WO2025041233A1 - Receiving port, receiving system, and method for installing receiving port - Google Patents

Abstract

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

Description

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

This disclosure relates to a receiving port, a receiving system, and a method for installing a receiving port.

In recent years, the development of various services using flying objects such as drones and unmanned aerial vehicles (UAVs) (collectively referred to as "flying objects" below) has been progressing. For example, flying objects equipped with multiple propellers and capable of vertical takeoff and landing (collectively referred to as "multicopters" below), commonly known as multicopters, require less area for takeoff and landing compared to flying objects that require runways, making them ideal for applications such as home delivery. They are also expected to serve as temporary receiving points for packages during disasters and events.

By making it possible to land in small landing ports for aircraft, it will be possible to receive luggage and other items carried by the aircraft even in limited spaces such as private homes and parking lots.

　Luggage receiving devices that receive luggage transported by an aircraft without human intervention are known (for example, Patent Document 1).

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

US Patent Application Publication No. 2022/0055770

It is desirable that the transport of luggage by air vehicles be used for temporary or medium-term use in the event of a disaster, demonstration experiments, events, etc., in addition to transporting luggage to homes during peacetime. In such cases, the luggage receiving device of Patent Document 1 is transported by vehicle. In general, the inside of the receiving device, which also serves as a luggage storage device, is large in size and weight, and it is not easy to load it onto a vehicle. In addition, when using large transportation vehicles, the number of people who can drive is limited, and therefore the number of people who can move the luggage receiving device is also limited.

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

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

Also, according to the present disclosure, there is provided a cargo receiving system for receiving and temporarily storing cargo transported by an aircraft, the cargo receiving system comprising an aircraft having a mounting section capable of loading and unloading cargo, and a cargo receiving port for receiving the cargo, the cargo receiving port comprising a main body and a support section for supporting the main body, the main body having a storage section capable of storing a plurality of the cargo, a cargo receiving section for receiving the cargo from the aircraft, an intake section for moving the cargo from the cargo receiving section to the inside of the storage section, and an unloading section for moving the cargo from the inside of the storage section to the outside, the support section having a towed section provided at one end of one direction of the support section, and a wheel capable of rotating along the one direction.

Also, according to the present disclosure, there is provided a method for installing a cargo receiving port that receives cargo transported by an aircraft, the method comprising: a main body; and a support that supports the main body, the main body having a storage section capable of storing a plurality of the cargo; a receiving section that receives the cargo from the aircraft; an intake section that moves the cargo from the receiving section to the inside of the storage section; and an unloading section that moves the cargo from the inside of the storage section to the outside; the support section having a towed section provided at one end of one direction of the support section and a wheel that can rotate along the one direction; the method comprises moving the cargo receiving port to a predetermined position by a vehicle having a towing member that connects to the towed section, and after the cargo receiving port has been moved to the predetermined position, detaching the towing member from the towed section and moving the vehicle.

Other problems and solutions disclosed in this application will be made clear in the description of the embodiments of the invention and the drawings.

The cargo receiving system and method using the cargo receiving system disclosed herein allow cargo receiving ports to be installed in small spaces such as parking lots, and also simplifies the relocation and installation of cargo receiving ports, improving the efficiency of installation in emergencies and replacement work during maintenance.

FIG. 1 is a conceptual diagram of a top view of a landing system according to the present disclosure. FIG. 2 is a side view of the landing system shown in FIG. FIG. 2 is a side view of the flying vehicle of FIG. 1 . FIG. 1 is a perspective view illustrating the concept of a receiving port for use in the system of the present disclosure. FIG. 13 is another perspective view illustrating the concept of a receiving port for use in the system of the present disclosure. 1 is a top view showing when the luggage is handed over to the luggage receiving section. 11 is a top view of the positioning device of FIG. 10 performing positioning in the X direction. 11 is a top view of the positioning device of FIG. 10 performing positioning in the Y direction. FIG. 13 is a top view of the positioning device when the arm returns to its initial position. FIG. 13 is a top view of the luggage moving to the intake section. 13 is a top view of the luggage moving to the intake section. FIG. This is a side view of the aircraft landing at the receiving port. 7 is a side view of the receiving port of FIG. 6 when the package is being drawn into the storage section. 1 is a side view of the storage section when luggage is stored in a predetermined location. FIG. 11 is a side view showing the baggage being removed from the removal section. FIG. FIG. 2 is a side view showing an example of an internal component of a receiving port. 13A-13C are side views of other examples of interior elements of the receiving port. FIG. 13 is a top view showing the installation of the receiving port. FIG. 11 is another top view showing the installation of the receiving port. FIG. 2 is a side view of an air vehicle for use in the system of the present disclosure. FIG. 21 is a top view of the air vehicle of FIG. FIG. 21 is a functional block diagram of the aircraft of FIG. 20 .

The contents of the embodiment of the present invention will be described below. The receiving system according to the embodiment of the present invention has the following configuration.
(Item 1)
A cargo receiving port for receiving cargo transported by an aircraft,
A body portion and a support portion that supports the body portion,
The main body portion is
A storage section capable of storing a plurality of the luggage;
A cargo receiving section for receiving cargo from the flying object;
An intake section that moves luggage from the luggage receiving section to the inside of the storage section;
A removal unit that moves luggage from inside to outside the storage unit;
having
The support portion is
A pulled part provided at one end of the support part in one direction;
A wheel rotatable along the one direction;
having
Receiving port.
(Item 2)
2. The receiving port according to claim 1,
The take-out portion is provided on the same side as the towed portion.
Receiving port.
(Item 3)
3. The receiving port according to claim 1 or 2,
A rain cover is provided on the upper part of the intake section.
Receiving port.
(Item 4)
The receiving port according to any one of items 1 to 3,
A positioning mechanism is further provided around the loading section to move the luggage in a horizontal direction to the loading section.
Receiving port.
(Item 5)
5. The receiving port according to any one of claims 1 to 4,
A vehicle lighting device is provided at an end of the support portion opposite the towed portion.
Receiving port (item 6)
A cargo receiving system for receiving and temporarily storing cargo transported by an aircraft, comprising:
The cargo receiving system includes an aircraft having a loading section capable of loading and unloading cargo;
a receiving port for receiving the luggage,
The receiving port includes:
A body portion and a support portion that supports the body portion,
The main body portion is
A storage section capable of storing a plurality of the luggage;
A cargo receiving section for receiving cargo from the flying object;
An intake section that moves luggage from the luggage receiving section to the inside of the storage section;
A removal unit that moves luggage from inside to outside the storage unit;
having
The support portion is
A pulled part provided at one end of the support part in one direction;
A wheel rotatable along the one direction;
having
Receiving system.
(Item 7)
Item 7. The receiving system according to item 6,
The flying object separates the baggage when it lands on the landing area.
Receiving system.
(Item 8)
A method for installing a cargo receiving port for receiving cargo transported by an aircraft, comprising the steps of:
A body portion and a support portion that supports the body portion,
The main body portion is
A storage section capable of storing a plurality of the luggage;
A cargo receiving section for receiving cargo from the flying object;
An intake section that moves luggage from the luggage receiving section to the inside of the storage section;
A removal unit that moves luggage from inside to outside the storage unit;
having
The support portion is
A pulled part provided at one end of the support part in one direction;
A wheel rotatable along the one direction;
having
The receiving port,
moving the loading port to a predetermined position by a vehicle coupled to the towed portion;
After the loading port is moved to a predetermined position, the towed part is detached from the vehicle and the vehicle is moved.
How to set up a receiving port.

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

<Details of the first embodiment>

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

The cargo receiving port 500 is composed of a main body 501 and a support 502, and is connected to the self-propelled vehicle 600 and towed to the port installation location. Therefore, the cargo receiving port 500 does not have a drive unit used for its own movement. The dimensions of the cargo receiving port when towed are preferably within 2.5 meters in width and 3.8 meters in height so that it can be driven on public roads. This makes it possible to install the cargo receiving port if there is a space (e.g., a parking lot or vacant lot) where a car can be parked. When the cargo receiving port 500 arrives at the installation location, it is detached from the self-propelled vehicle 600 and used. The self-propelled vehicle 600 detaches the cargo receiving port 500 from the towed part described later, and then moves, leaving only the cargo receiving port 500 at the installation location. In addition to the wheels 520 used when towing, the cargo receiving port 500 may be equipped with auxiliary wheels 523 that prevent the cargo receiving port 500 from tilting when detached from the self-propelled vehicle 600.

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

In order to prevent the load receiving port 500 from moving or swinging unintentionally due to the inclination of the installation surface or shocks during use, in addition to the main brake, a fixing member 514 may be used to fix the load receiving port 500 to the ground surface. Examples of the fixing member 514 include, but are not limited to, wheel chocks and outriggers. These fixing members 514 are installed automatically or manually when the load receiving port 500 is placed on the load receiving port 500. The outriggers may also be equipped with a function to absorb shocks and vibrations, such as a stabilizer, and a height adjustment mechanism to make the load receiving section 510 approximately horizontal regardless of the inclination of the installation surface.

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

The receiving port 500 is equipped with a GNSS (Global Navigation Satellite System) receiver. In addition to acquiring its own position, it notifies the control system and the flying object 100 of its own position to acquire external information such as the weather at its own position and to provide accurate destination information to the flying object. The receiving port 500 is equipped with communication means for transmitting and receiving information. Specific information includes the baggage acceptance status of the storage unit 512, the baggage management status, environmental information such as weather, position information, the flight status of the receiving flying object, and malfunction and maintenance information, but is not limited to this. Information used for the operation of the receiving system 10 and the flying object 100 is transmitted and received as necessary.

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

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

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

Depending on the performance and functions of the flying object, it is conceivable that the luggage 20 delivered to the landing section 510 may not be optimally positioned for retraction. For this reason, the luggage receiving port 500 may be equipped with a positioning mechanism 516. For example, as shown in Figures 6 to 11, the luggage 20 placed on the landing section 510 is moved to the intake section 511 after its position is adjusted by the positioning mechanism 516. In Figures 7 and 8, the rod members 517a to 517d are each slid by a belt drive to push and move the luggage 20. The positioning mechanism only needs to be able to set the position and orientation of the luggage to an appropriate state, and an appropriate method can be selected and used from known methods of moving items, such as a robot arm, a rotating table, or an inclined luggage placement surface.

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

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

As illustrated in FIG. 16, the storage section 512 is capable of storing and storing at least one or more items of luggage. It may be possible to control the storage environment, such as temperature and humidity, depending on the items being stored. The storage environment may be controlled collectively for the entire storage section 512, or as illustrated in FIG. 17, at least some of the luggage may be stored separately in spaces such as lockers, with each space having a different environment.

The following methods can be used to move the luggage 20 to a specified position inside the receiving port 500. First, the luggage 20 that has reached the intake section 511 is lowered by a lifting device to a position that is the same as or higher than the floor of the space in which it is to be stored. The luggage 20 is then moved by a conveyor to a position between the storage spaces, and pushed into the storage space by an arm. Another method is to pull the luggage 20 that has reached the intake section 511 into the receiving port 500 by a lifting device, and then grasp the luggage 20 with a robot arm and move it to the specified storage space to place it there.

Each package is given a unique identifier. Information used for transportation is linked to the identifier. For example, information such as the sender, recipient, destination, arrival time, and storage instructions can be included. The identifier can be printed as a string of characters or a barcode on the delivery slip or packaging material, or it can be assigned on a server and cannot be recognized from the outside of the package.

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

When the receiving port 500 receives an instruction to remove luggage, it moves the luggage 20 to the removal section 513, which is located at a different position from the intake section 511. When the movement of the luggage 20 is performed using known technology, such as a conveyor, rails, or a robot arm, it is possible to prevent food from collapsing or spilling by keeping the luggage 20 approximately horizontal without tilting it. On the other hand, if the contents of the luggage 20 are not likely to collapse or are not a problem if they do collapse, a mechanism may be used, for example, to slide the luggage 20 down a slope. By moving the luggage 20 by sliding it down a slope, the energy required for movement can be reduced.

In order to prevent the removal of the luggage 20 by an unintended user, it is desirable for the luggage receiving system 10 to have an authentication mechanism that confirms the consistency between the user who comes to collect the luggage 20 and the luggage 20. For example, known authentication mechanisms such as PIN authentication, code (one-dimensional code, two-dimensional code) authentication, and biometric authentication may be used. In principle, the luggage 20 can be removed when the receipt information attached to the luggage matches the user information.

The removal section 513 is provided on at least one of the sides of the cargo receiving port 500. For example, by providing it at one end of the cargo receiving port 500 in the direction of travel when towing, it becomes easy to ensure space for removing luggage even if another vehicle is parked to the left or right of the cargo receiving port 500 when the port is installed in a parking lot, etc. Also, as shown in Figures 18 and 19, if the removal section 513 is provided on the surface on which the towed section 521 is provided, a certain amount of space is ensured by the self-propelled vehicle 600 when the cargo receiving port 500 is installed, so this is an ideal direction for removing luggage.

Furthermore, the intake section 511 and the removal section 513 may be provided with a cover member 518 to prevent the unintended intrusion of water, living things, dust blown by the wind, leaves, and the like while luggage is not being drawn in or removed. The cover member 518 may be opened and closed in accordance with the operation of the luggage receiving port 500 (e.g., the operation of removing luggage), or may be opened and closed when a sensor or the like detects the approach of luggage.

The cover members 518 provided on the intake section 511 and the removal section 513 can be of various styles, such as hinged doors, folding doors, sliding doors, shutter doors, etc. When the cover member 518 of the hinged door type is structured to rotate around an axis in the X direction to open as shown in Figures 3 and 4, a part of the towed part may also be used as a cover support part 524 that supports the cover member 518 at a predetermined position as shown in Figure 3.

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

Air vehicle 100 is an aircraft capable of takeoff and landing, and flying horizontally. It may also fly with a payload on board, and the payload may be detached during flight or after landing.

The aircraft 100 takes off from a takeoff point and flies to the destination. For example, if the aircraft is making a delivery, the aircraft reaches the destination and detaches the package, completing the delivery. After detaching the package, the aircraft may fly again, for example, to another destination.

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

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

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

As illustrated in Figures 20 and 21, the flying object 100 according to this embodiment is an flying object capable of horizontal movement and takeoff and landing through flight.

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

As illustrated in Figures 20 and 21, the flying object 100 according to this embodiment includes one or more power generators (e.g., motors 111) and a main body 150.

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

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

Note that the illustrated flying object 100 is depicted in a simplified manner to facilitate explanation of the structure of this disclosure, and detailed configuration of, for example, the control unit, etc. is not shown.

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

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

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.

The propeller 110 of the aircraft of the present disclosure has one or more blades. There can be any number of blades (rotors) (e.g., 1, 2, 3, 4, or more blades). The blades can be flat, curved, kinked, tapered, or any combination thereof. The blade shape can be variable (e.g., expandable, collapsible, bent, etc.). The blades can be symmetric (having identical upper and lower surfaces) or asymmetric (having upper and lower surfaces with different shapes). The blades can be formed into airfoils, wings, or any geometry suitable for generating aerodynamic forces (e.g., lift, thrust) as the blade moves through the air. The blade geometry can be selected to optimize the blade's aerodynamic properties, such as increasing lift and thrust and reducing drag.

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

The motor 111 generates the rotation of the propeller 110, and the drive unit can include, for example, 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 long axis).

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 RPM, or they can each rotate at a different RPM. The RPM 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.).

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, using input from a remote control (not shown) or a program. This allows the flying object to move by ascending and descending, accelerating and decelerating, and changing direction.

Furthermore, the aircraft 100 can fly autonomously according to routes and rules set in advance or during flight, or can fly by maneuvering it using a remote control.

The above-mentioned flying object 100 has some or all of the functional blocks shown in FIG. 22. The functional blocks in FIG. 22 are an example of a minimum reference configuration. The flight controller 1001 is a so-called processing unit. The processing unit may have one or more processors, such as a programmable processor (e.g., a central processing unit (CPU)). The processing unit has a memory (not shown) and is accessible to the memory. 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 a 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 image and video data captured by a camera or the like is recorded in an internal memory or an external memory.

The processing unit includes a control module configured to control the state of the rotorcraft. For example, the control module controls the rotorcraft's propulsion mechanisms (e.g., motors) to regulate the rotorcraft's spatial configuration, speed, and/or acceleration, which has six degrees of freedom (translational motions _x , y, and z, and rotational motions θ _x , θ y, and θ _z ). The control module can control one or more of the onboard and sensor states.

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, radio, 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 a remote controller, etc.

The sensors 1002 in this embodiment may include inertial sensors (accelerometers, gyro sensors), GPS sensors, proximity sensors (e.g., lidar), or vision/image sensors (e.g., cameras).

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

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

The flying body 100 may have a flying section 140 that includes a motor, propellers, frame, etc., and generates lift and thrust, and a main body section 150 that can house a processing unit, battery, etc. to be mounted on the flying section. The main body section 150 can optimize the shape of the flying body 100 in its cruising attitude, which is expected to be maintained for a long time while the flying body 100 is moving, and improve the flight speed, thereby efficiently shortening the flight time.

The main body 150 desirably has an outer skin strong enough to withstand flight and takeoff and landing. For example, plastic, FRP, etc. are suitable materials for the outer skin because they are rigid and waterproof. These materials may be the same as the frame 120 (including the arms) included in the flight section 140, or they may be different materials.

Furthermore, the motor mount, frame 120, and main body 150 of the flying section 140 may be constructed by connecting the respective parts, or may be molded as a single unit using a monocoque structure or one-piece molding (for example, the motor mount and frame 120 may be molded as a single unit, or the motor mount, frame 120, and main body 150 may all be molded as a single unit, etc.). By integrating the parts, it is possible to smooth the seams between the parts, 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.

The shape of the flying object 100 may be directional. Examples of directional shapes include a streamlined main body that creates little drag when the flying object 100 is cruising in windless conditions, or a roughly wing-shaped main body, and other shapes that improve flight efficiency when the nose of the flying object faces the wind directly.

The flying object 100 may be capable of holding or carrying cargo to be transported to a destination, sensors for acquiring external information, and the like (collectively referred to as payloads below).

For example, an aircraft used for transporting luggage is loaded with luggage, and after arriving above a destination point, it lands or hovers and then detaches the luggage. In an aircraft 100 that is landing, it is preferable that the landing legs 130 provided on the aircraft 100 are designed so that the main body 150 and the rotor 11 do not receive impacts from direct contact with the landing surface 800 when the aircraft lands. In this case, for example, it is preferable that the landing legs 130 are configured so that they are longer in the downward direction (-Z direction) than the main body 150, at least when viewed from the side when the aircraft lands on a flat surface. The landing legs 130 may further include shock absorbing parts such as springs and dampers.

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

The above-described embodiments are merely examples to facilitate understanding of the present technology, and are not intended to limit the interpretation of the present disclosure. This disclosure can be modified and improved without departing from its spirit, and it goes without saying that this disclosure includes equivalents.

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

Claims (8)

A cargo receiving port for receiving cargo transported by an aircraft,
A body portion and a support portion that supports the body portion,
The main body portion is
A storage section capable of storing a plurality of the luggage;
A cargo receiving section for receiving cargo from the flying object;
An intake section that moves luggage from the luggage receiving section to the inside of the storage section;
A removal unit that moves luggage from inside to outside the storage unit;
having
The support portion is
A pulled part provided at one end of the support part in one direction;
A wheel rotatable along the one direction;
having
Receiving port. 2. The receiving port of claim 1,
The take-out portion is provided on the same side as the towed portion.
Receiving port. 3. The receiving port according to claim 1 or 2,
A rain cover is provided on the upper part of the intake section.
Receiving port. A receiving port according to any one of claims 1 to 3,
A positioning mechanism is further provided around the loading section to move the luggage in a horizontal direction to the loading section.
Receiving port. A receiving port according to any one of claims 1 to 4,
A vehicle lighting device is provided at an end of the support portion opposite the towed portion.
Receiving Port A cargo receiving system for receiving and temporarily storing cargo transported by an aircraft, comprising:
The cargo receiving system includes an aircraft having a loading section capable of loading and unloading cargo;
a receiving port for receiving the luggage,
The receiving port includes:
A body portion and a support portion that supports the body portion,
The main body portion is
A storage section capable of storing a plurality of the luggage;
A cargo receiving section for receiving cargo from the flying object;
An intake section that moves luggage from the luggage receiving section to the inside of the storage section;
A removal unit that moves luggage from inside to outside the storage unit;
having
The support portion is
A pulled part provided at one end of the support part in one direction;
A wheel rotatable along the one direction;
having
Receiving system. 7. The receiving system according to claim 6,
The flying object separates the baggage when it lands on the landing area.
Receiving system. A method for installing a cargo receiving port for receiving cargo transported by an aircraft, comprising the steps of:
A body portion and a support portion that supports the body portion,
The main body portion is
A storage section capable of storing a plurality of the luggage;
A cargo receiving section for receiving cargo from the flying object;
An intake section that moves luggage from the luggage receiving section to the inside of the storage section;
A removal unit that moves luggage from inside to outside the storage unit;
having
The support portion is
A pulled part provided at one end of the support part in one direction;
A wheel rotatable along the one direction;
having
The receiving port,
moving the loading port to a predetermined position by a vehicle coupled to the towed portion;
After the loading port is moved to a predetermined position, the towed part is detached from the vehicle and the vehicle is moved.
How to set up a receiving port.