Landing device and take-off and landing system

Abstract

A landing device for an aircraft, the landing device having a first member and a second member, the first member and the second member each having a take-off and landing surface, the first member having a first function part capable of constraining a landing part of the aircraft on the take-off and landing surface side, the second member not having the first function part on the take-off and landing surface side, and the second member having a second function part capable of constraining the landing part of the aircraft on the take-off and landing surface side. At least one of the first member and the second member is provided so as to be changeable in position. According to the landing device and the take-off and landing system, the aircraft can land on the take-off and landing surface more reliably, and then the aircraft can take off independently.

Description

Technical Field

[0001] The utility model relates to a landing device and a take-off and landing system. Background Art

[0002] In recent years, various services using aircraft such as drones and unmanned aerial vehicles (UAVs) (hereinafter collectively referred to as "aircraft") have been developed. For example, aircraft with multiple propellers and capable of vertical takeoff and landing (hereinafter collectively referred to as multi-rotor helicopters) are generally called multi-rotor helicopters. Compared with aircraft that require runways, they can take off and land with a smaller area, so they are suitable for purposes such as home delivery and investigation.

[0003] The environment of the take-off and landing surface varies greatly depending on the application environment. For example, it is easier to land on a stationary surface in a windless environment. On the other hand, in bad weather, or when the landing surface is set in a moving or shaking place (for example, on a moving body such as a vehicle, airplane, or ship), it is difficult for the aircraft to land. Specifically, landing in a place such as a ship that shakes in all directions and has an unfixed position can sometimes cause the aircraft to capsize or make it difficult to judge the landing. Therefore, for example, Patent Document 1 discloses a drone landing platform for the purpose of preventing a landing aircraft from capsizing.

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: Japanese Patent Application Publication No. 2022-082189 Utility Model Content

[0007] Issues to be solved by utility models

[0008] However, in some scenarios, in order to save manpower, systems such as automatic navigation and autonomous flight are used to provide services such as delivery. In this case, there are cases where the aircraft takes off again after landing. In this case, if the aircraft is not released from the landing surface after landing, for example, manual work is required, which ultimately makes it difficult to achieve the effect of saving manpower.

[0009] In view of this situation, one of the purposes of the present invention is to provide a landing device, which can enable an aircraft to land more reliably on a take-off and landing surface, and then the aircraft can take off independently.

[0010] Means for solving problems

[0011] According to the utility model, a landing device is provided, which is a landing device of an aircraft, wherein the landing device comprises a first component and a second component, wherein the first component and the second component respectively have a take-off and landing surface, wherein the first component has a first functional portion on the take-off and landing surface side that can constrain the landing portion of the aircraft, and the second component does not have the first functional portion on the take-off and landing surface side, and at least one of the first component and the second component is configured to be capable of changing position.

[0012] Furthermore, according to the present invention, a take-off and landing system is provided, which is a take-off and landing system for an aircraft, and has a landing device and a control device, wherein the landing device has a first component and a second component, the first component and the second component respectively have a take-off and landing surface, the first component has a first functional part on the take-off and landing surface side that can constrain the landing part of the aircraft, and the second component does not have the first functional part on the take-off and landing surface side, and at least one of the first component and the second component is configured to be positionally changeable, and when the aircraft is located on the take-off and landing surface, the control device moves at least one of the first component and the second component, or rotates the first component to below the take-off and landing surface so that the second component protrudes above the first component.

[0013] Furthermore, according to the present invention, a take-off and landing system is provided, which is a take-off and landing system for an aircraft, and has a landing device and a control device, wherein the landing device has a first component and a second component, the first component and the second component respectively have a take-off and landing surface, the first component has a first functional part on the take-off and landing surface side that can constrain the landing part of the aircraft, and the second component does not have the first functional part on the take-off and landing surface side, at least one of the first component and the second component is configured to be positionally changeable, and when the aircraft lands, the control device moves at least one of the first component and the second component so that the first component protrudes above the second component, or the upper end of the first component is aligned with the upper end of the second component.

[0014] Furthermore, according to the present invention, a control method for a landing device is provided, which is a control method for a landing device of an aircraft, wherein the landing device has a first component and a second component, the first component and the second component respectively have a take-off and landing surface, the first component has a first functional part on the take-off and landing surface side that can constrain the landing part of the aircraft, and the second component does not have the first functional part on the take-off and landing surface side, at least one of the first component and the second component is configured to be relatively positionally changeable, when the first component protrudes above the second component or when the upper end of the first component is aligned with the upper end of the second component, the landing part of the aircraft is constrained by the first functional part of the first component, and by moving at least one of the first component and the second component so that the second component protrudes above the first component, the landing part of the aircraft is separated from the first functional part of the first component.

[0015] In addition, the problems disclosed in the present application and their solutions can be made clear through the utility model embodiments and the accompanying drawings.

[0016] Utility Model Effect

[0017] According to the utility model, a landing device can be provided, which improves the landing success rate of the aircraft by using the restraint components arranged in the landing device, and changes the position of the movable components so as to achieve the aircraft taking off again after contact. Therefore, it can be used for purposes requiring automatic take-off again. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 This is a schematic diagram of the landing device involved in the utility model observed from above.

[0019] Figure 2 Is accepting the landing step Figure 1 Side view of the landing gear and the aircraft performing landing.

[0020] Figure 3 yes Figure 2 Side view of the aircraft landing.

[0021] Figure 4 This is another schematic diagram of observing the landing device involved in the utility model from above.

[0022] Figure 5 It is a side view of the landing device involved in the utility model during the release step.

[0023] Figure 6 It is another side view of the landing device involved in the utility model during the release step.

[0024] Figure 7 It is an enlarged side view of the landing gear and the functional parts of the aircraft.

[0025] Figure 8 It is a top view of the aircraft when it touches down on the landing gear.

[0026] Fig. 9 It is a perspective view showing a structural example of the first component and the second component of the landing device involved in the present invention.

[0027] Fig.10 Yes means Fig. 9 BB′ cross-section of the landing device.

[0028] Fig.11 It is a perspective view showing a structural example of a first component and a second component of the landing device involved in the present invention.

[0029] Fig.12 Yes means Fig.11 CC′ cross-section of the landing device.

[0030] Fig.13 It is a perspective view showing a structural example of a first component and a second component of the landing device involved in the present invention.

[0031] Fig.14 Yes means Fig.13 DD′ section view of the landing device.

[0032] Fig.15 It is a perspective view showing a structural example of a first component and a second component of the landing device involved in the present invention.

[0033] Fig.16 Yes means Fig.15 EE′ cross-section of the landing device.

[0034] Fig.17 It is a top view showing a structural example of the first component and the second component of the landing device involved in the present invention.

[0035] Fig.18 yes Fig.17 A three-dimensional view of the landing gear.

[0036] Fig.19 yes Fig.17 FF′ cross-section of the landing device.

[0037] Fig. 20 It is a perspective view showing a structural example of a first component and a second component of the landing device involved in the present invention.

[0038] Fig.21 yes Fig. 20GG′ cross-sectional view of the landing device during the release step.

[0039] Fig. 22 yes Fig. 20 GG′ cross-section of the landing device.

[0040] Fig.23 This is a diagram of an aircraft viewed from above.

[0041] Fig.24 yes Fig.23 Bottom view of the aircraft.

[0042] Fig.25 yes Figure 1 Functional block diagram of the aircraft.

[0043] Fig.26 It is a side view of the ship.

[0044] Fig. 27 yes Fig.26 Front view of the ship.

[0045] Fig.28 yes Fig.26 Top view of the ship.

[0046] Fig.29 yes Fig.26 A front view of a ship rocking in the roll direction.

[0047] Fig.30 This is a schematic diagram of another landing device and a landing aircraft according to the present invention observed from the side.

[0048] Fig.31 Observed from above Fig.30 Schematic diagram of the aircraft.

[0049] Fig.32 This is a schematic diagram of another landing device and a landing aircraft according to the present invention observed from the side.

[0050] Fig.33 yes Fig.32 Side view of the landing device in the release step.

[0051] Explanation of symbols

[0052] 100, 200: aircraft; 110a-110f, 210a-210b: propellers; 111a-111f, 211a-211b: motors; 120: frame; 130, 230: landing legs; 131, 231: ground contact parts; 132, 232: second functional part; 140, 240: flight part; 150, 250: main body; 160, 260: landing device; 161, 261: frame Frame component; 162, 262: first component; 163, 263: second component; 164, 264: first functional part; 165, 265: take-off and landing surface; 166: rotation axis; 280: load; 800: setting surface; 900: mobile body, ship; 1000: battery; 1001: flight controller; 1002: sensor device; 1003: universal joint; 1004: transceiver; 1006: transceiver (transmitter). DETAILED DESCRIPTION

[0053] The content of the embodiment of the present invention is listed and described. The technology provided by the embodiment of the present invention has the following structure.

[0054] (Item 1)

[0055] A landing device, which is a landing device of an aircraft,

[0056] The landing device comprises a first component and a second component, wherein the first component and the second component respectively have a take-off and landing surface.

[0057] The first component has a first functional portion on the landing surface side capable of restraining the landing portion of the aircraft,

[0058] The second component does not have the first functional portion on the landing surface side.

[0059] At least one of the first member and the second member is provided so as to be positionally changeable.

[0060] (Item 2)

[0061] A landing gear according to item 1,

[0062] The landing surface is provided so that at least one of the first member and the second member can move, and the first member is located above the second member.

[0063] (Item 3)

[0064] Landing gear as described in item 1 or 2,

[0065] The landing surface is provided so that at least one of the first member and the second member can move, and the second member is located above the first member.

[0066] (Item 4)

[0067] The landing device according to any one of items 1 to 3,

[0068] The first component and the second component are arranged side by side along any direction in the plane of the landing surface.

[0069] (Item 5)

[0070] The landing device according to any one of items 1 to 3,

[0071] The first component and the second component are arranged so that the landing surface has a houndstooth shape when viewed from above.

[0072] (Item 6)

[0073] The landing device according to any one of items 1 to 5,

[0074] further comprising a control device for controlling the movement of at least one of the first component and the second component,

[0075] When the aircraft is located on the take-off and landing surface, the control device moves at least one of the first member and the second member so that the second member protrudes above the first member.

[0076] (Item 7)

[0077] The landing device according to any one of items 1 to 6,

[0078] further comprising a control device for controlling the movement of at least one of the first component and the second component,

[0079] When the aircraft lands, the control device moves at least one of the first component and the second component so that the first component protrudes above the second component or the upper end of the first component is aligned with the upper end of the second component.

[0080] (Item 8)

[0081] The landing device according to any one of items 1 to 7,

[0082] It further comprises a control device capable of controlling the first component to rotate with the horizontal direction as a reference.

[0083] When the aircraft takes off, the control device rotates the first member downward from the take-off and landing surface.

[0084] (Item 9)

[0085] The landing device according to any one of items 1 to 8,

[0086] The first functional portion is composed of a hook and loop fastener.

[0087] (Item 10)

[0088] A take-off and landing system, which is a take-off and landing system of an aircraft,

[0089] It has a landing device and a control device.

[0090] The landing device comprises a first component and a second component, wherein the first component and the second component respectively have a take-off and landing surface.

[0091] The first component has a first functional portion on the landing surface side capable of restraining the landing portion of the aircraft,

[0092] The second component does not have the first functional portion on the landing surface side.

[0093] At least one of the first component and the second component is configured to be capable of changing position. When the aircraft is located on the take-off and landing surface, the control device moves at least one of the first component and the second component, or rotates the first component to the bottom of the take-off and landing surface so that the second component protrudes above the first component.

[0094] (Item 11)

[0095] A take-off and landing system, which is a take-off and landing system of an aircraft,

[0096] It has a landing device and a control device.

[0097] The landing device comprises a first component and a second component, wherein the first component and the second component respectively have a take-off and landing surface.

[0098] The first component has a first functional portion on the landing surface side capable of restraining the landing portion of the aircraft,

[0099] The second component does not have the first functional portion on the landing surface side.

[0100] At least one of the first component and the second component is configured to be positionally changeable, and when the aircraft lands, the control device moves at least one of the first component and the second component so that the first component protrudes above the second component, or the upper end of the first component is aligned with the upper end of the second component.

[0101] (Item 12)

[0102] A method for controlling a landing device is provided, which is a method for controlling a landing device of an aircraft, wherein the landing device comprises a first component and a second component, wherein the first component and the second component respectively have a take-off and landing surface.

[0103] The first component has a first functional portion on the landing surface side capable of restraining the landing portion of the aircraft,

[0104] The second component does not have the first functional portion on the landing surface side.

[0105] At least one of the first component and the second component is configured to be capable of relative position change.

[0106] In a state where the first component protrudes above the second component or an upper end of the first component is aligned with an upper end of the second component, the landing portion of the aircraft is constrained by the first functional portion of the first component.

[0107] By moving at least one of the first member and the second member so that the second member protrudes above the first member, the landing portion of the aircraft is separated from the first functional portion of the first member.

[0108] <Specific content of the implementation method provided by the utility model>

[0109] The following describes the landing device and the control method of the landing device provided by the first embodiment of the present invention with reference to the accompanying drawings. In addition, the "landing device" in the present invention refers to a device used for landing an aircraft such as a multi-rotor helicopter or a VTOL (Vertical TakeOff and Landing) fuselage. The purpose of the landing device is not limited to landing an aircraft, and it can also be a device used for taking off the aircraft.

[0110] <Details of the First Implementation Method>

[0111] like Figure 1 to Figure 3 , Figure 7 , Figure 8As shown in the example, the landing device 160 of the present embodiment has a landing surface 165 formed by using at least a first member 162. The landing surface 165 can be further formed by using a second member 163.

[0112] The first component 162 has a first functional portion 164 that can at least temporarily restrain the aircraft 100 and release it again. The second component 163 does not have the first functional portion 164. The restraining function of the first functional portion 164 can be achieved by, for example, a Velcro tape, magnetic attraction of a magnet, and bonding with an elastic adhesive, but is not limited to this. In addition, the ground contact component 131 provided on the aircraft 100 (for example, functioning as a landing portion of the aircraft 100) has a second functional portion 132 that can be restrained by the first functional portion 164 on the side facing the ground.

[0113] When the first functional part 164 and the second functional part 132 are mutually constrained by the mechanism of the hook and loop tape, one side may have a hook surface and the other side may have a loop surface, or either side may have both a hook surface and a loop surface. At this time, the shape of the hook and loop tape may be serrated or umbrella-shaped.

[0114] The shape of the landing surface 165 is not particularly limited, and may be, for example, flat or mortar-shaped, preferably a shape that is convenient for the aircraft to land or take off. In addition, in order to ensure the rigidity and stability of the landing surface 165 and to set the landing surface 165 to a preset height, the landing device 160 may also have a frame component 161 for supporting the landing surface 165. In the case where the landing device 160 is connected to a moving body or structure such as a truck or a ship, the landing device 160 is fixed at least when the aircraft 100 takes off and lands, so as to avoid accidental detachment from the moving body or structure. In addition, the same is true when the landing device 160 is set on the ground, for example, it is fixed with anchor bolts or heavy objects, so as to avoid overturning or tilting due to weather conditions or the impact caused by the take-off and landing of the aircraft 100.

[0115] The first component 162 and the second component 163 are independent structures. At least one of the first component 162 and the second component 163 can move. The movable direction can be a direction (i.e., Z direction) perpendicular to the landing surface 165 (i.e., XY plane). In addition, the first component 162 or the second component 163 can move in one or more directions, or rotate under one or more axes, etc. (hereinafter collectively referred to as position change). One of the first component 162 and the second component 163 can be fixed.

[0116] The landing device 160 includes at least a restraint step for restraining the aircraft, and a release step for ending the restraint of the aircraft to achieve take-off or movement again. Step changes are performed automatically or manually. In the case of automatic changes, it can be performed by a mechanism not shown in the figure. In the case of changes by children, it is performed by a control device (not shown) attached to the landing device 160 or separately provided outside the landing device 160 that can communicate with the landing device 160. The control device is a so-called computer, which has a processor, memory, storage, external communication equipment, input and output devices, etc., and is hardware that works internally through a bus, etc. The memory or storage stores a program for the control device to perform specific tasks. The control device is configured to be able to communicate with devices other than the landing device 160.

[0117] In the constraint step, Figure 3 As shown, the landing surface 165 is in a state where part or all of the first component 162 protrudes above the second component 163 (the upper end of the first component 162 is at a higher position than the upper end of the second component 163). Figure 4 As shown in FIG. 1 , there is no step difference between the first component 162 and the second component 163 (the upper end of the first component 162 and the upper end of the second component 163 are at the same height). At this time, the aircraft 100 can contact the first functional portion 164. Therefore, when the aircraft 100 contacts the landing surface 165, the second functional portion 132 of the ground contacting component 131 of the aircraft 100 and the first functional portion 164 of the first component 162 are restrained by bonding or the like, so that the aircraft 100 can be restrained by the landing device 160.

[0118] Then, in the release step, as Figure 5 or Figure 6 As shown in the example, the landing surface 165 is in a state where a part or all of the second member 163 protrudes above the first member 162 (the upper end of the second member 163 is at a higher position than the upper end of the first member 162). As a result, the ground contacting member 131 of the aircraft 100 is pushed upward by the second member 163, so that the first functional portion 164 of the first member 162 and the second functional portion 132 of the ground contacting member 131 are pulled apart. As a result, the aircraft 100 enters a state of being released from the landing surface 165.

[0119] In addition, after releasing the aircraft 100 in the release step, the landing device 160 can accept the landing of the aircraft 100 again by re-entering the restraint step (i.e., entering a state of aligning the heights of the first component 162 and the second component 163 or making it protrude above the second component 163).

[0120] The power required to change the position of the first component 162 or the second component 183 or both of them may be, for example, human power, but is preferably an external power provided to the landing device 160. The external power may be, for example, an engine, a motor, or an electric motor, and a battery or a power cable may be provided as a power source for operating the external power.

[0121] When an aircraft is landing, a conventional landing device is often fixed on the ground or a building in a horizontal manner with its landing surface. In addition, in order for the aircraft to land reliably, the descent speed and the like need to be considered. However, depending on the purpose or environment, there are cases where the landing surface shakes or the aircraft has to descend at a high speed. Examples include landing on a ship or landing on a moving vehicle. Hereinafter, the target surface on which the landing device is set will be collectively referred to as the ground contact surface 800. In addition, in the following description, the case where no landing device is provided (such as a normal plane of a structure) is also discussed in the same manner as the normal landing device.

[0122] The landing device is affected by the movement or shaking of a ship, vehicle, aircraft, etc. (hereinafter collectively referred to as a moving body 900) equipped with the landing device, and the landing surface may shake or tilt.

[0123] Especially when the aircraft lands on a ship, Figure 26 to Figure 29 As shown in the example, the ship 900 has six combinations of swaying irregularly, namely, lateral swaying (rolling), longitudinal swaying (pitching), left-right swaying (yawing), up-and-down movement (heaving), left-and-right movement (swaying), and forward-and-backward movement (surging). Therefore, it is difficult to estimate the timing and appropriate inclination of the aircraft to descend to the landing surface, and when the contact surface moves upward before the aircraft contacts the landing surface, the aircraft may collide with the ship, causing the posture to be destroyed or overturning.

[0124] In addition, some aircraft have a function that automatically stops the propellers when the aircraft senses that it has landed. Generally speaking, if this function is activated, the aircraft will not move or float again once it has landed. However, in cases where it is difficult for the aircraft to accurately determine the landing surface, the propeller automatic stop function sometimes does not work properly. In this case, the propellers may continue to rotate and the aircraft may move in an unexpected direction or overturn.

[0125] In the landing device 160 of the present invention, the first functional part 164 constrains the second functional part 132, so that the aircraft 100 can be temporarily fixed on the landing surface 165 of the landing device 160. This can prevent the aircraft 100 from overturning or unexpected movement. In addition, this effect is not limited to the case where the landing device 160 is set on the mobile body 900, and the same effect can be obtained when it is set on a stationary mobile body or structure, the ground, etc. In other words, the landing device 160 is not necessarily limited to the structure shown in the various figures.

[0126] In addition, the landing device 160 can release the restrained aircraft to facilitate taking off again by further including the releasing step as described above.

[0127] like Figure 5 As shown in the example, in the release step, the first member 162 moves downward compared to the landing step, thereby pulling apart the first functional portion 164 and the second functional portion 132. Since the second functional portion 132 and the second member 163 are not coupled, the aircraft 100 is released.

[0128] In addition, if Figure 6 As shown, in the release step, the second member 163 moves upward compared to the landing step, whereby the first functional portion 164 and the second functional portion 132 are separated, and the aircraft 100 is released.

[0129] As a modified example, Fig. 9 and Fig.10 As shown in the example, in the restraining step, by providing a gap between the first component 162 and the second component 163 through which air can pass, the downwash airflow when the aircraft 100 approaches the landing surface 165 can flow to the lower side of the landing surface 165. This can prevent the so-called ground effect from occurring, thereby making the landing of the aircraft 100 more stable. In addition, in the releasing step of the aircraft 100, the gap is also provided, thereby making the take-off of the aircraft 100 more stable.

[0130] Fig.11 and Fig.12 In the illustrated release step, the plurality of second components 163 are moved together toward the upper side of the first component 162. At this time, the first functional portion 164 and the second functional portion 132 are physically separated, and the restraint of the aircraft 100 is released. When all the second components 163 are moved in the same direction at the same time, the structure is simple, so it is expected that the failure rate will be reduced and the ease of maintenance will be improved.

[0131] As another modification, Figure 13 to Figure 16 In the illustrated release step, the second component 163 can be moved at a plurality of different timings or distances, thereby enabling the restraint to be released in stages. Fig.13 and Fig.14 In the second component 163, the second components 163 at both ends of the landing surface 165 rise earlier than the second component 163 in the middle. In this way, the restraint is released in stages, so compared with the case where all functional parts are separated at once, the impact applied to the aircraft 100 during separation can be dispersed.

[0132] The main methods of separating the hook and loop fasteners that are in combination include pulling and shearing (cutting), pulling (pulling), and peeling (peeling off). Among them, peeling is a method that is known to separate with less force.

[0133] As another modification, Fig.15 and Fig.16 In the illustrated release step, the second component 163 is raised earlier at one end, and the operation is performed in stages. If the movement timing of the second component 163 is misaligned, the aircraft will tilt. The tilt of the aircraft will cause the second functional part 132 to tilt as well, so the second functional part 132 and the first functional part 164 are separated from each other by peeling.

[0134] As another modification, Figure 20 to Figure 22 In the illustrated release step, the second functional portion 132 and the first functional portion 164 are separated from each other by peeling. Fig. 22 In the restraining step shown, the first member 162, like the second member 163, is in a posture where the upper surface is horizontal. Fig. 20 and Fig.21 In the release step shown, the first member 162 rotates downward around the rotation axis 166 .

[0135] When the first component 162 rotates, the first functional portion 164 is also tilted, so the first functional portion 164 and the second functional portion 132 are separated from each other by peeling. In the release step, when the first component 162 is rotated at the same time, the time taken to release the aircraft 100 is shortened compared to the separation by staggering the position change timing of the first component 162 or the second component 163.

[0136] When the second member 163 rotates in place of the first member 162 , the second member 163 rotates upward, thereby making it possible to separate the second functional portion 132 from the first functional portion 164 .

[0137] As another modification, Figure 17 to Figure 19 In the illustrated landing surface 165, the first component 162 and the second component 163 are divided into a grid shape and arranged alternately. Compared with the above example, the area of ​​each first component 162 and second component 163 is smaller. The second functional part 132 is, for example, Fig.23 and Fig.24In the case of the long member shown, the area of ​​the first functional part 164 and the second functional part 132 combined is reduced, so the restraining force can be exerted to a certain extent and it is easy to separate from each other. In addition, even if the orientation of the aircraft 100 in the plane direction during landing is not fixed, it can also be restrained.

[0138] The shapes and movement directions of the first component 162 and the second component 163 in the present invention can be configured to achieve the restraint and release of the aircraft 199, but are not limited thereto. For example, a plurality of holes may be provided in the first component 162, which is a planar component, and a columnar second component 163 may extend from the holes in the release step, thereby separating the second functional portion 132 of the ground contacting component 131 from the first functional portion 164.

[0139] Below, an aircraft 100 that takes off and lands on a landing device 160 is described by taking an unmanned aerial vehicle (multi-rotor helicopter) having multiple rotors as an example. Aircraft that take off and land vertically produce the same effect, so it is not limited to this.

[0140] like Figure 2 and Figure 3 As illustrated, the aircraft 100 of this embodiment can achieve horizontal movement and take-off and landing through flight.

[0141] The aircraft 100 takes off from a take-off point and flies to a destination. The take-off point and the landing point may be the same or different. The flight may end after completing a single take-off and landing, or the aircraft may take off again from the destination and fly multiple times. For example, when the aircraft 100 is delivering, the aircraft 100 that has arrived at the destination may land at a take-off and landing platform, or hover over a take-off and landing platform, etc., and unload the cargo on board, thereby completing the delivery. After unloading the cargo, the aircraft 100 moves by flying to fly to other destinations such as the original take-off point or other delivery locations.

[0142] like Figure 2 As shown, the aircraft 100 of this embodiment includes one or more power generators (eg, motors 111 ) and a main body 150 .

[0143] The rotor unit 11 (111a, 111b, 111c, 111d, 111e, 111f) of the present embodiment is composed of a propeller 110 and a motor 111. The rotor unit 11 can be provided on the frame 120. For example, the rotor unit 11 is provided at the front end, middle part, or rear end of the frame 120. The frame 120 and the rotor unit 11 can be directly connected or connected via an intermediate component such as a motor mount.

[0144] It is preferred that the aircraft 100 be equipped with an energy source (eg, a secondary battery, a fuel cell, a fossil fuel, etc.) for generating power for the rotor unit 11. For example, the aircraft 100 may be equipped with a battery in the main body 150 as described below.

[0145] In addition, in order to facilitate the description of the structure of the present invention, the aircraft 100 shown in the figure is simplified, for example, the specific structure of the control unit and the like is not shown in the figure.

[0146] The aircraft 100 moves in the direction of the arrow D (-Y direction) in the figure (which will be described in detail below).

[0147] In addition, in the following description, the terms are sometimes used according to the following definitions: front-to-back direction: +Y direction and -Y direction; up-down direction (or vertical direction): +Z direction and -Z direction; left-right direction (or horizontal direction): +X direction and -X direction; forward direction (front): -Y direction; backward direction (back): +Y direction; ascending direction (upward): +Z direction; descending direction (downward): -Z direction.

[0148] The propeller 110 rotates by receiving the output from the motor 111. The rotation of the propeller 110 generates a propulsion force for flying the aircraft 100. The propeller 110 can rotate in a clockwise direction, stop, and rotate in a counterclockwise direction.

[0149] The propeller 110 of the aircraft of the utility model has one or more blades. It can be any number of blades (rotating bodies) (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 cone shape or a combination of these shapes. 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 an airfoil, a wing, or a geometric shape that facilitates the generation of dynamic 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 dynamic air characteristics of the blade such as lift and thrust enhancement and drag reduction.

[0150] In addition, the propeller of the aircraft of the utility model may be a fixed pitch, a variable pitch, or a combination of a fixed pitch and a variable pitch, but is not limited thereto. For example, when the power is an engine, the rotation control speed of the propeller is sometimes slower than that of an electric motor, so a variable pitch propeller is preferably used.

[0151] The motor 111 rotates the propeller 110. For example, the driving unit may include an electric motor or an engine, etc. The propeller 110 can be driven by the motor to rotate around the rotation axis of the motor (eg, the long axis of the motor).

[0152] The blades can all rotate in the same direction or independently. For example, some blades can rotate in one direction while others rotate in another direction. The blades can rotate together 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 and weight) and the control state (e.g., speed and direction of movement).

[0153] The aircraft 100 determines the rotation speed and flight angle of each motor through the flight controller according to wind speed and wind direction through input from a transmitter (not shown) or a program, thereby enabling the aircraft to ascend, descend, accelerate, decelerate, or change direction.

[0154] In addition, the aircraft 100 can fly autonomously according to a route or rule set in advance or during the flight, or can be controlled by a transmitter to fly.

[0155] The aircraft 100 described above has Fig.25 Part or all of the functional blocks shown. Fig.25 The functional blocks are an example of a minimum reference structure. The flight controller 1001 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)), etc. The processing unit has a memory not shown in the figure and can access the memory. The memory stores logic, code and / or program instructions that can be executed by the processing unit to perform one or more steps. The memory may include, for example, a detachable medium such as an SD card or a random access memory (RAM) or an external storage device. The data obtained from the sensor-type device 1002 can be directly transferred to the memory for storage. For example, still images and video data taken by a camera, etc. are recorded in a built-in memory or an external memory.

[0156] 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 control the state of the rotorcraft with six degrees of freedom (translation x, y, z and rotation θ x ,θ y ,θ z The control module can control one or more of the states of the mounting part and the sensor-type device.

[0157] The processing unit can communicate with the transceiver 1005, which is configured to send and / or receive data from one or more external devices (such as a terminal, a display device or other remote controller). The transceiver 1006 can use any suitable communication method such as wired communication or wireless communication. For example, the transceiver 1005 can use one or more of a local area network (LAN), a wide area network (WAN), infrared, wireless, WiFi, a point-to-point (P2P) network, a telecommunications network, a cloud communication, etc. The transceiver 1005 can send and / or receive one or more of the data acquired by the sensor device 1002, the processing results generated by the processing unit, the preset control data, the user command from the terminal or the remote controller, etc.

[0158] The sensor device 1002 provided in this embodiment may include an inertial sensor (acceleration sensor, gyroscope sensor), a GPS sensor, a proximity sensor (such as a lidar), or a visual / image sensor (such as a camera).

[0159] The rotating surface of the propeller 110 of the aircraft 100 of the present invention is a horizontal rotor that is roughly horizontal when hovering in a windless state, so it can rise by the rotation of the propeller. When moving forward, it is tilted forward in the forward direction, so the rotating surface of the propeller 110 tilted forward generates lift upward and thrust in the forward direction, thereby making the aircraft 100 move forward.

[0160] During vertical takeoff and landing of the aircraft 100 , the aircraft 100 can be levitated by the lift force generated by the rotor unit 11 .

[0161] The aircraft 100 includes a motor, a propeller, a frame, etc., and may also include a main body 150 that can accommodate a processing unit and a battery carried by the aircraft 100 in the flight unit that generates lift and thrust. The main body 150 optimizes the shape of the aircraft 100 in a cruising posture that is expected to be maintained for a long time during movement, thereby increasing the flight speed and effectively shortening the flight time.

[0162] The main body 150 preferably has a skin having strength to withstand flight and take-off and landing. For example, plastic and FRP are suitable as materials for the skin because they have rigidity and waterproofness. These materials may be the same as the frame 120 (including the arm body) included in the flight part, or different materials.

[0163] In addition, the motor seat, frame 120 and main body 150 of the flight unit may be formed by connecting various components, or may be formed into one piece using a hard shell structure or integral molding (for example, the motor seat and frame 120 are integrally molded, or the motor seat, frame 120 and main body 150 are all integrally molded, etc.). By forming the components into one piece, the interfaces of the components can be made smooth, so it is expected to achieve the drag reduction and fuel efficiency improvement effects of aircraft such as wing-body fusion and lifting bodies.

[0164] The shape of the aircraft 100 may be directional. Examples of directional shapes include a streamlined main body or a substantially wing-shaped main body that has less drag when the aircraft 100 is cruising in a calm state, and a shape that improves flight efficiency when the aircraft nose faces the wind.

[0165] The aircraft 100 can accommodate or load cargo to be transported to a destination and sensor devices for acquiring external information (hereinafter collectively referred to as payload).

[0166] For example, an aircraft for cargo transportation carries cargo, lands or hovers after reaching the destination, and unloads the cargo. For the aircraft 100 that is landing, it is preferred that the main body 150 or the rotor unit 11 is not impacted by direct contact with the landing surface 165 when the aircraft lands, due to the landing foot 130 provided by the aircraft 100. In this case, it is preferred that, for example, the landing foot 130 is configured to extend in a direction (-Z direction) below the main body 150 when viewed from the side at least in a state of landing on a plane. The landing foot 130 may further include a shock absorbing portion such as a spring and a damper.

[0167] The step switching and actions of the landing device 160 can be performed autonomously by the control device of the landing device 160, or can be performed by receiving instructions or modifying the timing through information transmission from the outside such as the aircraft 100, GCS or control center, and the control device of the landing device 160.

[0168] <Details of the Second Implementation Method>

[0169] In the following, in the specific contents of the second embodiment of the landing device provided by the present invention, the components that overlap with those in the first embodiment can be processed in the same manner, and therefore repeated descriptions are omitted.

[0170] The landing device 260 of the present invention has a landing surface 265 formed by at least using a first member 262 .

[0171] Fig.30 and Fig.31The illustrated aircraft 200 carries a load 280. When the aircraft 200 lands, the load 280 contacts the landing surface 265. The load 280 has a second functional portion 232 on the surface (e.g., the bottom of the load 280) that contacts the landing surface. The second functional portion 232 is provided on the entire surface or a portion of the surface of the bottom of the load 280. The function of the second functional portion 232 is the same as that of the second functional portion 132 in the previous embodiment.

[0172] In the restraining step, the second functional part 232 is restrained by being coupled to the first functional part 264. Then, the aircraft 200 unloads the load 280, thereby separating from the landing device 260, and can perform movement such as takeoff.

[0173] The payload 280 may be, for example, delivered cargo or an information acquisition device installed on a landing device, or may be an unloading item used to increase the take-off speed.

[0174] In addition, if Fig.32 and Fig.33 As shown in the example, the landing surface 265 may be formed by using the first member 262 and the second member 263. In the release step, the first functional part 264 and the second functional part 232 can be separated. Thus, the load 280 connected to the landing surface 265 can be easily moved when the aircraft 100 lands.

[0175] For example, when multiple loads 280 are restrained, the landing device 260 can move multiple loads at once by entering the release step. In addition, the first component 262 or the second component 263 can have a mechanism for moving the surface along the length direction. In this way, the cargo placed on the landing surface 265 can be transported to the outside of the landing surface 265.

[0176] The structure of the aircraft in each embodiment can be implemented by combining multiple aircraft. It is preferred to combine the cost of aircraft manufacturing and the environment and characteristics of the aircraft application scenario to appropriately discuss and arrive at an ideal structure.

[0177] The above-described embodiments are merely examples for facilitating understanding of the present technology and are not intended to limit or explain the present invention. Of course, the present invention may be modified and improved without departing from its main purpose, and its equivalents fall within the scope of the present invention.

Claims

1. A landing device, which is a landing device of an aircraft, characterized in that: The landing device comprises a first component and a second component, wherein the first component and the second component respectively have a take-off and landing surface. The first component has a first functional portion on the landing surface side that can constrain the landing portion of the aircraft, The second component does not have the first functional portion on the landing surface side. At least one of the first member and the second member is provided so as to be positionally changeable.

2. The landing device according to claim 1, characterized in that: The landing surface is provided so that at least one of the first component and the second component can move, so that the first component is located above the second component.

3. The landing device according to claim 1 or 2, characterized in that: The landing surface is provided so that at least one of the first component and the second component can move, so that the second component is located above the first component.

4. The landing device according to claim 1, characterized in that: The first member and the second member are arranged side by side along any one direction of the in-plane direction of the landing surface.

5. The landing device according to claim 1, characterized in that: The first component and the second component are arranged so that the landing surface has a houndstooth shape when viewed from above.

6. The landing device according to claim 1, characterized in that: The landing device further includes a control device for controlling the movement of at least one of the first component and the second component. When the aircraft is located on the take-off and landing surface, the control device moves at least one of the first member and the second member so that the second member projects above the first member.

7. The landing device according to claim 1, characterized in that: The landing device further includes a control device for controlling the movement of at least one of the first component and the second component. When the aircraft lands, the control device moves at least one of the first member and the second member so that the first member protrudes above the second member or the upper end of the first member is aligned with the upper end of the second member.

8. The landing device according to claim 1, characterized in that: The landing device further comprises a control device, which can control the first component to rotate based on the horizontal direction. When the aircraft takes off, the control device rotates the first member downward from the take-off and landing surface.

9. The landing device according to claim 1, characterized in that: The first functional portion is composed of a hook and loop fastener.

10. A take-off and landing system, which is a take-off and landing system for an aircraft, characterized in that: The take-off and landing system has a landing device and a control device. The landing device comprises a first component and a second component, wherein the first component and the second component respectively have a take-off and landing surface. The first component has a first functional portion on the landing surface side that can constrain the landing portion of the aircraft, The second component does not have the first functional portion on the landing surface side. At least one of the first component and the second component is configured to be positionally changeable. When the aircraft is located on the landing surface, the control device moves at least one of the first component and the second component, or rotates the first component below the landing surface to cause the second component to protrude above the first component.

11. A take-off and landing system, which is a take-off and landing system for an aircraft, characterized in that: The take-off and landing system has a landing device and a control device. The landing device comprises a first component and a second component, wherein the first component and the second component respectively have a take-off and landing surface. The first component has a first functional portion on the landing surface side that can constrain the landing portion of the aircraft, The second component does not have the first functional portion on the landing surface side. At least one of the first component and the second component is configured to be positionally changeable. When the aircraft lands, the control device moves at least one of the first member and the second member so that the first member protrudes above the second member or the upper end of the first member is aligned with the upper end of the second member.

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