JP7660609B2 - Attachment, flying object and contact method - Google Patents

Description

The present invention relates to an attachment, an aircraft, and a contact method.

In recent years, unmanned aerial vehicles have become widespread and are used for a variety of purposes. Patent Document 1 discloses technology for inspecting wind power generation facilities using unmanned aerial vehicles.

JP 2019-027413 A

Wind power generation equipment is provided with a lightning protection system to prevent damage from lightning, which includes a receptor at the longitudinal tip of each blade to receive lightning and a down conductor to release the current caused by the lightning received by the receptor to the outside of the wind power generation equipment (e.g., to the ground or underwater). Inspection of wind power generation equipment involves an unmanned aerial vehicle equipped with a contact member flying in the air and bringing the contact member into contact with the receptor to inspect whether the lightning protection system is operating normally. However, the position and shape of the receptor may differ depending on the type of wind power generation equipment, so the position of the contact member and the position of the blades on the unmanned aerial vehicle must be changed depending on the position and shape of the receptor on the wind power generation equipment to be inspected, and the operation of maneuvering the unmanned aerial vehicle to bring the contact member into contact with the receptor is difficult, which takes a lot of time for the workers inspecting the wind power generation equipment, which places a heavy burden on the workers.

Therefore, the present invention was made in consideration of these points, and aims to reduce the burden of inspection work on workers.

The attachment according to the first aspect of the present invention is an attachment to be attached to an aircraft, and has a conductive member for contacting a conductor of a structure, and a support frame for supporting the conductive member so that it is positioned horizontally and vertically when the aircraft is flying.

The conductive member may be a flexible metal mesh.
The attachment may further include metal wool, the conductive member being disposed on an outer surface of the flying object in the metal net.

The attachment may further include an auxiliary member provided between the support frame and the conductive member for deflecting the conductive member toward the outside of the aircraft.

The support frame may support the conductive member so that it is positioned horizontally above the aircraft and horizontally below the aircraft when the aircraft is flying.

The support frame may support the conductive member so that it is positioned across the upper horizontal surface of the aircraft, the vertical surface of the aircraft, and the lower horizontal surface of the aircraft when the aircraft is flying.

The attachment may further include a balance adjustment member for adjusting the center of gravity of the attachment closer to the center of gravity of the flying object.
The balance adjustment member may be provided below a propeller of the aircraft and may support a conductive cable for conducting electricity to the conductive member.

The flying object according to the second aspect of the present invention has a conductive member for contacting a conductor of a structure, and a support frame for supporting the conductive member so that it is positioned horizontally and vertically when the flying object is in flight.

The flying object may further include an imaging means having an imaging range in the horizontal direction during flight, and an altitude measuring means for measuring the altitude of the flying object during flight.
The imaging means may be disposed in a position and orientation on the flying object such that the conductive member is not included in at least a portion of the imaging range.
The flying vehicle according to claim 10.

The flying object may further have a plurality of imaging means having an imaging range in the horizontal direction during flight and a position measuring means for measuring the position coordinates of the flying object during flight, and the plurality of imaging means may be arranged at a position and orientation of the flying object such that the imaging range includes the conductive member, and the conductive member may be detachable.
The flying vehicle according to claim 9.

The contact method according to the third aspect of the present invention is a contact method for contacting a conductor of a structure with the conductive member of the flying object, and includes the steps of recording the altitude of the flying object measured by the altitude measurement means when the imaging means images the conductor, adjusting the orientation of the flying object so that the conductive member arranged in the horizontal direction when the flying object is flying is directly opposite the conductor, and adjusting the height of the flying object so that it is equal to the recorded altitude of the flying object, and contacting the conductor with the conductive member arranged in the horizontal direction when the flying object is flying while maintaining the adjusted orientation and height of the flying object after adjustment.

The contact method according to the fourth aspect of the present invention is a contact method for contacting a conductor of a structure with the conductive member of the flying object, and includes the steps of: recording the altitude of the flying object measured by the position measuring means when the imaging means images the conductor with the conductive member detached from the flying object; adjusting the orientation of the flying object with the conductive member attached to the flying object so that the conductor faces the conductive member arranged horizontally when the flying object is flying, and adjusting the height of the flying object so that it is equal to the recorded altitude of the flying object; and contacting the conductor with the conductive member arranged horizontally when the flying object is flying, while maintaining the orientation and height of the flying object after adjustment.

The contact method according to the fifth aspect of the present invention is a contact method for contacting a conductor of a structure with the conductive member of the flying object, and includes the steps of: recording the position coordinates of the flying object measured by the position measuring means when the imaging means images the conductor with the conductive member detached from the flying object; adjusting the position of the flying object with the conductive member attached to the flying object so that the position is equal to the recorded position coordinates of the flying object; and, while maintaining the adjusted position of the flying object, contacting the conductor with the conductive member that is arranged vertically when the flying object is flying.

The present invention has the effect of reducing the burden of inspection work on workers.

FIG. 2 is a diagram for explaining an outline of an attachment. FIG. 2 is a diagram showing a configuration of an attachment. FIG. 1 is a schematic diagram of an aircraft. 13A and 13B are diagrams showing the configuration of a modified example of the attachment. 13A and 13B are diagrams showing a configuration of an attachment further including an auxiliary member. 13A and 13B are diagrams showing a configuration of an attachment further including a second conductive member. 13A and 13B are diagrams showing a configuration of an attachment further including a balance adjustment member. 1 is a schematic diagram of an aircraft having an attachment attached thereto, the attachment further including an auxiliary member, a second conductive member, and a balance adjustment member; FIG. 1 is a schematic diagram of an aircraft. 1 is a flowchart showing a flow of carrying out a first contact method. FIG. 1 is a schematic diagram of an aircraft. 1 is a flowchart showing a flow of carrying out a second contact method. 10 is a flowchart showing a flow of carrying out a third contact method.

[Overview of Attachment 1]
1 is a diagram for explaining an overview of an attachment 1. The attachment 1 is a part that is attached to an air vehicle A, which is an unmanned aerial vehicle, and is a part that is used for inspecting a structure S.

The structure S is, for example, a wind power generation facility. The structure S is provided with a blade B including a receptor R and a down conductor D as a lightning protection system to prevent damage due to lightning strikes. The receptor R is a conductor for receiving lightning. The down conductor D is a conductive cable for dissipating the current caused by the lightning received by the receptor R to the outside of the structure S (for example, to the ground or water).

Attachment 1 is provided with a contact member for contacting receptor R. In the inspection work of structure S, first, a worker electrically connects tester T, which detects whether electricity is flowing, and down conductor D with conductive cable C1, and while floating aircraft A in the air, brings a contact member that conducts electricity from conductive cable C2 connected to tester T into contact with receptor R. Then, the worker checks whether the lightning protection system is normal (for example, whether down conductor D is disconnected) by referring to the detection result of tester T detecting whether electricity is flowing in response to the electrical connection between tester T, receptor R, and down conductor D.

Here, the receptor R is provided at various positions on the blade B depending on the type of structure S (wind power generation facility). In the blade B1 shown in FIG. 1(a), the receptor R1 is provided on the longitudinal surface of the blade B1. In this case, since the flying object A moves horizontally to bring the contact member into contact with the receptor R1, it is necessary to provide a contact member on the vertical side of the flying object A (for example, the front, side, or back of the flying object A).

In addition, in the blade B2 shown in FIG. 1(b), the receptor R2 is provided at the tip in the longitudinal direction of the blade B2. In the blade B2, the location of the contact member varies depending on the state in which the blade B2 is stopped. For example, when the receptor R2 is stopped vertically (e.g., when the receptor R2 faces the top surface of the structure S), the flying object A moves vertically to bring the contact member into contact with the receptor R2, so it is necessary to provide the contact member on the horizontal side of the flying object A (e.g., on the bottom surface of the flying object A). In addition, when the receptor R2 is stopped horizontally (e.g., when the receptor R2 faces the left side surface of the structure S), the flying object A moves horizontally to bring the contact member into contact with the receptor R2, so it is necessary to provide the contact member on the vertical side of the flying object A.

In this way, the worker must change the location where the contact member is provided on the flying object A depending on the position where the receptor R is provided on the blade B and the orientation of the receptor R when the blade B is stopped, and change the orientation of the receptor R depending on the location of the contact member provided on the flying object A, which places a heavy burden on the worker. Therefore, an attachment 1 is provided that can bring the receptor R into contact with the contact member without changing the location where the contact member is provided on the flying object A depending on the position where the receptor R is provided on the blade B and the orientation of the receptor R when the blade B is stopped, and without changing the orientation of the receptor R depending on the location of the contact member provided on the flying object A.

Although details will be described later, the attachment 1 has contact members arranged in the horizontal and vertical directions when the aircraft A is flying. In this manner, the attachment 1 can bring the receptor R and the contact member into contact without changing the location where the contact member is provided on the aircraft A depending on the position where the receptor R is provided on the blade B and the orientation of the receptor R when the blade B is stopped, or without changing the orientation of the receptor R depending on the location of the contact member provided on the aircraft A, thereby reducing the burden of inspection work on the worker.
The configuration of the attachment 1 will now be described.

[Configuration of Attachment 1]
2 is a diagram showing the configuration of the attachment 1. The attachment 1 has a conductive member 11 and a support frame 12.

The conductive member 11 is a contact member for contacting the conductor of the structure S. The conductive member 11 is, for example, a flexible metal mesh.

The support frame 12 is a member for supporting the conductive member 11 so that it is positioned in the horizontal and vertical directions when the aircraft A is flying. The material of the support frame 12 is, for example, carbon fiber. The support frame 12 supports the conductive member 11 so that it is positioned, for example, at the top or bottom of the aircraft A in the horizontal direction when the aircraft A is flying.

The support frame 12 may support the conductive member 11 so that it is disposed horizontally on the upper part of the aircraft A and horizontally on the lower part of the aircraft A when the aircraft A is flying. Specifically, the support frame 12 supports the conductive member 11 so that it is disposed across the horizontal surface of the upper part of the aircraft A, the vertical surface of the aircraft A, and the horizontal surface of the lower part of the aircraft when the aircraft A is flying.

The support frame 12 supports the conductive member 11 so that it is positioned, for example, on at least a portion of the vertical direction when the aircraft A is flying. The support frame 12 may support the conductive member 11 so that it is positioned on all vertical surfaces when the aircraft A is flying (for example, the front, left side, right side, and back of the aircraft A).

Note that if the conductive member 11 is supported so as to be disposed on all vertical surfaces of the aircraft A during flight, i.e., if the conductive member 11 is disposed so as to cover the sides of the aircraft A, the aircraft A to which the attachment 1 is attached will become heavy, and the flight of the aircraft A may become unstable. Therefore, it is desirable to dispose the conductive member 11 on only a portion of the vertical surfaces of the aircraft A during flight on which the conductive member 11 is disposed (for example, on any one of the front, left side, right side, or back of the aircraft A).

Figure 2(a) is a schematic diagram of the support frame 12. The support frame 12 includes multiple frame members. Frame members 121, 122a, 122b, and 123 support the conductive member 11 so that it is positioned on a vertical plane (the front of the aircraft A) when the aircraft A is flying. Frame members 121, 124, and 125 support the conductive member 11 so that it is positioned on a horizontal plane on the upper part of the aircraft A when the aircraft A is flying. Frame members 123, 126, 127a, 127b, 127c, and 127d support the conductive member 11 so that it is positioned on a horizontal plane on the lower part of the aircraft A when the aircraft A is flying.

The frame member 124 is a member for fixing the support frame 12 and the upper part of the aircraft A. For example, the frame member 124 and the upper part of the aircraft A have screw holes (not shown), and the support frame 12 and the upper part of the aircraft A are fixed by passing a screw through the screw hole of the frame member 124 and tightening it into the screw hole of the upper part of the aircraft A. Note that any method for fixing the support frame 12 and the upper part of the aircraft A can be used as long as it can fix the support frame 12 and the upper part of the aircraft A.

Frame members 128a, 128b, 128c, and 128d are members for fixing the support frame 12 to the lower part (skid) of the aircraft A. Each frame member 128 is hollow inside, and the support frame 12 is fixed to the lower part of the aircraft A by inserting each frame member into both ends of the two skids of the aircraft A. Note that any method for fixing the support frame 12 to the lower part of the aircraft A may be used as long as it is possible to fix the support frame 12 to the lower part of the aircraft A.

2(b) is a schematic diagram of the attachment 1 in which the conductive member 11 is arranged on the support frame 12. In the example shown in FIG. 2(b), the conductive member 11 is arranged in a U-shape. The vertical surface of the flying object A shown in FIG. 2(b) is the front of the flying object A, but is not limited thereto, and may be the side (left side or right side) of the flying object A or the back of the flying object A. In this way, by arranging the conductive member 11 on a part of the vertical surface of the flying object A during flight, the attachment 1 can be made lighter and the occurrence of situations in which the flight of the flying object A becomes unstable can be reduced.

Figure 3 is a schematic diagram of aircraft A. In Figure 3, column (x) shows aircraft A without attachment 1 attached, and column (y) shows aircraft A with attachment 1 attached.

In Figure 3, row (a) is a front view of aircraft A. As shown in row (a) of column (y) in Figure 3, the conductive member 11 is supported so as to be positioned on a vertical plane when aircraft A is flying. By positioning the conductive member 11 in the attachment 1 in this manner, aircraft A can bring the contact member into contact with the receptor R by flying in a straight line.

Row (b) is a right side view of aircraft A. As shown in row (b) of column (y) in Figure 3, the conductive member 11 is arranged in a U-shape.

Row (c) is a top view of the flying object A. As shown in row (c) of column (y) in FIG. 3, the conductive member 11 is supported so as to be positioned on a horizontal surface on the upper part of the flying object A when the flying object A is flying. By positioning the conductive member 11 in the attachment 1 in this manner, the flying object A can rise and bring the contact member into contact with the receptor R.

Row (d) is a bottom view of the flying object A. As shown in row (d) of column (y) in FIG. 3, the conductive member 11 is supported so as to be positioned on a horizontal surface at the bottom of the flying object A when the flying object A is flying. By positioning the conductive member 11 in the attachment 1 in this manner, the flying object A can bring the contact member into contact with the receptor R by descending.

2 and 3, an example is described in which the support frame 12 is configured so that the horizontal plane of the conductive member 11 when the aircraft A is flying forms a right angle with the vertical plane of the conductive member 11 when the aircraft A is flying, but this is not limited to the example. For example, the support frame 12 may be configured so that the horizontal plane of the conductive member 11 when the aircraft A is flying forms an angle other than a right angle (e.g., an acute angle or an obtuse angle) with the vertical plane of the conductive member 11 when the aircraft A is flying.

Figure 4 is a diagram showing the configuration of a modified example of the attachment 1. Figure 4 is a right side view of the attachment 1. In the example shown in Figure 4 (a), the support frame 12 (frame members 122b, 127d) supports the conductive member 11 so that it forms an acute angle from the horizontal surface of the lower part of the aircraft A when the aircraft A flies to the vertical surface of the aircraft A when the aircraft A flies. Also, the support frame 12 (frame members 124, 125) supports the conductive member 11 so that the horizontal surface of the upper part of the aircraft A when the aircraft A flies rises toward the vertical surface of the aircraft A when the aircraft A flies. In this way, the support frame 12 can provide an angle to the conductive member 11 arranged on the vertical surface of the aircraft A when the aircraft A flies.

The support frame 12 may also be configured so that the corners of the conductive member 11 between the horizontal plane when the aircraft A is flying and the vertical plane when the aircraft A is flying are inclined. In the example shown in FIG. 4(b), the frame members 121a and 123a are prisms with rectangular cross sections, and it can be seen that the corners of the conductive member 11 between the horizontal plane when the aircraft A is flying and the vertical plane when the aircraft A is flying are inclined. Note that the configuration is not limited to that shown in FIG. 4(b), and any configuration may be used as long as the corners of the conductive member 11 between the horizontal plane when the aircraft A is flying and the vertical plane when the aircraft A is flying are inclined.

The support frame 12 may also be configured so that the corners of the conductive member 11 between the horizontal surface when the aircraft A is flying and the vertical surface when the aircraft A is flying are curved. In the example shown in FIG. 4(c), it can be seen that the frame members 121b and 123b have curved corners of the conductive member 11 between the horizontal surface when the aircraft A is flying and the vertical surface when the aircraft A is flying. Note that the configuration is not limited to that shown in FIG. 4(c), and any configuration may be used as long as the corners of the conductive member 11 between the horizontal surface when the aircraft A is flying and the vertical surface when the aircraft A is flying are curved.

In this way, the support frame 12 forms a surface at the corner of the conductive member 11 between the horizontal surface when the aircraft A is flying and the vertical surface when the aircraft A is flying, making it easier to bring the receptor R into contact with that surface.

The attachment 1 may further include various members. For example, the attachment 1 may further include an auxiliary member for bending the conductive member 11 outward from the aircraft A. The material of the auxiliary member is, for example, carbon fiber. The auxiliary member is provided between the support frame 12 and the conductive member 11.

Figure 5 is a diagram showing the configuration of the attachment 1 further including an auxiliary member 13. Figure 5(a) is a schematic diagram showing the support frame 12 and the auxiliary member 13. In the example shown in Figure 5(a), both ends of the auxiliary members 13a and 13b are attached to the frame members 121 and 124, respectively. Both ends of the auxiliary members 13c and 13d are attached to the frame members 121 and 123, respectively. Both ends of the auxiliary members 13e and 13f are attached to the frame members 123 and 126, respectively. As shown in Figure 5(a), the auxiliary member 13 is attached to the support frame 12 so as to protrude outside the support frame 12.

Figure 5(b) is a schematic diagram of the attachment 1 with the conductive member 11 attached to the support frame 12 and auxiliary member 13 shown in Figure 5(a). As shown in Figure 5(b), it can be seen that the conductive member 11 is bent outward from the support frame 12. In this way, the attachment 1 can make it easier for the contact member to come into contact with the receptor R. In addition, by using a flexible conductive member 11, the attachment 1 is pressed against the receptor R when in contact, expanding the contact area of the conductive member 11 and making it easier to ensure a contact state.

The attachment 1 may further have metal wool, which is a second conductive member different from the metal mesh, which is the first conductive member, which is the conductive member 11. The material of the second conductive member is, for example, carbon fiber. The second conductive member is disposed on the outer surface of the flying object A of the first conductive member. The second conductive member is disposed, for example, on each surface on which the first conductive member is disposed.

Figure 6 is a diagram showing the configuration of the attachment 1 further including a second conductive member 14. As shown in Figure 6, the second conductive member 14a is disposed on the outer surface of the first conductive member disposed on the horizontal surface of the upper part of the aircraft A when the aircraft A is flying. The second conductive member 14b is disposed on the outer surface of the first conductive member disposed on the vertical surface of the aircraft A when the aircraft A is flying. The second conductive member 14c is disposed on the outer surface of the first conductive member disposed on the horizontal surface of the lower part of the aircraft A when the aircraft A is flying. In this way, the attachment 1 can make it easier for the contact member to contact the receptor R.

The attachment 1 may further have a balance adjustment member for moving the center of gravity of the attachment 1 closer to the center of gravity of the flying object A. The material of the balance adjustment member is, for example, carbon fiber. The balance adjustment member is provided below the propeller of the flying object A, and may support a conductive cable C1 for conducting electricity to the conductive member 11.

Figure 7 is a diagram showing the configuration of the attachment 1 further including a balance adjustment member 15. In the example shown in Figure 7, the balance adjustment member 15 is attached to a frame member 126. The balance adjustment member 15 is hollow inside, allowing the conductive cable C connected to the tester T to pass through. In this way, the center of gravity of the aircraft A when the attachment 1 is not attached can be brought closer to the center of gravity of the aircraft A when the attachment 1 is attached. In addition, the balance adjustment member 15, which is located below the propeller of the aircraft A, supports the conductive cable C, preventing the conductive cable C from being entangled in the propeller of the aircraft A.

Figure 8 is a schematic diagram of aircraft A to which an attachment 1, which further includes an auxiliary member 13, a second conductive member 14, and a balance adjustment member 15, is attached. Figure 8(a) is a right side view of aircraft A. Figure 8(b) is a top view of aircraft A.

As shown in FIG. 8, by further providing the auxiliary member 13 on the attachment 1, it can be confirmed that the first conductive member is bent outward from the aircraft A. Furthermore, by further providing the second conductive member 14 on the attachment 1, it can be confirmed that the contact member protrudes further outward from the aircraft A. Furthermore, by further providing the balance adjustment member 15 on the attachment 1, it can be confirmed that the deviation of the center of gravity position of the aircraft A is reduced and the conductive cable C1 is prevented from being entangled in the propeller of the aircraft A.

[First contact method]
Next, there will be described three contact methods for bringing the conductive member 11 into contact with the receptor R. In each contact method, the conductive member 11 and the receptor R are brought into contact with each other using an aircraft A equipped with an attachment 1, an imaging means, and a measuring means.

Figure 9 is a schematic diagram of aircraft A. In Figure 9, column (x) shows aircraft A without attachment 1 attached, and column (y) shows aircraft A with attachment 1 attached. In Figure 9, row (a) is a right side view of aircraft A, and row (b) is a top view of aircraft A.

The flying object A is equipped with a camera P. The camera P is an imaging means whose imaging range is the horizontal direction when the flying object A is flying. The camera P is disposed at a position and orientation of the flying object A such that the conductive member 11 is not included in at least a part of the imaging range. As shown in Figures 9(a) and (b), the flying object A is equipped with the camera P at a position (side) and orientation (opposite side to the flying object A) of the flying object A such that the conductive member 11 is not included in the imaging range.

Camera P has a measurement function that is an altitude measurement means that measures the altitude of flying object A while it is flying. A controller (e.g., a proportional or smartphone) for operating flying object A is equipped with a display unit such as a display, and the altitude of flying object A measured by the measurement function is displayed on the display unit together with the image captured by camera P.

Figure 10 is a flowchart showing the flow of implementing the first contact method. The first contact method is a method of bringing a conductive member 11 (e.g., a conductive member 11 arranged in front of the aircraft A) arranged in the horizontal direction when the aircraft A is flying into contact with the receptor R. This flowchart starts when an operator operating the aircraft A flies the aircraft A and records the altitude of the aircraft A measured by the measurement function of the camera P when the camera P captures an image of the receptor R (S11).

The operator adjusts the orientation of the aircraft A so that the conductive member 11, which is arranged horizontally when the aircraft A is flying, faces the receptor R, and adjusts the height of the aircraft A so that it is equal to the recorded altitude of the aircraft A (S12). Then, while maintaining the adjusted orientation and height of the aircraft A after adjustment, the operator brings the conductive member 11, which is arranged horizontally when the aircraft A is flying, into contact with the receptor R (S13). After that, the operator A checks whether the lightning protection system is normal by referring to the detection result of whether the tester T detects whether electricity is flowing or not.

When inspecting multiple receptors R, the worker may carry out the work of step S11 for each receptor R, and then carry out the work of steps S12 and S13 for each receptor R, or may carry out the work of steps S11 to S13 for each receptor R. In cases where it is difficult to image the contact surface between the conductive member 11 and the receptor R with the camera P equipped on the aircraft A, such as when a member with a large area that covers one surface of the aircraft P is used as the conductive member 11, it is not easy for even a highly skilled worker to align the positions of the conductive member 11 and the receptor R. However, by using the first contact method to check the altitude value recorded in advance and maintain the height, the worker can easily align even receptors R that are located in a position that is difficult to adjust by visual inspection from the ground.

If the operator can change the imaging direction of the camera P using the controller, the operator may bring the conductive member 11 arranged in the horizontal direction when the flying object A is flying into contact with the receptor R while changing the imaging direction of the camera P. For example, the operator records the altitude of the flying object A measured by the measurement function of the camera P when the camera P images the receptor R while facing the camera P in an imaging direction that does not include the conductive member 11 in the imaging range. Then, the operator brings the conductive member 11 arranged in the horizontal direction when the flying object A is flying into contact with the receptor R while changing the imaging direction of the camera P to one that includes the conductive member 11 arranged in the horizontal direction when the flying object A is flying. In this way, the operator can confirm the deformation state of the conductive member 11 at the time of contact in the image captured by the camera P of the conductive member 11 arranged in the horizontal direction when the flying object A is flying from the back side of the contact surface, so that the contact situation can be grasped more accurately.

[Second Contact Method]
Next, the second contact method will be described. The second contact method is a method in which the receptor R is brought into contact with the conductive member 11 arranged in the horizontal direction when the flying object A is flying.

Figure 11 is a schematic diagram of the aircraft A. Figure 11 shows the aircraft A without the attachment 1 attached. In Figure 11, (a) is a front view of the aircraft A, (b) is a right side view of the aircraft A, (c) is a top view of the aircraft A, and (d) is a bottom view of the aircraft A.

The flying object A used in the second contact method is equipped with multiple cameras P whose imaging range covers both the horizontal direction during flight and the vertical direction during flight. As shown in Figs. 11(a), (b), (c), and (d), the flying object A is equipped with a first camera P whose imaging range covers the horizontal direction during flight (e.g., the front), a second camera P whose imaging range covers the vertical direction of the upper part of the flying object A during flight, and a third camera P whose imaging range covers the vertical direction of the lower part of the flying object A during flight.

The multiple cameras P are provided at positions and orientations of the flying object A such that the imaging range includes the conductive member 11, but the conductive member 11 is detachable, and is removed when imaging.

At least one of the multiple cameras P has a measurement function, which is a measuring means for measuring the altitude and position coordinates of the flying object A while the flying object A is flying. The controller for operating the flying object A has a display unit that displays the images captured by the multiple cameras P as well as the position coordinates of the flying object A measured by the measurement function.

Figure 12 is a flowchart showing the flow of implementing the second contact method. This flowchart begins when an operator of the flying object A flies the flying object A with the conductive member 11 removed, and the altitude of the flying object A measured by the measurement function is recorded when the first camera P captures an image of the receptor R (S21).

When the operator has recorded the altitude of the aircraft A, he or she attaches the conductive member 11 to the attachment 1 of the aircraft A, and with the conductive member 11 attached to the aircraft A, adjusts the orientation of the aircraft A so that the conductive member 11, which is arranged horizontally when the aircraft A is flying, faces the receptor R directly, and adjusts the height of the aircraft A so that it is equal to the recorded altitude of the aircraft A (S22).

Then, while maintaining the adjusted orientation and height of the flying object A, the operator brings the conductive member 11, which is arranged in the horizontal direction when the flying object A is flying, into contact with the receptor R (S23). After that, the operator A checks whether the lightning protection system is normal by referring to the detection result of whether the tester T detects whether electricity is flowing or not.

[Third contact method]
Next, the third contact method will be described. The third contact method is a method in which the receptor R is brought into contact with the conductive member 11 that is disposed in the vertical direction when the flying object A is flying.

Figure 13 is a flowchart showing the flow of implementing the third contact method. This flowchart starts when an operator flies the flying object A with the conductive member 11 removed, and the position coordinates of the flying object A measured by the measurement function when the second camera or the third camera captures an image of the receptor R are recorded (S31).

After recording the position coordinates of the aircraft A, the operator attaches a conductive member 11 to the attachment 1 of the aircraft A, and adjusts the position of the aircraft A with the conductive member 11 attached to the aircraft A so that it is equal to the recorded position coordinates of the aircraft A (S32).

Then, while maintaining the adjusted position of the aircraft A, the operator brings the conductive member 11, which is arranged in the vertical direction when the aircraft A is flying, into contact with the receptor R (S33). After that, the operator A checks whether the lightning protection system is normal by referring to the detection result of whether the tester T detects whether electricity is flowing or not.

[Effects of this embodiment]
As described above, the attachment 1 has the conductive member 11 for contacting the conductor of the structure S, and the support frame 12 for supporting the conductive member 11 so that it is disposed in the horizontal and vertical directions during flight of the aircraft A. With the attachment 1 having such a configuration, it is possible to bring the receptor R into contact with the contact member without changing the location where the contact member is provided on the aircraft A depending on the position where the receptor R is provided on the blade B and the orientation of the receptor R when the blade B is stopped, or without changing the orientation of the receptor R depending on the location of the contact member provided on the aircraft A, thereby reducing the burden of inspection work on the worker.

Furthermore, this invention will make it possible to contribute to Goal 9 of the United Nations' Sustainable Development Goals (SDGs), which is "Build resilient infrastructure, promote inclusive and sustainable industrialization, and promote innovation and infrastructure."

Although the present invention has been described above using embodiments, the technical scope of the present invention is not limited to the scope described in the above embodiments, and various modifications and changes are possible within the scope of the gist of the invention. For example, all or part of the device can be configured by distributing or integrating functionally or physically in any unit. In addition, new embodiments resulting from any combination of multiple embodiments are also included in the embodiments of the present invention. The effect of the new embodiment resulting from the combination also has the effect of the original embodiment.

1 Attachment 11 Conductive member 12 Support frame 121 Frame member 122 Frame member 123 Frame member 124 Frame member 125 Frame member 126 Frame member 127 Frame member 128 Frame member 13 Auxiliary member 14 Second conductive member 15 Balance adjustment member A Air vehicle C Conductive cable B Blade D Down conductor R Receptor S Structure T Tester

Claims (14)

An attachment to be attached to an aircraft,
A conductive member for contacting a conductor of the structure;
a support frame for supporting the conductive member so that the conductive member is disposed on a horizontal surface of an upper portion of the aircraft body when the aircraft body is flying, and on a vertical surface of the aircraft body when the aircraft body is flying that is a side surface of at least a portion of the aircraft body;
A balance adjustment member for adjusting the center of gravity of the attachment to approximate the center of gravity of the aircraft;
An attachment having The conductive member is a flexible metal mesh.
2. The attachment of claim 1. The attachment further includes metal wool, which is the conductive member arranged on the outer surface of the flying object in the metal net.
3. An attachment as claimed in claim 2. The attachment further includes an auxiliary member provided between the support frame and the conductive member, the auxiliary member being configured to deflect the conductive member toward the outside of the aircraft.
2. The attachment of claim 1. The support frame supports the conductive member so that the conductive member is further disposed in a horizontal direction below the aircraft when the aircraft is flying.
2. The attachment of claim 1. The support frame further supports the conductive member so that the conductive member is disposed across a horizontal plane of a lower portion of the flying object when the flying object is in flight.
2. The attachment of claim 1. The balance adjustment member is provided below a propeller of the aircraft and supports a conductive cable for conducting electricity to the conductive member.
2. The attachment of claim 1 . An air vehicle,
A conductive member for contacting a conductor of the structure;
a support frame for supporting the conductive member so that the conductive member is disposed on a horizontal surface of an upper portion of the aircraft body when the aircraft body is flying, and on a vertical surface of the aircraft body when the aircraft body is flying that is a side surface of at least a portion of the aircraft body;
a balance adjustment member for adjusting a center of gravity of the conductive member and the support frame closer to a center of gravity of the aircraft;
An aircraft having the above structure. The flying object is
An imaging means having an imaging range in the horizontal direction during flight;
an altitude measuring means for measuring the altitude of the flying object during flight;
Further comprising
The flying vehicle according to claim 8 . The imaging means is disposed in a position and orientation of the flying object such that the conductive member is not included in at least a portion of the imaging range.
The flying vehicle according to claim 9 . The flying object is
A plurality of imaging means each having an imaging range in a horizontal direction during flight and a vertical direction during flight;
A position measuring means for measuring the position coordinates of the flying object during flight;
and
The plurality of imaging means are arranged at a position and in a direction of the flying object such that the conductive member is included in the imaging range,
The conductive member is detachable.
The flying vehicle according to claim 8 . A method for contacting a conductor of a structure with the conductive member of the flying object according to claim 10 , comprising the steps of:
a step of recording the altitude of the flying object measured by the altitude measuring means when the imaging means images the conductor;
adjusting the orientation of the aircraft so that the conductive member, which is arranged in a horizontal direction during the flight of the aircraft, faces the conductor directly, and adjusting the height of the aircraft so that it is equal to the recorded altitude of the aircraft;
a step of contacting the conductor with the conductive member arranged in a horizontal direction during flight of the aircraft while maintaining the adjusted orientation and height of the aircraft after adjustment;
The contact method comprising the steps of: A method for contacting a conductor of a structure with the conductive member of the flying object according to claim 11 , comprising the steps of:
a step of recording the altitude of the aircraft measured by the position measuring means when the imaging means images the conductor in a state where the conductive member is detached from the aircraft;
With the conductive member attached to the aircraft, adjusting the orientation of the aircraft so that the conductive member, which is arranged in a horizontal direction when the aircraft is flying, faces the conductor directly, and adjusting the height of the aircraft so that it is equal to the recorded altitude of the aircraft;
a step of contacting the conductor with the conductive member arranged in a horizontal direction during flight of the flying object while maintaining the orientation and height of the flying object after adjustment;
The contact method comprising the steps of: A method for contacting a conductor of a structure with the conductive member of the flying object according to claim 11 , comprising the steps of:
a step of recording the position coordinates of the aircraft measured by the position measuring means when the imaging means images the conductor in a state in which the conductive member is detached from the aircraft;
adjusting the position of the aircraft with the conductive member attached to the aircraft so that the position is equal to the recorded position coordinates of the aircraft;
While maintaining the position of the flying object after adjustment, contacting the conductive member arranged in a vertical direction during flight of the flying object with the conductor;
The contact method comprising the steps of:

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