WO2025182010A1 - Module de charge utile et aéronef comprenant un module de charge utile - Google Patents

Module de charge utile et aéronef comprenant un module de charge utile

Info

Publication number
WO2025182010A1
WO2025182010A1 PCT/JP2024/007553 JP2024007553W WO2025182010A1 WO 2025182010 A1 WO2025182010 A1 WO 2025182010A1 JP 2024007553 W JP2024007553 W JP 2024007553W WO 2025182010 A1 WO2025182010 A1 WO 2025182010A1
Authority
WO
WIPO (PCT)
Prior art keywords
payload
aircraft
mounting
payload module
mounting portion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/JP2024/007553
Other languages
English (en)
Japanese (ja)
Inventor
雅喜 大河内
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aeronext Inc
Original Assignee
Aeronext Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aeronext Inc filed Critical Aeronext Inc
Priority to PCT/JP2024/007553 priority Critical patent/WO2025182010A1/fr
Publication of WO2025182010A1 publication Critical patent/WO2025182010A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C39/00—Aircraft not otherwise provided for
    • B64C39/02—Aircraft not otherwise provided for characterised by special use
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/10—Rotorcrafts
    • B64U10/13—Flying platforms
    • B64U10/16—Flying platforms with five or more distinct rotor axes, e.g. octocopters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U2101/00—UAVs specially adapted for particular uses or applications
    • B64U2101/60—UAVs specially adapted for particular uses or applications for transporting passengers; for transporting goods other than weapons
    • B64U2101/64—UAVs specially adapted for particular uses or applications for transporting passengers; for transporting goods other than weapons for parcel delivery or retrieval

Definitions

  • the present disclosure relates to a payload module and an air vehicle equipped with the payload module.
  • aerial vehicles such as drones and unmanned aerial vehicles (UAVs)
  • UAVs unmanned aerial vehicles
  • multicopters require a small area for takeoff and landing, making them ideal for transporting goods in tight spaces.
  • Commonly known aircraft include single-rotor aircraft equipped with a variable pitch mechanism and VTOL aircraft equipped with tilt rotors and tilt wing mechanisms on the main wings.
  • VTOL aircraft have a longer flight distance but are more complex than multicopters. Multicopters are relatively easy to manufacture and maintain. Therefore, they offer the advantages of low implementation costs and ease of use for people without specialized maintenance knowledge.
  • Patent Document 1 discloses an flying vehicle that reduces the load on the rotor blades.
  • the present invention therefore provides a payload module and an aircraft equipped with a payload module that can improve flight characteristics while utilizing the structure of conventional aircraft.
  • a payload module that is detachably mounted on an aircraft, the payload module comprising: a mounting section capable of mounting a payload; a connecting member that is mounted on 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 mounted on at least either the mounting section or the connecting member and that rotates the mounting section 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.
  • the present disclosure also provides an aircraft comprising: a main body; a frame connected to the main body; multiple propellers attached to the frame; a mounting section attached below the main body and capable of carrying a payload; a connecting member attached to the mounting section and having a connection portion connecting the mounting section to the main body or the frame; a rotating section attached to 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 attached to one side of the mounting section in the first direction.
  • This disclosure makes it possible to improve flight characteristics while utilizing the structure of conventional aircraft.
  • FIG. 1 is a conceptual side view of an air vehicle equipped with a payload module according to the present invention.
  • FIG. 2 is a side view of the aircraft of FIG. 1 in hovering mode.
  • FIG. 2 is a side view of the aircraft of FIG. 1 in a landing state.
  • FIG. 2 is a side view of the air vehicle of FIG. 1 when the payload is lowered.
  • FIG. 2 is a side view of the aircraft of FIG. 1 when it takes off again.
  • FIG. 2 is a top view of the air vehicle of FIG. 1.
  • FIG. 2 is a functional block diagram of the aircraft of FIG. 1 .
  • FIG. 1 is a side view of an example of the configuration of the mounting section of an aircraft according to the present invention when moving forward.
  • FIG. 9 is a side view of the aircraft of FIG.
  • FIG. 1 is a side view of an example of the configuration of the mounting section of an aircraft according to the present invention when moving forward.
  • FIG. 11 is a side view of the aircraft of FIG. 10 in hovering mode.
  • FIG. 1 is a side view of an example of the configuration of the mounting section of an aircraft according to the present invention when moving forward.
  • FIG. 13 is a side view of the aircraft of FIG. 12 in hovering mode.
  • FIG. 1 is a side view of an example of the configuration of the mounting section of an aircraft according to the present invention when moving forward.
  • FIG. 15 is a side view of the aircraft of FIG. 14 in hovering mode.
  • FIG. 1 is a side view of an example of the configuration of the mounting section of an aircraft according to the present invention when moving forward.
  • FIG. 11 is a side view of the aircraft of FIG. 10 in hovering mode.
  • FIG. 1 is a side view of an example of the configuration of the mounting section of an aircraft according to the present invention when moving forward.
  • FIG. 13 is a
  • FIG. 17 is a side view of the aircraft of FIG. 16 in hovering mode.
  • FIG. 1 is a side view of an example of the configuration of the mounting section of an aircraft according to the present invention when moving forward.
  • FIG. 19 is a side view of the aircraft of FIG. 18 in hovering mode.
  • FIG. 1 is a side view of a conventional flying object moving forward.
  • FIG. 21 is a side view of the aircraft of FIG. 20 in hovering mode.
  • FIG. 1 is a diagram showing an aircraft model A for analysis.
  • FIG. 10 is a diagram showing an aircraft model B for analysis.
  • FIG. 10 is a diagram showing an aircraft model C for analysis.
  • 10 is a graph showing the measurement results of the air resistance of models A, B, and C.
  • 10 is a graph showing measurement results of thrust of front and rear motors of models A, B, and C.
  • a payload module and an aircraft equipped with the payload module according to the embodiments of the present invention have the following configuration.
  • (Item 1) A payload module detachably mounted on an aircraft, a payload mount capable of carrying a payload; a connecting member provided on the mounting portion and having a connecting portion that connects the mounting portion and the aircraft when the mounting portion is positioned below the aircraft; a rotation portion provided on at least one of the mounting portion and the connecting member, the rotation portion being configured to rotate around a rotation axis that is perpendicular to a first direction along a horizontal direction on the mounting portion; a cowl provided on one side of the mounting portion in the first direction;
  • a payload module comprising: (Item 2) Item 1, a payload module according to item 1, The cowl is provided apart from the mounting portion.
  • Payload module. (Item 3) Item 1, a payload module according to item 1, The cowl is provided integrally with the mounting portion. Payload module. (Item 4) The payload module according to any one of items 1 to 3, The rotating portion is provided at the connection portion of the connecting member with the aircraft. Payload module. (Item 5) The payload module according to any one of items 1 to 3, The rotation portion is provided at a connection portion of the connection member with the mounting portion. Payload module. (Item 6) The payload module according to any one of items 1 to 3, The rotating portion is provided between a connection portion of the connecting member with the aircraft and a connection portion with the mounting portion. Payload module. (Item 7) 7.
  • the payload module according to any one of items 1 to 6, an introduction section for introducing a payload on the other side of the mounting section in the first direction; Payload module. (Item 8) 8.
  • the mounting section has a support member that supports the mounted payload and sends the payload downward. Payload module.
  • (Item 9) The main body and a frame connected to the main body; a plurality of propellers mounted on the frame; a mounting section provided below the main body and capable of mounting a payload; a connecting member provided on the mounting portion and having a connecting portion that connects the mounting portion to the main body or the frame; a rotation portion provided on at least one of the mounting portion and the connecting member, the rotation portion being configured to rotate around a rotation axis that is perpendicular to a first direction along a horizontal direction on the mounting portion; a cowl provided on one side of the mounting portion in the first direction;
  • the flying object according to item 9, The cowl is provided integrally with the mounting portion.
  • the flying object according to any one of items 9 to 11, The rotating portion is provided at the connection portion of the connecting member with the aircraft.
  • the flying object according to any one of items 9 to 11, The rotation portion is provided at a connection portion of the connection member with the mounting portion.
  • the flying object according to any one of items 9 to 11, The rotating portion is provided between a connection portion of the connecting member with the aircraft and a connection portion with the mounting portion. Flying vehicle. (Item 15) Item 15.
  • Item 16 Item 16.
  • Flying vehicle. (Item 17) 17.
  • the flying object according to any one of items 9 to 16, a connecting portion of the connecting member with the aircraft is located rearward in the first direction relative to a central portion of the aircraft in the first direction; Flying vehicle. (Item 18) 17.
  • the flying object according to any one of items 9 to 16, a connecting portion of the connecting member with the aircraft is located forward of a central portion of the aircraft in the first direction; Flying vehicle.
  • the term “detached” 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.
  • “detached” refers to a state in which the payload is not locked when the payload is placed on the ground or moved in the direction of removal.
  • the flying vehicle 100 is a rotorcraft equipped with a flight section 30 and a payload module 10.
  • the payload module 10 refers to a plurality of components used to fly the flying 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.
  • the aircraft 100 takes off from a takeoff point and flies to its destination. For example, if the aircraft 100 is making a delivery, upon reaching its destination, the aircraft 100 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 it is carrying (an example of a payload). After separating the cargo, the aircraft 100 continues flying to another destination, such as the original takeoff point or another delivery point.
  • the flight section 30 and payload module 10 may be separate components, or may be an integrated flight vehicle.
  • the payload module 10 may include a mount compatible with general-purpose screws, etc., so that the payload module 10 can be attached to an existing flight vehicle. This allows the payload module 10 to be easily introduced into an existing flight vehicle without any modifications.
  • the aircraft 100 is equipped with a rotor section 112.
  • the rotor section 112 (112a, 112b, 112c, 112d, 112e, 112f) according to this embodiment is composed of a propeller 110 and a motor 111.
  • the rotor section 112 may be provided on the frame 120.
  • the rotor section 112 may be provided at the front end, middle section, rear end, etc. of the frame 120.
  • the aircraft 100 be equipped with an energy source for powering the rotor section 112.
  • the energy source may be a secondary battery, a fuel cell, a fossil fuel, etc.
  • the aircraft 100 may be equipped with a battery in the main body 40.
  • flying vehicle 100 is depicted in a simplified form to facilitate explanation of the structure of this disclosure. For example, detailed configurations of the control unit, etc. are not shown in each figure.
  • the forward direction of the flying object 100 is the direction of arrow D in the figure (-Y direction) (details will be described later). This Y direction corresponds to the first direction.
  • forward/backward +Y and -Y; up/down (or vertical): +Z and -Z; left/right (or horizontal): +X and -X; forward direction (forward): -Y; backward direction (rearward): +Y; upward direction (upward): +Z; downward direction (downward): -Z
  • 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 provided on the aircraft of the present disclosure has one or more blades.
  • the blade shape may be any shape, such as flat, curved, twisted, tapered, or a combination thereof.
  • the blade geometry can be selected appropriately to optimize the blade's aerodynamic characteristics in order to increase lift and thrust and reduce drag.
  • the propeller 110 equipped 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.
  • the motor 111 causes the propeller 110 to rotate.
  • 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).
  • 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.
  • 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 control status (speed, direction of movement, etc.).
  • the flying vehicle 100 determines the rotation speed and flight angle of each motor via a flight controller according to wind speed and direction, based on input from a radio control unit (not shown) or a program. This allows the flying vehicle 100 to ascend and descend, accelerate and decelerate, and change direction.
  • the aircraft 100 may fly autonomously according to routes and rules set in advance or during flight, or may fly by being controlled using a radio control.
  • the above-described air vehicle 100 has some or all of the functional blocks shown in Figure 7. Note that the functional blocks in Figure 7 are an example of a minimum reference configuration.
  • the light 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 memory (not shown) and is able to access 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 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 internal or external memory.
  • the processing unit includes a control module configured to control the state of the rotary wing vehicle.
  • the control module controls the propulsion mechanisms (e.g., motors) of the rotary wing vehicle to adjust the spatial orientation, velocity, and/or acceleration of the rotary wing vehicle having six degrees of freedom (translational motion x , y, and z, and rotational motion ⁇ x , ⁇ y, and ⁇ z ).
  • the control module can control one or more of the states of the onboard components and sensors.
  • 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.
  • the transceiver 1005 can utilize one or more of a local area network (LAN), a wide area network (WAN), infrared, wireless, Wi-Fi, 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.
  • the sensors 1002 may include inertial sensors (acceleration sensors, gyro sensors), GPS sensors, proximity sensors (e.g., lidar), or vision/image sensors (e.g., cameras).
  • inertial sensors acceleration sensors, gyro sensors, GPS sensors, proximity sensors (e.g., lidar), or vision/image sensors (e.g., cameras).
  • the flying vehicle 100 ascends by actuation of the rotor section 112, and can move horizontally by actuation of the rotor section 112.
  • the rotor section 112 in this embodiment has at least two rotors.
  • the propeller rotation axes of the rotors are aligned in a direction that includes a vertical component (Z direction). This allows vertical thrust to be generated for the flying object 100.
  • the flying vehicle 100 may have a flying section 30 that includes a motor, propeller, frame, etc. and generates lift and thrust, and a main body 40 that can house a processing unit, battery, etc., as shown in FIG. 7.
  • the main body 40 may be shaped to reduce air resistance during cruising.
  • the main body 40 preferably has an outer skin that is strong enough to withstand flight and takeoff and landing.
  • 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 those used for the frame 120 (including the arms) included in the flight section, or they may be different materials.
  • the motor mount, frame 120, and main body 40 provided in the flying section 30 may be assembled, or may be one piece, such as a monocoque structure.
  • the motor mount and frame 120 may be integrated to form the flying vehicle 100.
  • 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 calm conditions.
  • the directional shape may also be a shape that improves flight efficiency when the aircraft's nose is facing the wind, such as a roughly wing-shaped main body 40.
  • the aircraft 100 is equipped with a mounting unit 11 that can hold or place luggage, various tools, etc. (hereinafter collectively referred to as payload 13) to be transported to a destination.
  • the mounting unit 11 can be fixed to the flight unit 30, or, as shown in Figures 1 and 2, can be connected to the flight unit 30 via a rotating unit 21, such as a rotating shaft or a gimbal with one or more degrees of freedom, so that it can move independently of the movement of the flight unit 30.
  • a rotating unit 21 such as a rotating shaft or a gimbal with one or more degrees of freedom
  • a rotating unit 21 may be provided between the flight unit 30 and the mounting unit 11, as shown in FIG. 1, for example.
  • 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 each connection between the flight unit 30 and the mounting unit 11. In other words, the rotating unit 21 can be provided anywhere along the connection between the flight unit 30 and the mounting unit 11.
  • the rotation axis of the rotating unit 21 is located 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 will move 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 will move closer to the center of the aircraft 100. Furthermore, if the rotation axis is located on the side of the mounting unit 11, the mounting unit 11 will be more likely to be hidden behind the cowl 20 when the aircraft tilts forward.
  • 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 a predetermined angle of the mounting unit 11 against tilt in other axial directions (roll direction, yaw direction), two or more rotation axes may be provided in the rotating unit 21.
  • 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 using its own weight, independent of the tilt of the flying object 100.
  • Active control detects the tilt of the flying object 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.
  • the mounting section 11, connecting arm 12, and support member 14 are preferably constructed from materials strong enough to withstand flight, takeoff, and landing while holding the payload 13.
  • resin, FRP, etc. are suitable materials for constructing the mounting section 11 because they are rigid and lightweight.
  • metal is used as the material for the mounting section 11, it is preferable to use a material with a low specific gravity, such as aluminum or magnesium.
  • lightweight wood such as balsa may be used for parts that are not exposed to wind and rain. This improves strength while preventing weight gain. These materials may be the same as or different from the frame 120.
  • the motor mount (not shown) and frame 120 provided in the flying section 30 may be configured as an assembly, or may be molded as a single unit, such as a monocoque structure.
  • the motor mount and frame 120 may be molded as a single unit.
  • the aircraft 100 carrying the payload 13 lands or hovers, and then separates the payload 13. It is preferable that the aircraft 100 be provided with landing legs 130 so that the payload 13 does not receive any impact from direct contact with the landing surface 200 when the aircraft lands. In this case, for example, it is preferable that the landing legs 130 are 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 be equipped with a shock absorbing device such as a damper. It is preferable that the landing legs 130 are high enough to ensure space for the payload module 10, described below, to be installed below the main body 40.
  • the aircraft 100 is equipped with a mounting unit 11 that can hold the payload 13 so that it does not fall unintentionally during flight, takeoff, or landing.
  • the mounting unit 11 is equipped with a support member 14 that can release the payload 13 from the aircraft at a predetermined timing.
  • Figures 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.
  • the payload 13 may be released from the onboard 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 remains 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.
  • 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 is flat and has a shape that prevents the released payload from losing its posture or tilting.
  • the method for holding the payload 13 is not particularly limited, and any method that allows for easy holding and detachment of the payload 13 may be used.
  • the holding method may be a method in which the payload 13 is supported at its bottom surface by a support member 14.
  • the holding method may be a method in which the side of the payload 13 is held, or a method in which a hole or protrusion is provided on the top of the payload 13 for holding, and the payload 13 is hung from a member of the main body 40 or payload module 10 using a hook-shaped member or the like.
  • Figures 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 hold. Releasing by rotation via the hinge can be achieved, for example, by providing a rod connected to a servo or the like on the outside left and right sides and pulling this rod open.
  • the internal dimensions of the mounting unit 11 are not particularly limited. For example, to prevent the payload 13 from moving in unexpected directions such as forward/backward or left/right while the aircraft 100 is flying, the difference between the internal dimensions of the mounting unit 11 and the external dimensions of the payload 13 may be small. 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 material, roller mechanism, cushioning material, etc. integrated with the cover) located inside the support member 14 or the cover that covers the payload.
  • the mounting unit 11 may be equipped with a lifting and lowering function.
  • the payload 13 can be detached by the support member 14 ceasing to hold and releasing the payload 13, without the payload 13 descending.
  • the payload detachment position (height) is far from the landing surface 200, the impact on the payload will not be within the specified impact range, which may lead to the load collapsing, etc. Therefore, it is desirable to determine the length of the landing legs 130 and the position of the mounting unit 11 to achieve an appropriate detachment position.
  • the aircraft 100 In order to improve the flight characteristics of the aircraft 100, such as its cruising range, it is preferable, for example, to reduce the air resistance experienced by the aircraft 100 when it is moving.
  • forward When the majority of the flight time of the aircraft 100 is spent flying forward (for example, in the -Y direction) (hereinafter referred to as "forward"), such as in logistics or surveillance, reducing air resistance when flying forward can reduce the energy consumed when flying forward. As a result, the cruising range can be improved.
  • the payload module 10 comprises a connecting arm 12 connectable to the flight section 30 of the aircraft 100, a cowl 20 that has the effect of reducing air resistance during flight, and a mounting section 11 capable of holding a payload 13.
  • the mounting section 11 may comprise a support member 14 that can hold the payload 13 or can be detached at will.
  • the payload module 10 may also comprise a rotating section 21 with one or more rotation axes.
  • the connecting arm 12 is a member that connects the flight unit 30 and the mounting unit 11.
  • the connecting arm 12 may be made up of a combination of one or more materials such as plates, square pipes, and round pipes, or may be made up of a member molded from 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 on the connecting arm 12.
  • the support members 14 are part of the mounting section 11.
  • the support members 14 are a pair of members that form the bottom surface of the mounting section 11.
  • the support members 14 support the left and right bottom sections of the payload 13, 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 mounting section 11.
  • the payload 13 may be held, for example, by supporting the bottom of the payload with a floor member or 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. There are no particular limitations on the method for holding and detaching the payload 13.
  • the payload 13 can be inserted into the mounting section 11 from any of the four directions on the side of the payload module 10.
  • the mounting section 11 may be provided with an introduction section (not shown).
  • the introduction section may be provided, for example, on the rear side of the mounting section 11 in the first direction (the side where the cowl 20 is not provided).
  • the introduction section is, for example, an opening on the rear side of the mounting section 11 in the first direction, and the payload 13 can be inserted through this opening.
  • the introduction section may be provided with an optional stopper to prevent the payload 13 from falling out of the opening of the mounting section 11 after passing through the opening. Providing an introduction section at the rear of the mounting section 11 in the first direction simplifies loading of the payload 13.
  • the cowl 20 in this embodiment is provided at least on the front surface of the mounting unit 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 be streamlined, with the underside protruding downward when viewed from the side (X-axis direction). As shown in Figure 1, etc., the cowl 20 may be provided so as to hide all or part of the front side of the mounting unit 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 body. For example, it is preferable to use a material that has a light specific gravity and the necessary strength, such as resin, FRP, aluminum, or magnesium.
  • the cowl 20 may be attached to the main body 40 of the flight section 30, as illustrated in Figures 8 to 13.
  • the mount 11 can be positioned immediately behind the cowl 20 when the flight vehicle 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 payload 13, as illustrated in Figures 14 to 19. Integrating the mount 11 and the cowl 20 reduces air resistance caused by the mount 11.
  • the cowl 20 When attached to the flight section 30, the cowl 20 may extend from the frame 120, or, as illustrated in Figures 8 to 13, may extend forward from the main body 40 along the frame 120.
  • the cowl 20 may also be provided on part of the frame 120 or landing gear 130 of the flight vehicle 100.
  • 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. Furthermore, to minimize 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: forward of the center point, coinciding with or near the center point, and behind the center point.
  • the mounting unit 11 is positioned so that its longitudinal position is rearward (+Y) from the center point. In this case, the mounting unit 11 and the payload 13 held on it 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.
  • the mounting unit 11 is positioned in the fore-and-aft direction forward (-Y) from the center point.
  • the heavy payload 13 is at the front of the aircraft.
  • the load on the rear propeller when flying forward is greater than the load on the front propeller.
  • the moment acting on the rear propeller of the aircraft 100 is relatively small. This reduces the load on the motor.
  • the mounting portion 11 is positioned in the fore-and-aft direction near the center point.
  • Figures 22, 23, and 24 are examples of analysis using a 3D model of an aircraft.
  • Model A shown in Figure 22 is a simple 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 that occurs between the flying unit 30 and the mounting unit 11.
  • Each aircraft model has a motor diagonal dimension of 1500 mm and payload dimensions of 260 x 200 x 320 mm.
  • the offset of the connection position between the flight unit and 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.
  • Graph D in Figure 25 shows the results of measuring the amount of air resistance when each aircraft model is moving forward.
  • the air resistance of aircraft models B and C which are configured in this embodiment, is reduced.
  • the reduction in air resistance is greater in model C, where the mounting unit 11 is less likely to enter the wake of the main body 40 when the aircraft 100 is moving forward.
  • Graph E in Figure 26 shows the results of calculating the magnitude of motor thrust when each aircraft model is moving forward.
  • the left bar shows the thrust of the front motor
  • the right bar shows the thrust of the rear motor.
  • the difference in thrust between the front and rear motors is greatest for C and smallest for B.
  • air resistance is reduced by providing a cowl 20. Furthermore, it has been shown that air resistance can be further reduced by positioning the mount 11 (payload 13) behind the center point of the aircraft. It has also been shown that the difference in motor thrust between the front and rear, which affects the maximum speed of the aircraft, can be 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.
  • Flight of the aircraft 100 and the separation operation of the payload unit 11 may be controlled in part or in whole by programs incorporated into different control devices. Alternatively, such control may be performed by a program contained in a control unit provided in the aircraft 100. In addition, in preparation for cases where autonomous control becomes difficult, it is preferable that the control of the above operations can also be performed by remote operation using a radio or control system.
  • the configuration of the aircraft in each embodiment can be implemented by combining multiple aircraft. It is desirable to consider an appropriate configuration that suits the environment and characteristics of the location where the aircraft will be operated.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
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Abstract

Le problème à résoudre dans le cadre de la présente invention consiste à améliorer les caractéristiques de vol tout en utilisant une structure d'aéronef classique. La solution selon l'invention porte sur un module de charge utile qui est disposé de manière amovible sur un aéronef, ledit module de charge utile comprenant : une partie de montage sur laquelle une charge utile peut être montée ; un élément de liaison qui est disposé sur la partie de montage et qui présente une partie de liaison qui relie la partie de montage et l'aéronef dans un état dans lequel la partie de montage est positionnée au-dessous de l'aéronef ; une partie rotative qui est disposée sur la partie de montage et/ou l'élément de liaison, et qui permet la rotation de la partie de montage le long d'un axe de rotation qui est dans une direction le long de la direction horizontale et orthogonale à une première direction de la partie de montage ; et un capot qui est disposé sur un côté de la partie de montage dans la première direction.
PCT/JP2024/007553 2024-02-29 2024-02-29 Module de charge utile et aéronef comprenant un module de charge utile Pending WO2025182010A1 (fr)

Priority Applications (1)

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PCT/JP2024/007553 WO2025182010A1 (fr) 2024-02-29 2024-02-29 Module de charge utile et aéronef comprenant un module de charge utile

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PCT/JP2024/007553 WO2025182010A1 (fr) 2024-02-29 2024-02-29 Module de charge utile et aéronef comprenant un module de charge utile

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6086519B1 (ja) * 2016-10-03 2017-03-01 株式会社０ 配達用回転翼機
CN110329515A (zh) * 2019-07-29 2019-10-15 陶文英 一种察打一体飞机的设计方法及系统
JP2020111091A (ja) * 2019-01-08 2020-07-27 テトラ・アビエーション株式会社 飛行体

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6086519B1 (ja) * 2016-10-03 2017-03-01 株式会社０ 配達用回転翼機
JP2020111091A (ja) * 2019-01-08 2020-07-27 テトラ・アビエーション株式会社 飛行体
CN110329515A (zh) * 2019-07-29 2019-10-15 陶文英 一种察打一体飞机的设计方法及系统

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