1. FIG. 1 is a side view of an example of a mounting configuration of an aircraft according to the present invention when moving forward. FIG. 8 is a side view of the aircraft of FIG. 8 when hovering. FIG. 10 is a side view of an example of a mounting configuration of an aircraft according to the present invention when moving forward. FIG. 12 is a side view of the aircraft of FIG. 12 when hovering. FIG. 14 is a side view of an example of a mounting configuration of an aircraft according to the present invention when moving forward. FIG. 16 is a side view of the aircraft of FIG. 16 when hovering. FIG. 18 is a side view of an example of a mounting configuration of an aircraft according to the present invention when moving forward. FIG. 19 is a side view of the aircraft of FIG. 18 when hovering. 20 is a side view of a conventional aircraft moving forward; FIG. 21 is a side view of the aircraft of FIG. 20 when hovering; FIG. 22 is a diagram showing aircraft model A for analysis; FIG. 23 is a diagram showing aircraft model B for analysis; FIG. 24 is a diagram showing aircraft model C for analysis; FIG. 25 is a graph showing measurement results of air resistance for models A, B, and C; and FIG. 26 is a graph showing measurement results of thrust of the front and rear motors of models A, B, and C.

[0011] The details of embodiments of the present invention will be listed below. A payload module and an aircraft equipped with a payload module according to embodiments of the present invention have the following configuration. (Item 1) A payload module detachably mounted on an aircraft, comprising: a mounting section capable of mounting a payload; a connecting member mounted on the mounting section and having a connection portion that connects the mounting section to the aircraft when the mounting section is positioned below the aircraft; a rotating section mounted on at least one of the mounting section or the connecting member, the rotating section rotating around a rotation axis that is perpendicular to a first direction on the mounting section and horizontally; and a cowl mounted on one side of the mounting section in the first direction. (Item 2) The payload module according to item 1, wherein the cowl is provided separately from the mounting section. (Item 3) The payload module according to item 1, wherein the cowl is provided integrally with the mounting section. (Item 4) The payload module according to any one of items 1 to 3, wherein the rotating part is provided at the connection part of the connection member with the aircraft. (Item 5) The payload module according to any one of items 1 to 3, wherein the rotating part is provided at the connection part of the connection member with the mounting part. (Item 6) The payload module according to any one of items 1 to 3, wherein the rotating part is provided between the connection part of the connection member with the aircraft and the connection part with the mounting part. (Item 7) The payload module according to any one of items 1 to 6, wherein an introduction part that introduces a payload is provided on the other side of the mounting part in the first direction. (Item 8) The payload module according to any one of items 1 to 7, wherein the mounting part has a support member that supports the mounted payload and feeds the payload below the mounting part.(Item 9) An aircraft comprising: a main body; a frame connected to the main body; a plurality of propellers provided on the frame; a mounting unit provided below the main body and capable of carrying a payload; a connection member provided on the mounting unit and having a connection portion connecting the mounting unit to the main body or the frame; a rotation unit provided on at least one of the mounting unit or the connection member, the rotation unit being set to a rotation axis in a direction perpendicular to the horizontal direction with respect to a first direction on the mounting unit, and allowing the mounting unit to rotate along the rotation axis; and a cowl provided on one side of the mounting unit in the first direction. (Item 10) The aircraft according to item 9, wherein the cowl is provided separately from the mounting unit. (Item 11) The aircraft according to item 9, wherein the cowl is provided integrally with the mounting unit. (Item 12) The aircraft according to any one of items 9 to 11, wherein the rotating part is provided at the connection part of the connection member with the aircraft. (Item 13) The aircraft according to any one of items 9 to 11, wherein the rotating part is provided at the connection part of the connection member with the mounting part. (Item 14) The aircraft according to any one of items 9 to 11, wherein the rotating part is provided between the connection part of the connection member with the aircraft and the connection part with the mounting part. (Item 15) The aircraft according to any one of items 9 to 14, wherein an introduction part for introducing a payload is provided on the other side of the mounting part in the first direction. (Item 16) The aircraft according to any one of items 9 to 15, wherein the mounting part has a support member that supports the loaded payload and sends the payload below the mounting part. (Item 17) The aircraft according to any one of Items 9 to 16, wherein the connection portion of the connection member with the aircraft is located rearward in the first direction relative to a central portion of the aircraft in the first direction.(Item 18) The aircraft according to any one of Items 9 to 16, wherein the connection portion of the connection member with the aircraft is located forward in the first direction relative to a central portion of the aircraft in the first direction.

[0012] <Details of the embodiment of the present invention> A payload module and an aircraft equipped with the payload module according to an embodiment of the present disclosure will be described below with reference to the drawings. Note that in this specification, "detachment" refers to a state in which the payload is released from the aircraft or a mounting unit of the aircraft, and the payload can be mechanically separated from the aircraft or the mounting unit. In other words, "detachment" refers to a state in which the payload is not locked when placed on the ground or moved in the direction of removal.

[0013] 1 to 6 , an aircraft 100 according to this embodiment is a rotorcraft equipped with a flight section 30 and a payload module 10. In this embodiment, the payload module 10 refers to a plurality of components used to fly the flight section 30 with a payload 13 loaded thereon. The payload module 10 includes a mounting section 11, a connecting arm 12 (an example of a connecting member), a support member 14, and a cowl 20.

[0014] The aircraft 100 takes off from a takeoff point and flies to a destination. For example, when the aircraft 100 is making a delivery, the aircraft 100, having reached the destination, lands at a port or the like, or hovers above the port or the like. In this state, the aircraft 100 completes the delivery by separating the cargo (an example of a payload) that it has carried. After separating the cargo, the aircraft 100 continues flying to another destination, such as the original takeoff point or another delivery point.

[0015] The flight section 30 and the payload module 10 may be separate components or may be an integrated air vehicle. For example, the payload module 10 may include a mount compatible with general-purpose screws so that the payload module 10 can be attached to an existing air vehicle. This allows the payload module 10 to be easily installed in an existing air vehicle without modification.

[0016] The aircraft 100 according to this embodiment includes a rotor 112. Each rotor 112 (112a, 112b, 112c, 112d, 112e, 112f) according to this embodiment is composed of a propeller 110 and a motor 111. The rotor 112 may be mounted on a frame 120. For example, the rotor 112 may be mounted on the front end, middle portion, or rear end of the frame 120. The aircraft 100 preferably includes an energy source for powering the rotor 112. For example, the energy source may be a secondary battery, a fuel cell, a fossil fuel, or the like. For example, as described below, the aircraft 100 may include a battery mounted on the main body 40.

[0017] The illustrated flying vehicle 100 is simplified to facilitate the description of the structure of the present disclosure. For example, detailed configurations of the control unit and the like are not shown in the drawings.

[0018] The flying object 100 moves forward in the direction of arrow D (-Y direction) in the figure (details will be described later). The Y direction corresponds to the first direction.

[0019] 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

[0020] 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.

[0021] The propeller 110 of the air vehicle of the present disclosure has one or more blades. The blades may have any shape, such as flat, curved, kinked, tapered, or a combination thereof. The blade geometry may be selected to optimize the blade's aerodynamic characteristics to increase lift and thrust and reduce drag.

[0022] Furthermore, the propeller 110 provided on the aircraft 100 of the present disclosure may be, but is not limited to, a fixed pitch, a variable pitch, or a combination of fixed pitch and variable pitch.

[0023] The motor 111 generates the rotation of the propeller 110. For example, the motor 111 may be a drive unit such as an electric motor or an engine. The blades can be driven by the motor and rotate around the motor's rotation axis (e.g., the motor's longitudinal axis).

[0024] 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 rotate at different rotation speeds. 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.).

[0025] 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 100 to ascend and descend, accelerate and decelerate, and change direction.

[0026] Furthermore, the flying object 100 may fly autonomously according to a route or rules set in advance or during flight, or may fly by being controlled using a radio control.

[0027] The above-described aircraft 100 includes some or all of the functional blocks shown in FIG. 7 . Note that the functional blocks in FIG. 7 are an example of a minimum reference configuration. The light controller 1001 is a so-called processing unit. The processing unit may include one or more processors, such as a programmable processor (e.g., a central processing unit (CPU)). The processing unit includes and has access to memory (not shown). The memory stores logic, code, and / or program instructions that the processing unit can execute to perform one or more steps. The memory may include, for example, a separable medium such as an SD card or random access memory (RAM), or an external storage device. Data acquired from the sensors 1002 may be directly transmitted to and stored in the memory. For example, still and video data captured by a camera or the like may be recorded in an internal or external memory.

[0028] 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.

[0029] 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.

[0030] 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).

[0031] The flying object 100 according to the embodiment of the present disclosure can ascend by operating the rotor section 112 and move horizontally by operating the rotor section 112 .

[0032] The rotor section 112 according to this embodiment includes at least two rotors. The propeller rotation axes of the rotors are aligned along a direction that includes a vertical (Z) component. This allows the aircraft 100 to generate vertical thrust.

[0033] The flying vehicle 100 may have a flying section 30 that includes a motor, propeller, frame, etc. and generates lift and thrust, and may also have a main body 40 that can house a processing unit, battery, etc., as shown in Fig. 7. The main body 40 may have a shape that reduces air resistance during cruising.

[0034] The main body 40 preferably has an outer skin strong enough to withstand flight and takeoff and landing. For example, plastic, FRP, etc. are rigid and waterproof. Therefore, these materials are suitable for the outer skin of the main body 40. These materials may be the same as or different from the material of the frame 120 (including the arms) included in the flight section.

[0035] Furthermore, the motor mount, frame 120, and main body 40 of the flying section 30 may be assembled or may be integrated into a monocoque structure. For example, the motor mount and frame 120 may be integrated to form the flying vehicle 100. By integrating the components, it is possible to smooth the joints between the components. This can be expected to reduce drag and improve fuel efficiency, which are characteristic of flying vehicles such as blended wing bodies and lifting bodies.

[0036] The shape of the aircraft 100 may be directional. A directional shape may be, for example, a streamlined shape that reduces drag when the aircraft 100 is cruising in a windless environment. Alternatively, the directional shape may be a shape that improves flight efficiency when the nose of the aircraft faces the wind, such as a substantially wing-shaped main body 40.

[0037] The aircraft 100 includes a mounting unit 11 capable of holding or placing luggage, various tools, and the like (hereinafter collectively referred to as payload 13) to be transported to a destination. The mounting unit 11 may be fixed to the flight unit 30, or, as shown in FIG. 1 or FIG. 2, may be connected to the flight unit 30 via a rotating unit 21 such as a rotating shaft or a gimbal having one or more degrees of freedom so as to move independently of the movement of the flight unit 30. This allows the payload 13 to be maintained in a predetermined attitude (e.g., horizontal) regardless of the attitude of the aircraft 100.

[0038] As another method for maintaining the payload 13 in a predetermined attitude, a rotating unit 21 may be provided between the flight unit 30 and the mounting unit 11, as shown in FIG. 1 . The rotating unit 21 may also be provided on the side of the mounting unit 11. The rotating unit 21 may also be provided on the connecting arm 12 between the respective connection portions of the flight unit 30 and the mounting unit 11. In other words, the rotating unit 21 may be provided at any position between the connection portions of the flight unit 30 and the mounting unit 11.

[0039] If the rotation axis of the rotating unit 21 is provided at the rear of the aircraft 100 (on the +Y side of the center of the aircraft 100 in the Y direction) and on the flight unit 30, the mounting unit 11 moves relatively toward the front of the aircraft 100 when the aircraft 100 tilts forward. As a result, the center of gravity of the aircraft 100 moves closer to the center of the aircraft 100. Furthermore, if the rotation axis is provided on the side of the mounting unit 11, the mounting unit 11 is more likely to be hidden behind the cowl 20 when the aircraft tilts forward.

[0040] The position and direction of the rotation axis of the rotating unit 21 are determined, for example, by the attitude of the flying body 100 during flight. If the main propulsion direction is the forward / backward direction (Y direction), the flying body 100 will rotate at least in the pitch direction. This makes it possible to maintain the attitude of the mounting unit 11 at a predetermined angle regardless of the tilt of the flying unit 30. If it is desired to maintain the predetermined angle of the mounting unit 11 against tilt in other axial directions (roll direction, yaw direction), the rotating unit 21 may be provided with two or more rotation axes.

[0041] The displacement of the mount 11 may be performed by passive control based on the weight of the payload 13, whose attitude must be maintained, or by active control that controls the attitude using a motor, servo, or the like. Passive control is achieved, for example, by providing a shaft and a bearing through which the shaft passes. Specifically, by connecting the shaft to the payload 13, the shaft can rotate freely in one direction within the bearing. This allows the mount 11 to maintain its attitude by its own weight, independent of the tilt of the aircraft 100. Active control detects the tilt of the aircraft or payload using a sensor or the like that can detect the direction and amount of tilt, and cancels the tilt using the power of a servo or motor. For more precise attitude control, active control is preferable.

[0042] The mounting unit 11, connecting arm 12, and support member 14 are preferably constructed from materials strong enough to withstand flight and takeoff and landing while holding the payload 13. For example, resin, FRP, etc., are suitable materials for the mounting unit 11 because they are rigid and lightweight. Furthermore, when metal is used as the material for the mounting unit 11, it is preferable to use a material with a low specific gravity, such as aluminum or magnesium. Furthermore, lightweight wood, such as balsa, may be used for portions not exposed to wind and rain. This allows for improved strength while preventing weight increase. These materials may be the same as or different from the frame 120.

[0043] Furthermore, the motor mount (not shown) and frame 120 included in the flying section 30 may be configured as an assembly, or may be integrally molded, such as a monocoque structure. For example, the motor mount and frame 120 may be molded as a single unit. By integrating the parts, it is possible to smooth the joints between the parts, which may reduce drag and improve fuel efficiency.

[0044] After arriving above the destination point, the aircraft 100 carrying the payload 13 lands or hovers, and then separates the payload 13. The aircraft 100 is preferably provided with landing legs 130 so that the payload 13 is not subjected to impact from direct contact with the landing surface 200 when the aircraft lands. In this case, for example, the landing legs 130 are preferably configured to be longer downward (in the -Z direction) than the payload 13, at least when viewed from the side when the aircraft lands on a flat surface. The landing legs 130 may further include a shock absorbing device such as a damper. The landing legs 130 are preferably high enough to ensure space for the payload module 10, described below, to be installed below the main body 40.

[0045] The aircraft 100 includes a mounting unit 11 that can hold a payload 13 so that it does not fall unintentionally during flight, takeoff, or landing. The mounting unit 11 includes a support member 14 that can release the payload 13 from the aircraft at a predetermined timing.

[0046] For example, FIGS. 1 to 6 illustrate a method in which an aircraft 100 carrying a payload 13 arrives above a destination point, lands, and then separates the payload.

[0047] Specifically, as shown in FIGS. 3 to 5 , after the aircraft 100 lands on the landing surface 200, the payload 13 may be released from the payload unit 11. At this time, it is preferable to control the impact on the payload 13 or the tilt of the payload 13 so that it is within a predetermined range. For example, if the contents of the payload 13 are cooked food or precision equipment, it is preferable to minimize the impact and tilt. Furthermore, the surface that the released payload 13 comes into contact with (hereinafter collectively referred to as the landing surface 200) may be a landing pad at a landing facility or port. It is preferable that the landing surface 200 be flat and have a shape that prevents the released payload from losing its posture or tilting.

[0048] The method of holding the payload 13 is not particularly limited, and any method may be used as long as it allows for easy holding and detachment of the payload 13. For example, as shown in Figures 1 to 5, the holding method may be a method in which the payload 13 is supported at the bottom surface of the payload 13 by a support member 14. Alternatively, the holding method may be a method in which the side surface of the payload 13 is held, or a method in which a hole or protrusion for holding is provided at the top of the payload 13 and the payload 13 is hung from a member of the main body 40 or the payload module 10 by a hook-shaped member or the like.

[0049] 3 and 4 show how the mounting unit 11 separates the payload 13 when holding the bottom surface of the payload 13. The support members 14 that support the bottom surface of the payload 13 are provided with hinges located in the vertical center. After the payload 13 reaches the landing surface 200, the support members 14 can be rotated outward in the left and right directions (X direction) via the hinges, thereby releasing the payload 13 from its holding. Release by rotation via the hinges can be achieved, for example, by providing rods connected to servos or the like on the outside left and right sides and pulling and opening these rods.

[0050] The internal dimensions of the mounting unit 11 (i.e., the size capable of accommodating the payload 13) are not particularly limited. For example, the difference between the internal dimensions of the mounting unit 11 and the external dimensions of the payload 13 may be small to prevent the payload 13 from moving in unexpected directions, such as forward / backward or left / right, during flight of the aircraft 100. Furthermore, to accommodate payloads 13 of various sizes, the structure of the mounting unit 11 may be made relatively large, and a retaining member (not shown) may be provided to restrict the movement of the payload. The retaining member is a member (e.g., a protrusion, plate, roller mechanism, cushioning material, etc. integral with the cover) provided inside the support member 14 or the cover that covers the payload.

[0051] The mount 11 may also have an elevation function. When the aircraft 100 lands or hovers, the payload 13 can be detached by the support members 14 ceasing to hold and releasing the payload 13, without descending the payload 13. In this case, if the payload detachment position (height) is far from the landing surface 200, the impact on the payload may not be within a predetermined impact range, which may lead to the payload collapsing. Therefore, it is desirable to determine the length of the landing legs 130 and the position of the mount 11 so as to obtain an appropriate detachment position.

[0052] In order to improve the flight characteristics, such as the cruising distance, of the aircraft 100, it is preferable to reduce the air resistance experienced by the aircraft 100 when it is moving. When the forward flight (e.g., in the -Y direction) of the aircraft 100 (hereinafter referred to as "forward flight") accounts for the majority of the flight time of the aircraft 100, such as in logistics or surveillance, reducing the air resistance during forward flight can reduce the energy consumed during forward flight. As a result, the cruising distance can be improved.

[0053] The following describes a technique for reducing air resistance when the flying object 100 moves forward.

[0054] 1 , a payload module 10 according to the present disclosure includes a connecting arm 12 connectable to a flight section 30 of an aircraft 100, a cowl 20 that has the effect of reducing air resistance during flight, and a mounting section 11 that can hold a payload 13. The mounting section 11 may include a support member 14 that can hold the payload 13 or can be detached as desired. The payload module 10 may also include a rotating section 21 that has one or more rotation axes.

[0055] The connecting arm 12 is a member that connects the flying unit 30 and the mounting unit 11. The connecting arm 12 may be made of a combination of one or more of plates, square pipes, round pipes, etc., or may be made of a member made by molding resin. If the connecting arm 12 is provided with a rotating unit 21, a motor for controlling the rotation of the rotating unit 21 may be provided in the connecting arm 12.

[0056] The support members 14 in this embodiment are part of the mount 11. In the aircraft illustrated in Figures 2 and 3, the support members 14 are a pair of members that form the bottom surface of the mount 11. The support members 14 support the left and right bottom portions of the payload 13, thereby preventing unintended release of the payload. Furthermore, after the aircraft 100 lands, these support members 14 rotate outward in the left and right directions and open, allowing the payload 13 to be detached from the mount 11.

[0057] The payload 13 may be held, for example, by supporting the bottom of the payload with a floor member or a rail member, by gripping the sides of the payload using an arm or the like, or by holding the top surface of the payload 13 with any mechanism. The method of holding and releasing the payload 13 is not particularly limited.

[0058] The payload 13 can be inserted into the mounting unit 11 from any of the four directions on the side of the payload module 10. For example, the mounting unit 11 may be provided with an introduction portion (not shown). The introduction portion may be provided, for example, on the rear side (the side on which the cowl 20 is not provided) of the mounting unit 11 in the first direction. The introduction portion is, for example, an opening on the rear side of the mounting unit 11 in the first direction, and the payload 13 can be inserted through the opening. Furthermore, the introduction portion may be provided with an optional stopper to prevent the payload 13 from falling out of the opening of the mounting unit 11 after passing through the opening. Providing the introduction portion on the rear side of the mounting unit 11 in the first direction simplifies loading of the payload 13.

[0059] The cowl 20 according to this embodiment is provided at least on the front surface of the mount 11 (one side in the first direction, the side in the forward direction of the aircraft 100). The shape of the cowl 20 is not particularly limited, but for example, the cowl 20 may have a streamlined shape with the underside projecting downward when viewed from the side (X-axis direction). As shown in FIG. 1 and other figures, the cowl 20 may be provided so as to hide all or part of the front side of the mount 11 when viewed from the first direction. The cowl 20 is preferably made of a material that is strong enough to withstand flight, takeoff, and landing, like the frame 120 and the body. For example, it is preferable to use a material that has a low specific gravity and the necessary strength, such as resin, FRP, aluminum, or magnesium.

[0060] As illustrated in Figures 8 to 15, by providing the cowl 20 so as to eliminate the gap between the flight section 30 and the mount section 11 (payload 13), air resistance during forward flight is reduced.

[0061] Furthermore, as illustrated in Figures 16 to 19, by providing a cowl 20 in front of the mounting portion 11 (payload 13), air resistance during forward flight is reduced.

[0062] The cowl 20 may be attached to the main body 40 of the flight section 30, as exemplified in FIGS. 8 to 13 . In this case, the mount 11 can be positioned immediately behind the cowl 20 when the aircraft 100 tilts forward and moves forward. This reduces air resistance caused by the mount 11. The cowl 20 may also be attached to the mount 11 or the payload 13, as exemplified in FIGS. 14 to 19 . Integrating the mount 11 and the cowl 20 reduces air resistance caused by the mount 11. When attached to the flight section 30, the cowl 20 may extend from the frame 120, or may extend forward from the main body 40 along the frame 120, as exemplified in FIGS. 8 to 13 . The cowl 20 may be provided on a part of the frame 120 or landing gear 130 of the aircraft 100.

[0063] When the payload 13 is detached downward from the flying body 100, it is preferable that the position at which the payload 13 is mounted is lower in the vertical direction (Z direction) than the center of gravity or center (hereinafter collectively referred to as the center point) of the flying section 30. Also, in order to reduce the impact on the balance of the flying body 100 when the weight of the payload 13 fluctuates, it is desirable that the position be near the center point in the horizontal direction (X direction). Regarding the longitudinal direction, all cases are possible, such as forward of the center point, coinciding with or near the center point, and behind the center point.

[0064] 8, 9, 14, and 15, the mounting unit 11 is positioned rearward (+Y) from the center point in the longitudinal direction. In this case, the mounting unit 11 and the payload 13 held by the mounting unit 11 are more likely to enter the wake of the main body 40 when the aircraft 100 moves forward. This further reduces the air resistance caused by the mounting unit 11.

[0065] 10, 11, 16, and 17, the mounting unit 11 is positioned forward (-Y) from the center point in the longitudinal direction. In this case, the payload 13, which is a heavy load, is at the front of the aircraft. For example, in a multicopter that flies with a fixed payload as shown in FIGS. 20 and 21, the load on the rear propeller is greater than the load on the front propeller when flying forward. On the other hand, when the aircraft 100 according to this embodiment is tilted forward when flying forward, the moment acting on the rear propeller of the aircraft 100 is relatively small. This reduces the load on the motor.

[0066] In the embodiments illustrated in FIGS. 12, 13, 18 and 19, the mounting portion 11 is provided so that its position in the front-rear direction is near the center point.

[0067] Figures 22, 23, and 24 show examples of analysis using a 3D model of an aircraft. Model A shown in Figure 22 is a simplified model that reproduces the layout of a conventional aircraft, with the mounting unit 11 located at the center. Model B is a model of an aircraft in which the mounting unit 11 is located forward (-Y) from the center point in the fore-and-aft direction, and the cowl 20 is located only on the mounting unit 11. Model C shown in Figure 24 is a model of an aircraft in which the mounting unit 11 is located rearward (+Y) from the center point in the fore-and-aft direction, and the cowl 20 is located to cover the space and step between the flying unit 30 and the mounting unit 11.

[0068] The motor diagonal dimensions of each aircraft model are 1500 mm, and the payload dimensions are 260 x 200 x 320 mm. The offset of the connection position between the flight unit and the payload is 150 mm forward (-Y direction) for Model B and 150 mm backward (+Y direction) for Model C, using Model A as the reference. If the aircraft weight is 20 kg and the payload weight is 5 kg, the change in the center of gravity position due to the payload offset is 30 mm.

[0069] Graph D in Figure 25 shows the results of measuring the magnitude of air resistance when each aircraft model is moving forward. Compared to conventional aircraft model A, it can be seen that the air resistance of aircraft models B and C, which are configured in this embodiment, is reduced. In particular, the reduction in air resistance is large in model C, in which the mount 11 is less likely to enter the wake of the main body 40 when the aircraft 100 is moving forward.

[0070] Graph E in Figure 26 shows the results of calculating the magnitude of motor thrust for each aircraft model when flying forward. For each aircraft model, the left bar represents the thrust of the front motor, and the right bar represents the thrust of the rear motor. The difference in thrust between the front and rear motors is largest for C and smallest for B.

[0071] From the above, it was shown that air resistance is reduced by providing the cowl 20. Furthermore, it was shown that air resistance is further reduced by positioning the mount 11 (payload 13) aft of the center point of the aircraft. It was also shown that the difference in motor thrust between the front and rear, which affects the maximum speed of the aircraft, is reduced by positioning the mount 11 (payload 13) forward of the center point of the aircraft and offsetting the center of gravity of the aircraft forward.

[0072] The control of the flight of the flying vehicle 100 and the separation operation of the payload unit 11 may be performed by programs that are partially or completely incorporated into different control devices. Alternatively, such control may be performed by a program stored in a control unit provided in the flying vehicle 100. In addition, in preparation for cases where autonomous control is difficult, it is preferable that the control of the above operations can also be performed by remote operation using a radio or control system.

[0073] The configuration of the aircraft in each embodiment can be implemented by combining multiple aircraft. It is desirable to consider an appropriate configuration depending on the environment and characteristics of the location where the aircraft will be operated.

[0074] 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.

[0075] 10 Payload module 11 Mounting section 12 Connecting arm 13 Payload 14 Support member 20 Cowl 21 Rotating section 30 Flight section 40 Main body 100 Aircraft 110a-110f Propeller 111a-111f Motor 112 Rotating wing section 120 Frame 130 Landing leg 200 Landing surface 300 Aircraft 1000 Battery 1001 Flight controller 1002 Sensors 1003 Gimbal 1004 Transceiver section 1006 Transceiver (radio transmitter)

Claims

1. A payload module that is detachably mounted on an aircraft, comprising: a mounting section capable of mounting a payload; a connecting member that is mounted on the mounting section and has a connection part that connects the mounting section to the aircraft when the mounting section is positioned below the aircraft; a rotating section that is mounted on at least either the mounting section or the connecting member, and that enables the mounting section to rotate along a rotation axis that is perpendicular to a first direction on the mounting section and horizontally; and a cowl that is mounted on one side of the mounting section in the first direction.

2. A payload module according to claim 1, wherein the cowl is provided separate from the mounting portion.

3. A payload module according to claim 1, wherein the cowl is provided integrally with the mounting portion.

4. A payload module according to any one of claims 1 to 3, wherein the pivoting portion is provided at the connection portion of the connecting member with the flying vehicle.

5. A payload module according to any one of claims 1 to 3, wherein the rotating part is provided at a connecting part of the connecting member with the mounting part.

6. A payload module according to any one of claims 1 to 3, wherein the pivoting part is provided between the connecting part of the connecting member that connects to the aircraft and the connecting part that connects to the mounting part.

7. A payload module according to any one of claims 1 to 6, comprising an introduction section for introducing a payload on the other side of the mounting section in the first direction.

8. A payload module according to any one of claims 1 to 7, wherein the mounting section has a support member that supports the mounted payload and sends the payload below the mounting section.

9. An aircraft comprising: a main body; a frame connected to the main body; a plurality of propellers provided on the frame; a mounting section provided below the main body and capable of carrying a payload; a connecting member provided on the mounting section and having a connection portion connecting the mounting section to the main body or the frame; a rotating section provided on at least either the mounting section or the connecting member, the rotating section having a rotation axis perpendicular to a first direction along the horizontal direction on the mounting section, allowing the mounting section to rotate along the rotation axis; and a cowl provided on one side of the mounting section in the first direction.

10. An aircraft according to claim 9, wherein the cowl is provided separately from the mounting portion.

11. The aircraft according to claim 9, wherein the cowl is provided integrally with the mounting section.

12. An aircraft according to any one of claims 9 to 11, wherein the rotating part is provided at the connection part between the connecting member and the aircraft.

13. An aircraft according to any one of claims 9 to 11, wherein the rotating part is provided at a connection part between the connecting member and the mounting part.

14. An aircraft according to any one of claims 9 to 11, wherein the rotating part is provided between the connecting part of the connecting member that connects to the aircraft and the connecting part that connects to the mounting part.

15. An aircraft according to any one of claims 9 to 14, comprising an introduction section for introducing a payload on the other side of the loading section in the first direction.

16. An air vehicle according to any one of claims 9 to 15, wherein the mounting section has a support member that supports the mounted payload and sends the payload below the mounting section.

17. An aircraft according to any one of claims 9 to 16, wherein the connecting portion of the connecting member with the aircraft is located rearward in the first direction relative to the center portion of the aircraft in the first direction.

18. An aircraft according to any one of claims 9 to 16, wherein the connecting portion of the connecting member with the aircraft is located forward in the first direction relative to the center portion of the aircraft in the first direction.

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