Landing equipment

Abstract

The present invention provides a landing device that enables a flying object to land safely even in strong winds. The landing device of the present invention includes: a first area for the flying object to land; and a windproof portion having a specified height and covering at least a portion, but not all, of the periphery of the first area. The windproof portion is a net. A portion of the windproof portion is ineffective. The first area includes a paving portion. The first area includes a high landing portion. The first area is provided on both sides of the windproof portion. The windproof portion has a roof portion covering the first area. The windproof portions are all made of the same material. The first area is provided on the upper part of a structure, and the windproof portion is further provided on the side surface of the structure.

Description

Technical Field

[0001] The present invention relates to a landing device. Background Art

[0002] In recent years, research and demonstration experiments have been conducted on the practical application of delivery services using aerial vehicles (hereinafter collectively referred to as "aircraft"), such as drones and unmanned aerial vehicles (UAVs). In addition to improving reliability, safety, and efficiency during flight, these practical applications also require enhanced safety during landing. In response to this situation, Patent Document 1 discloses a flight management system that enables aerial vehicles to land safely at ports (see, for example, Patent Document 1).

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: International Publication No. 2018 / 155700 Summary of the Invention

[0006] Problems to be solved by the invention

[0007] Multirotor helicopters, aircraft equipped with multiple rotors, are known to be susceptible to wind during flight and takeoff and landing. In particular, vertical descents (landing maneuvers) in strong crosswinds or updrafts can be dangerous. Patent Document 1 describes installing wind sensors at ports and using wind information to determine whether takeoff and landing at the port are permitted, thereby ensuring safe landings.

[0008] However, in services such as delivery, due to the nature of the business, it is expected that landing at a designated location is necessary even in strong winds. In addition, in order to improve business efficiency, it is necessary to avoid interrupting flights and waiting for the wind to subside during takeoff and landing.

[0009] At the port described in Patent Document 1, when strong winds are observed, it is difficult for aircraft to land at the port, which reduces operational efficiency. It is desirable that the port used for takeoff and landing should be equipped with facilities that allow aircraft to land safely in calm conditions and also allow for stable takeoff and landing even in strong winds to improve operational efficiency.

[0010] Therefore, an object of the present invention is to provide a landing device that can land a flying object safely even in strong winds.

[0011] Solutions for solving problems

[0012] According to the present invention, there is provided a landing device including: a first area for landing an aircraft; and a wind shield having a predetermined height and covering at least a portion, but not the entirety, of a periphery of the first area.

[0013] Effects of the Invention

[0014] According to the present invention, it is possible to provide a landing device that can land an aircraft safely even in strong winds. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 This is a conceptual diagram of the landing equipment of the present invention as viewed from the side.

[0016] Figure 2 It is observed from above Figure 1 Diagram of landing equipment.

[0017] Figure 3 This is a schematic diagram of airflow when wind hits a windshield that is not ventilated.

[0018] Figure 4 This is a schematic diagram of airflow when wind hits the windshield that allows air to flow.

[0019] Figure 5 This is a diagram showing an example of the structure of the landing equipment of the present invention as viewed from above.

[0020] Figure 6 This is a diagram showing an example of the structure of the landing equipment of the present invention as viewed from above.

[0021] Figure 7 This is a diagram showing an example of the structure of the landing equipment of the present invention as viewed from above.

[0022] Figure 8 This is a diagram showing an example of the structure of the landing equipment of the present invention as viewed from above.

[0023] Figure 9 This is a diagram showing an example of the structure of the landing equipment of the present invention as viewed from above.

[0024] Figure 10 This is a diagram showing an example of the structure of the landing equipment of the present invention as viewed from above.

[0025] Figure 11 This is a diagram showing an example of the structure of the landing equipment of the present invention as viewed from above.

[0026] Figure 12 This is a side view of a structure in which the landing equipment of the present invention is installed on the upper part of a structure.

[0027] Figure 13 yes Figure 12Figure 1 shows the landing gear with its windshield folded.

[0028] Figure 14 This is a side view of a structure in which the landing equipment of the present invention is installed on a building.

[0029] Figure 15 This is a side view of a structure in which a windbreak is provided from the upper edge of a roof.

[0030] Figure 16 yes Figure 15 This is a top view of the landing equipment.

[0031] Figure 17 This is a side view of a structure in which the landing equipment of the present invention is installed on the roof of a vehicle.

[0032] Figure 18 yes Figure 17 Front view of the landing equipment.

[0033] Figure 19 This is a side view of a structure in which the landing equipment of the present invention is installed on a ship.

[0034] Figure 20 yes Figure 19 An overhead view of the landing equipment.

[0035] Figure 21 This is a side view of the landing equipment of the present invention when the wind shield is installed on the vehicle.

[0036] Figure 22 yes Figure 21 Rear view of the landing equipment.

[0037] Figure 23 This is a side view of the landing equipment of the present invention when the wind shield is installed on the vehicle.

[0038] Figure 24 yes Figure 23 Rear view of the landing equipment.

[0039] Figure 25 This is a conceptual diagram of a case where a windproof space is formed by surrounding the landing site with a windproof portion in the landing equipment of the present invention.

[0040] Figure 26 yes Figure 25 Front view of the landing equipment.

[0041] Figure 27 yes Figure 25 Side view of the landing equipment.

[0042] Figure 28 This is a conceptual diagram of the landing equipment of the present invention in which a windproof space is formed by surrounding the landing site with a windproof portion and a building.

[0043] Figure 29 This is a front view of a structure in which a windbreak is provided to prevent downward airflow from a building.

[0044] Figure 30 It is observed from above Figure 29 Picture.

[0045] Figure 31 This is a side view of a case where a wind shield is installed near the landing site to prevent updrafts and downdrafts.

[0046] Figure 32 It is a top view of the flying object.

[0047] Figure 33 yes Figure 32 Functional block diagram of the flying body.

[0048] Description of Reference Numerals

[0049] 10: Landing equipment; 11: Windbreak; 12: First area; 13: Second area; 14: Entrance; 15: Landing area; 20: Route; 30: Building; 31: Pillar; 100: Flying object; 200: Moving object. DETAILED DESCRIPTION

[0050] The following describes the embodiments of the present invention. The landing equipment according to the embodiments of the present invention has the following structure.

[0051] [Project 1]

[0052] A landing device comprises: a first area for landing a flying object; and

[0053] The windshield has a predetermined height and covers at least a portion, but not the entirety, of the periphery of the first area.

[0054] [Project 2]

[0055] The landing equipment according to item 1 is characterized in that the windproof part is a net.

[0056] [Item 3]

[0057] The landing equipment according to any one of items 1 or 2, characterized in that a portion of the wind shield is disabled.

[0058] [Item 4]

[0059] The landing equipment according to any one of items 1 to 3, characterized in that the first area includes a paved portion.

[0060] [Item 5]

[0061] The landing device according to any one of items 1 to 3 is characterized in that the first area includes a high landing portion.

[0062] [Item 6]

[0063] The landing equipment according to any one of items 1 to 5 is characterized in that the first area is arranged on both sides of the windproof part.

[0064] [Item 7]

[0065] The landing equipment according to any one of items 1 to 6, characterized in that the wind protection portion has a roof portion covering the first area.

[0066] [Item 8]

[0067] The landing device according to any one of items 1 to 7 is characterized in that the windproof parts are all made of the same material.

[0068] [Item 9]

[0069] The landing equipment according to any one of items 1 to 8, wherein the first area is provided on the upper part of the structure,

[0070] The windproof portion is further provided on a side surface of the structure.

[0071] [Item 10]

[0072] The landing equipment according to item 9 is characterized in that the structure is a residence.

[0073] [Item 11]

[0074] The landing equipment according to any one of items 1 to 7 is characterized in that the first area and the wind shield are provided on an upper portion of a vehicle or a ship.

[0075] [Item 12]

[0076] The landing equipment according to any one of items 1 to 7 is characterized in that the first area and the wind shield are provided on a floor or a compartment in the vehicle.

[0077] [Item 13]

[0078] The landing equipment according to items 1 to 12, characterized in that it further comprises a second area adjacent to the first area,

[0079] The windshield is provided at a position around the first area except for a boundary with the second area.

[0080] [Item 14]

[0081] The landing equipment according to item 13 is characterized in that the windproof portion is further provided around the second area at least on a side opposite to the first area.

[0082] <Detailed description of embodiments of the present invention>

[0083] Hereinafter, a landing device according to an embodiment of the present invention will be described with reference to the accompanying drawings.

[0084] <Details of First Embodiment>

[0085] like Figure 1 and Figure 2 As shown, the landing device 10 of the embodiment of the present invention comprises: a wind shield 11 that prevents wind from blowing onto an aircraft taking off or landing; a first region 12 that is formed of an area, shape, and material that allows the aircraft 100 using the landing device 10 to stably contact the first region 12; and a second region 13 that is adjacent to the first region 12. In the present invention, the first region 12 is not limited to Figure 1 The plane region shown is a general term that also includes a three-dimensional region indicating a region in the Z-axis direction up to the height of the windshield portion 11 .

[0086] The windshield 11 is a structure that effectively attenuates wind blowing from outside the first area 12 into the first area 12. It is located in a position that prevents wind from entering the first area 12 (e.g., around the first area 12, near the end of the first area 12, etc.). When the windshield 11 is located away from the first area 12, for example, when the height of the windshield 11 is n, the distance between the first area 12 and the windshield 11 is preferably no greater than 20n. This is because, in order to effectively achieve the windshield protection provided by the windshield 11 against crosswinds blowing from outside the first area 12, it must be located at an appropriate distance from the windshield 11.

[0087] Examples of the windbreak 11 include a flat plate, a net (grid), a fence, an air curtain, a green curtain, a water curtain, etc. A plurality of types of windbreaks 11 may be used in combination.

[0088] In the case where the windproof portion 11 is a component that completely blocks air, such as a flat plate, Figure 3 As shown, the wind blowing against the windshield 11 will rise to avoid the windshield 11, and the air in the area A above the windshield 11 will be compressed. Then, in the area B beyond the windshield 11, the pressure difference will easily generate an air vortex. The generated vortex will cause the airflow in the first area 12 to be turbulent. Especially when the wind is strong, the impact of the airflow turbulence will become greater, and the takeoff and landing of the flying object 100 will become unstable. Therefore, as Figure 4As shown, the windshield 11 is preferably made of a member such as a net or a fence that has the effect of reducing wind and does not easily cause an air pressure difference between the front and the back of the windshield 11.

[0089] The degree of wind protection provided by windshield 11 can also be partially varied. For example, when an aircraft 100 entering the first region 12 while performing a landing maneuver along the Y-axis, the wind protection effect can be weakened immediately after entering the windshield, and then gradually increased as the aircraft approaches landing. This prevents the wind from suddenly disappearing relative to the aircraft 100, but rather gradually weakens from strong to weak, enabling more stable takeoff and landing. Furthermore, windshield 11 can also gradually increase its wind protection effect from top to bottom along the Z-axis to accommodate situations where an aircraft 100 entering the first region 12 along the Z-axis during a landing maneuver.

[0090] The windproof part 11 is provided with a frame to tighten the net, or Figures 14 to 16 As described later, the net is fixed on the roof of an existing building, etc., with a simple method and low cost. In the case of long-term use, it is desired to use outdoor building materials that can withstand rain, wind, ultraviolet rays, etc. to make it strong.

[0091] In the first area 12, in order to prevent dirt, sand, dust, etc. from being swept up by the propeller wake and adversely affecting the aircraft 100 and the transported objects, it is preferable to provide a paved area by paving concrete, asphalt, or metal, resin, or other boards or sheets in a location where the wind generated by the aircraft 100 may reach. Alternatively, providing a high landing area off the ground, such as a platform, can also prevent the sweeping up of dirt, etc.

[0092] The second area 13 is provided adjacent to the first area 12. The windshield 11 is preferably provided so as not to separate the boundary between the first area 12 and the second area 13.

[0093] Specifically, when windshield 11 covers the perimeter of first area 12, wind can be prevented from entering first area 12. However, if aircraft 100 malfunctions or re-landing, there is insufficient space for recovery during flight. Consequently, there is a risk of collision with windshield 11, causing damage to aircraft 100. Therefore, by providing second area 13 adjacent to first area 12 and not covering the side of second area 13 with windshield 11, second area 13 can be used as a flight shelter for the aircraft.

[0094] In particular, the second area 13 of the landing equipment 10 is provided on the leeward side of the first area 12 and can be used as a shelter when a strong wind blows the aircraft during landing or hovering.

[0095] Regarding the determination of the position of the second area 13 relative to the first area 12, for example, when the landing equipment 10 is installed on the ground, the direction expected to have the highest effect can be determined by calculating the annual wind intensity and direction trends based on past weather data at that location. Furthermore, as described later, when the wind shield 11 is partially removable, the direction expected to have the highest effect (e.g., the leeward side) can also be determined based on, for example, the weather forecast data for the day.

[0096] In an environment where the floor space is limited, such as convenience stores and fast food restaurants, and there are third parties near the landing equipment 10, the direction in which it is safe even if the aircraft moves (for example, between the first area 12 and a building, open space, garage, etc.) is set as the second area 13, and the first area 12 is preferably covered with a windproof portion in all directions except the direction adjacent to the second area 13.

[0097] In landing equipment installed at a location where the wind direction changes significantly or reverses depending on the time of day or season, such as Figure 5 As shown in FIG. 1 , by setting it as a device capable of switching the first area 12a, 12b as a landing point across the windproof portion 11, it is possible to cope with winds from two directions. Figures 6 to 8 As shown, by providing the windbreak 11, the landing site can be flexibly selected, and the second area 13a to 13d as the avoidance portion can be ensured to be wider. Further, especially for vertical take-off and landing, it can also be as shown in FIG. Figure 9 The wind shield 11 is arranged as shown to provide escapes in two directions.

[0098] In addition, if Figures 5 to 8 As shown, in a landing system 10 capable of selecting a landing site by providing multiple first areas 12, the control device of the aircraft 100, the landing system 10, or an aircraft control system (not shown) can determine which area to land in based on the environment at the time of landing, and then land the aircraft 100. The landing location can be determined automatically based on meteorological data such as wind direction and wind speed at the time of landing acquired by sensors, or based on historical environmental data, or it can be selected by an operator, administrator, or the like.

[0099] In addition, in the case where the wind shield 11 to be used can be selected according to the wind direction, as shown in FIG. Figure 10As shown, in order to disable a portion of windshields 11a to 11d (here, windshield 11d), functions such as opening and closing air curtains, water curtains, etc., tensioning and winding a net made of wires, etc., and opening and closing flat panels and fences are required. The disabling and enabling of windshield 11 can be performed manually, such as by removing the net, depending on the situation. Similarly to determining the landing position, the disabling and enabling of windshield 11 can be performed automatically by controlling a motor connected to windshield 11, etc., in conjunction with the flight path selection of aircraft 100 based on meteorological data and past environmental data.

[0100] In addition, if Figure 11 As shown, the second area 13 is also provided with a windproof portion 11 on at least one side opposite to the first area 12 to cope with the situation where the wind direction changes suddenly. Thus, the reverse wind direction can be reduced compared to the case where the windproof portion 11 is not provided. Figure 11 The configuration shown may also be provided in any portion other than the boundary between the second area 13 and the first area 12 .

[0101] <Second embodiment>

[0102] The landing device 10 is sometimes offset from the ground by a certain distance in the Z-axis direction and is set at a high place. For example, when the landing device 10 is offset from the ground by a certain distance in the height direction (for example, offset by about 2 meters or more) and is set at a high place so that a third party or a creature on the ground does not come into contact with the flying object 100, for example, Figure 12 As described above, it can be set on certain structures, or it can be set on certain structures as described above. Figure 14 As shown, it is arranged on the upper floors, roof, rooftop, etc. of the building 30. In addition, even in these cases, by providing the above-mentioned second area 13, safety is further improved.

[0103] When the landing equipment 10 is placed at a high altitude, it is desirable to reduce not only the crosswind but also the updraft. Figures 12 to 14 As illustrated, by providing a windshield 11 extending both vertically and horizontally near the upper edge of the structure, it is possible to suppress the updraft that hits the flying object 100 entering the first area 12 above the structure. The horizontally extending windshield 11 is preferably located near the upper edge of the building 30, but an effect can also be achieved even if it is provided on the side surface of the structure or building 30 in which the first area 12 is provided. In addition, the windshield 11 is not limited to being vertical or horizontal and can also be inclined at a predetermined angle. Furthermore, it is preferred that two windshields 11 be provided, but a certain effect can be achieved even if a windshield 11 is provided on only one of the upper and side surfaces.

[0104] like Figure 13As shown, the windproof portion 11 can also be invalidated by folding, shrinking, storing, etc. during non-use. These invalidation controls can also be performed by the above-mentioned validation / invalidation control. In addition, it is also possible to cooperate with the control device possessed by the aircraft 100 or the landing equipment 10, or the aircraft control device (not shown), for example, using known technologies such as technology for determining the landing equipment 10 that becomes the landing target based on flight destination information, technology for detecting whether the aircraft 100 and the landing equipment 10 can perform short-range communication, to determine whether it can be used by the aircraft 100 for validation / invalidation control. In this way, the windproof portion 11 can be prevented from being damaged during strong winds such as typhoons, the time for sound generated by wind blowing on the windproof portion 11 can be minimized, or the aesthetics of the building 30, etc. can be avoided.

[0105] exist Figure 14 In the example, the building 30 is a house. As described above, from the perspective of safety, the first area 12 may be provided on the roof. If the upper portion of the building 30 is flat, the aforementioned structure can be directly applied. However, if the landing surface (first area 12) is not horizontal due to the presence of an inclination in the upper portion of the building 30, such as Figure 14 As shown in the example, the first area 12 may be provided on a structure disposed above the building 30 so that the first area 12 is horizontal. Furthermore, the upper surface of the structure on which the first area 12 is provided may be formed by a lift, and the lift may be lowered to accommodate the aircraft 100 or an object carried by the aircraft 100 within the building 30 through the structure.

[0106] like Figure 15 and Figure 16 As shown, the landing equipment 10 can also be installed in a building 30 in the form of a roof (such as a canopy) without side walls on the entire surface, such as a gas station. For example, when the first area 12 is provided adjacent to the building 30, or when the first area 12 is provided below the roof, by suspending a net or the like from the upper edge of the roof to provide a windproof portion 11, and opening the windproof portion 11 in at least one direction around the building 30, the effect of reducing side winds can be obtained with less man-hours and costs. At the portion of the upper edge of the roof where it is difficult to connect the windproof portion 11, a support 31 such as a pole can also be provided for tensioning. In addition, as Figure 15 and Figure 16 As shown, if there are other buildings adjacent to the building 30, the other buildings will function as the windbreak 11, so it is not necessary to install the windbreak 11 on the side of the other buildings. This structure can reduce the influence of wind, and can smoothly recover the flying object 100 under the roof, load and unload the cargo, and perform maintenance on the flying object 100.

[0107] <Third embodiment>

[0108] When the first area 12 of the landing device 10 is located on a mobile object 200 such as a vehicle or a ship, the second area 13 is preferably a space on or outside the mobile object 200 suitable for the evacuation of the flying object 100. Figure 17 and Figure 18 The upper part of the vehicle such as the box truck shown as an example, Figure 19 and Figure 20 In the case where the deck and roof of the cruiser or other ship shown as the example are the first area 12, the windproof part 11 is set to be roughly parallel to the direction (X-axis direction) perpendicular to the straight-moving direction (Y-axis direction) of the mobile body 200, thereby ensuring a wider space, and especially when the ship is facing waves, the leeward side can be used as the second area 13, allowing the flying body 100 to retreat safely.

[0109] However, in the above configuration, windshield 11 can obstruct movement during movement of mobile object 200, potentially causing damage. Therefore, it is preferable to include the aforementioned activation / deactivation control to deactivate the windshield during movement. Furthermore, although this compromises the aforementioned advantages, it is also possible to discontinue deactivation control by positioning windshield 11 approximately parallel to the direction of movement of mobile object 200.

[0110] In addition, as another way to prevent the windshield 11 from hindering the movement of the moving body 200, Figure 21 and Figure 22 As shown, a windshield 11 is provided on the floor of a mobile body 200 such as a vehicle (so-called wing truck) that can open the sides of the mobile body 200. By opening the wing side panels on both sides, it is possible to prevent wind from blowing toward the first area 12 provided on the side of the mobile body 200. In this case, when not in use or while the truck is traveling, the windshield 11 is covered by the vehicle body by closing the sides of the mobile body 200, so there is no need to Figure 17 and Figure 18 Like the illustrated truck, the truck is folded or disassembled in consideration of air resistance during travel.

[0111] In addition, when loading and unloading cargo or performing maintenance on the aircraft, the open side panels can be used to avoid rain and sunlight.

[0112] Furthermore, if Figure 23 and Figure 24 As shown, by providing a windshield 11 on the cabin of a vehicle with a cabin (so-called flatbed truck), the same effect as that of a wing truck can be obtained without opening and closing the vehicle door, so the required space can be narrow.

[0113] Thus, by installing windshield 11 on mobile object 200 such as a vehicle, windshield 11 can be effectively installed on short-term experimental landing equipment, temporary landing equipment suitable for rituals, etc. Furthermore, first area 12 can be installed not only on the side of mobile object 200 but also on the floor or inside the vehicle.

[0114] <Details of Fourth Embodiment>

[0115] Figures 25 to 27 The landing equipment 10 shown forms a windproof space by covering at least the periphery of one or more landing areas 15 (first areas 12) with a windproof portion 11, and the flying object 100 can pass through the entry portion 14 provided on the windproof portion 11 and land in the landing area 15 within the windproof space. The landing equipment 10 shown does not have a roof, but a roof can be further provided on the upper part of the windproof portion 11, and the roof can also be made of the same material as the windproof portion 11. The entry portion 14 is, for example, a passage through which the flying object 100 enters by flying approximately horizontally. The position of the entry portion 14 is preferably set above the center of the windproof portion 11, for example. As a result, a landing action based on a vertical descent that is particularly affected by the wind can be performed in the process of weakening the wind through the windproof portion 11. With such a structure, the landing equipment 10 can enable the flying object 100 to land stably.

[0116] When the plurality of landing areas 15 are completely surrounded, the aircraft 100 can pass through the entry portion 14 by flying substantially horizontally. Therefore, compared to a case where the landing maneuver is performed only by vertical descent, the aircraft 100 can more quickly enter the windproof space surrounded by the windproof portion 11. Furthermore, after the aircraft 100 enters the windproof space surrounded by the windproof portion 11, the aircraft 100 is less likely to leave the windproof space, thereby ensuring safety even if there is a place nearby that is accessible to third parties.

[0117] In addition, if Figure 28 As illustrated, when the landing device 10 of this embodiment is installed in combination with a building 30, the outer wall of the building 30 can be used as part of the windbreak 11. By using the outer wall of the building 30 also as at least one surface of the windbreak 11 and providing a door connecting the building 30 to the windbreak space enclosed by the windbreak 11, it is also possible for workers and others to easily recover an aircraft that has landed within the windbreak space.

[0118] Furthermore, entry portion 14 must be capable of admitting the flying object 100 and must have an area greater than the projected area of ​​the front surface of the flying object upon entry. Furthermore, as shown in the figure, it need not be a permanently open rectangular opening and may also have an opening and closing function using a wire, hinge, or the like. Furthermore, entry portion 14 may, for example, not cover a portion of one side of landing area 15 but instead form a slit-like gap or a hole in a graphic shape such as an ellipse.

[0119] <Details of Fifth Embodiment>

[0120] So far, the description has focused on the landing equipment 10 that improves the landing safety of the aircraft 100 in strong crosswinds. However, during the flight, takeoff, and landing of the aircraft 100, the wind blowing in the vertical direction along the updraft and downdraft will also have an impact.

[0121] The updrafts and downdrafts mentioned here include not only the wide-area airflows generated by the relationship between high and low pressure, but also the extremely narrow airflows generated around buildings 30 and cliffs. In particular, the airflows that are likely to hinder the flight of the flying object 100 during delivery, etc., are the updrafts and downdrafts caused by wind blowing against tall structures such as buildings.

[0122] like Figure 29 and Figure 30 As shown, when landing equipment 10 is installed on the ground or the like adjacent to a building 30 such as a high-rise building, the landing aircraft 100 is susceptible to the downdraft from the building 30. To mitigate the impact of the downdraft along the wall of the building 30 on the aircraft 100, it is effective to install windshield 11 on the wall above landing equipment 10. Alternatively, a fixed member such as a frame or building material may be fixed to the wall of the building 30, and a windshield member (e.g., a net) may be installed thereon as windshield 11.

[0123] like Figure 31 As shown, when the landing equipment 10 itself is installed at a high location (e.g., on the roof of a building), the wind shield 11 can be provided in a roof-like manner using fixed components such as a frame or pillars to prevent downdrafts from the adjacent building 30. Furthermore, by providing the wind shield 11 on the roof to cover a portion of the flight path 20, the aircraft can safely fly until landing even in the flight path 20 (entrance passage) toward the landing equipment 10.

[0124] In addition, Figure 31In the case of an environment where updrafts are likely to occur near adjacent buildings in the flight path 20 of the aircraft 100, a wind shield 11 is installed below the flight path 20 to mitigate the impact of these updrafts. Updrafts generated on the walls of the building 30 originate higher than near the ground and blow upward. Therefore, even with wind sensors installed on, for example, landing equipment 10 located near the ground, these updrafts are difficult to detect. Consequently, if there are buildings 30 near the flight path 20 leading to the landing equipment 10, even if these sensors determine that the wind is strong enough for landing from the ground, the aircraft 100 may be caught in an unexpected updraft. Therefore, by installing the wind shield 11 below the flight path 20 as described above, the impact of these updrafts can be mitigated. Furthermore, the angle at which the wind shield 11 is fixed to the building 30 can be horizontal, as shown in the figure, or it can be fixed downward at a predetermined angle to counteract the updrafts. Furthermore, to facilitate the outward flow of updrafts, the wind shield 11 can be fixed upward at a predetermined angle.

[0125] Furthermore, if the flight path 20 of the aircraft 100 is located near a building 30 where downdrafts are likely to occur, a wind shield 11 may be installed above the flight path 20 to mitigate the effects of the downdrafts. In this case, the angle at which the wind shield 11 is attached to the building 30 may be horizontal, as shown in the figure, or it may be fixed upward at a predetermined angle to mitigate the downdrafts. Furthermore, to facilitate the outward flow of the downdrafts, the wind shield 11 may be fixed downward at a predetermined angle.

[0126] When the wind shield 11 is provided below the flight path 20 of the flying object 100 , it can be expected to provide protection from the wind and also serve as an emergency evacuation area in the event of a failure of the flying object.

[0127] Currently, when conducting demonstration experiments for delivery using autonomous flight of an aircraft 100, for example, a route 20 for the aircraft 100 is determined before takeoff, and the aircraft begins flight along route 20. Furthermore, in the future, if delivery services using aircraft 100 become a common delivery service, it may be possible to prepare a route 20 that is determined as a delivery route.

[0128] In this case, wind shield 11 can be effectively installed at an appropriate location by obtaining and verifying data on wind characteristics and changes in the space serving as flight path 20 in advance. This improves safety during takeoff and landing and flight of flying object 100.

[0129] The structure of the windshield 11 in each of the above-mentioned embodiments can further enhance the windshield effect by combining a plurality of windshields. It is preferable to change the structure according to the environment, conditions, and climate characteristics of the landing location of the flying object 100.

[0130] <Structure of Flying Object 100>

[0131] The following description will focus on the previously illustrated aircraft 100. However, the aircraft 100 is not limited to any specific form. The aircraft 100 operated using the landing device 10 of the present invention may be any aircraft capable of landing on the landing device 10. Specifically, the landing device 10 of the present invention is expected to be particularly effective for aircraft 100 that can land substantially vertically and are less susceptible to strong winds during landing, such as VTOL aircraft and aircraft with multiple motors known as multi-rotor helicopters.

[0132] use Figure 32 The structure of the aircraft 100 shown above will be described. The aircraft 100 includes at least propellers 110 and motors 111 for flight, and preferably carries energy for operating these propellers (eg, secondary batteries, fuel cells, fossil fuels, etc.).

[0133] In addition, the flying object 100 shown in the figure is briefly depicted for the convenience of explaining the structure of the present invention, and for example, detailed structures such as a control unit are not shown.

[0134] For example, the flying object 100 may move in the direction of arrow D (-Y direction) in the figure.

[0135] In the following description, terms may be used separately according to the following definitions.

[0136] Front-back direction: +Y and -Y, Up-down direction (or vertical direction): +Z and -Z, Left-right direction (or horizontal direction): +X and -X, Forward direction (front): -Y, Backward direction (back): +Y, Ascending direction (up): +Z, Descending direction (down): -Z

[0137] The propellers 110a and 110b rotate by receiving output from the motor 111. The rotation of the propellers 110a and 110b generates propulsion for the aircraft 100 to take off from a starting point, move, and land at a destination. The propellers 110a and 110b can rotate clockwise, stop, and rotate counterclockwise.

[0138] The propeller 110 of the flying body of the present invention has one or more blades. The number of blades (rotors) can be arbitrary (for example, 1, 2, 3, 4 or more blades). In addition, the shape of the blade can be any shape such as a flat shape, a curved shape, a twisted shape, a conical shape, or a combination thereof. In addition, the shape of the blade can be changed (for example, telescopic, folded, bent, etc.). The blade can be symmetrical (having the same upper and lower surfaces) or asymmetrical (having upper and lower surfaces of different shapes). The blade can be formed into a wing, an airfoil, or a geometric shape suitable for generating aerodynamic forces (for example, lift, thrust) when the blade moves in the air. The geometric shape of the blade can be appropriately selected to optimize the aerodynamic characteristics of the blade, such as increasing lift and thrust, reducing drag, etc.

[0139] Furthermore, the propeller provided in the flying object of the present invention may be of fixed pitch, variable pitch, or a combination of fixed pitch and variable pitch, but is not limited thereto.

[0140] The motor 111 is used to rotate the propeller 110. For example, the driving unit may include an electric motor or an engine, etc. The propeller 110 may be driven by the motor and rotate around a rotation axis of the motor (eg, a long axis of the motor).

[0141] The blades can all rotate in the same direction or independently. Some blades can rotate in one direction, while others can rotate in another direction. The blades can all rotate at the same speed or at different speeds. The speed can be determined automatically or manually based on the dimensions of the moving object (e.g., size, weight) and the control state (speed, direction of movement, etc.).

[0142] The flying object 100 determines the rotation speed of each motor and the flight angle according to the wind speed and direction through a flight controller, a remote controller, etc. Thus, the flying object can move up and down, accelerate and decelerate, or change direction.

[0143] The flying object 100 can perform autonomous flight according to a route set in advance or during flight, or can perform flight controlled by a remote controller.

[0144] The above-mentioned flying object has Figure 33 The functional blocks shown. In addition, Figure 33The functional blocks are a minimum reference structure. The flight controller is a so-called processing unit. The processing unit may have one or more processors such as a programmable processor, such as a central processing unit (CPU). The processing unit has a memory not shown in the figure and is able to access the memory. The memory stores logic, code and / or program instructions that can be executed by the processing unit in order to perform one or more steps. The memory may also include, for example, detachable media such as an SD card, random access memory (RAM) or an external storage device. Data obtained from cameras and sensors can also be directly transferred and stored in the memory. For example, still image and dynamic image data taken by a camera, etc. are recorded in a built-in memory or an external memory.

[0145] The processing unit includes a control module configured to control the state of the rotorcraft. For example, the control module controls the propulsion mechanism (motor, etc.) of the rotorcraft to adjust the six degrees of freedom (translational motion x, y and z, and rotational motion θ) of the rotorcraft. x ,θ y and θ z The control module can control one or more states of the mounted parts and sensors.

[0146] The processing unit can communicate with a transceiver configured to send and / or receive data from one or more external devices (e.g., a terminal, a display device, or other remote controller). The transceiver can use any appropriate communication method, such as wired communication or wireless communication. For example, the transceiver can utilize one or more of a local area network (LAN), a wide area network (WAN), infrared, wireless, WiFi, a peer-to-peer (P2P) network, a telecommunications network, and cloud communication. The transceiver can send and / or receive one or more of data acquired by sensors, processing results generated by the processing unit, specified control data, and user commands from a terminal or remote controller.

[0147] The sensor types of this embodiment may include inertial sensors (accelerometers, gyroscopes), GPS sensors, proximity sensors (such as radars), or visual / image sensors (such as cameras).

[0148] The above embodiments are merely examples for facilitating understanding of the present invention and are not intended to limit the present invention. The present invention may be modified and improved without departing from the spirit and scope thereof, and the present invention naturally includes equivalents thereof.

Claims

1. A landing device comprising: A first area for landing of the flying object; as well as a windshield having a predetermined height and covering at least a portion but not all of the periphery of the first area; The first area is arranged on both sides of the windproof portion, The windproof portion is provided around each of the two first regions at a boundary portion between the two first regions and at portions other than the boundary portion.

2. The landing equipment according to claim 1, characterized in that: The windproof part is a net.

3. The landing equipment according to claim 1, characterized in that: A portion of the windshield is disabled.

4. The landing equipment according to claim 1, characterized in that: The first region includes a paved portion.

5. The landing equipment according to claim 1, characterized in that: The first region includes an elevated landing portion.

6. The landing equipment according to claim 1, characterized in that: The windproof portion has a roof portion covering the first area.

7. The landing equipment according to claim 1, characterized in that: The windproof parts are all made of the same material.

8. The landing equipment according to claim 1, characterized in that: The first area is arranged at the upper part of the structure, The windproof portion is further provided on a side surface of the structure.

9. The landing equipment according to claim 8, characterized in that: The structure is a residence.

10. The landing equipment according to claim 1, characterized in that: The first area and the windproof portion are provided on an upper portion of a vehicle or a ship.

11. The landing equipment according to claim 1, characterized in that: The first area and the windproof portion are provided on a floor or a vehicle compartment in the vehicle.

12. The landing equipment according to any one of claims 1 to 11, characterized in that: further comprising a second region adjacent to the first region, The windshield is provided at a position around the first area except for a boundary with the second area.

13. The landing equipment according to claim 12, characterized in that: The windproof portion is further provided around the second area at least on a side opposite to the first area.

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