Airport for vertical takeoff and landing aircraft

Abstract

To provide an airport for a vertical takeoff and landing aircraft, which can restrain a wind stream destabilizing an attitude when the vertical takeoff and landing aircraft takes off / lands.SOLUTION: An airport for a vertical takeoff and landing aircraft comprises three or more windbreak walls 3 that radially extend centering on a reference axis CL, and three or more takeoff and landing areas 2 for the vertical takeoff and landing aircraft 10, which are divided by the adjacent two windbreak walls 3 of the three or more windbreak walls 3.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to an airport for vertical takeoff and landing aircraft.

Background Art

[0002] In recent years, expectations have been increasing for the social implementation of vertical takeoff and landing aircraft such as drones and flying cars, which are aircraft capable of vertical takeoff and landing. For example, an electric vertical takeoff and landing aircraft (eVTOL) takes off and lands vertically at a departure and landing site using a propulsion device that uses a plurality of propeller fans (rotary wings) rotationally driven by motors called multi-rotors.

[0003] As an airport for this type of vertical takeoff and landing aircraft, Patent Document 1 describes a vertical takeoff and landing aircraft landing site in which fence parts (walls) are installed on four sides of the takeoff and landing point of the vertical takeoff and landing aircraft in order to reduce the influence of crosswinds during takeoff and landing of the vertical takeoff and landing aircraft (multicopter) and enable the vertical takeoff and landing aircraft to take off and land more safely.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] When the four sides of the landing point of a vertical takeoff and landing aircraft are surrounded by four walls like the landing site of Patent Document 1, there is no crosswind flowing near the wall located upwind among the four walls. However, at a position far from the wall, crosswind flowing over the wall may flow down and into the area. Furthermore, the crosswind flowing into the landing site may hit another wall located downwind of the wall and reverse to form a secondary secondary flow, etc., and may instead form a complex vortex within the landing site. The wind flow generated by the downwind wall in this way may make the attitude of the aircraft during takeoff and landing unstable.

[0006] An object of the present invention is to provide an airport for a vertical takeoff and landing aircraft that can suppress the wind flow that makes the attitude of the vertical takeoff and landing aircraft unstable during takeoff and landing.

Means for Solving the Problems

[0007] This application includes a plurality of means for solving the above problems. For example, it is an airport for a vertical takeoff and landing aircraft comprising three or more windbreak walls extending radially around a reference axis, and three or more takeoff and landing areas for vertical takeoff and landing aircraft defined by two adjacent windbreak walls among the three or more windbreak walls.

Effects of the Invention

[0008] According to the present invention, the area where the vertical takeoff and landing aircraft takes off and lands is not surrounded by walls on all four sides. Even if wind exceeding the windbreak wall enters the takeoff and landing area, it is discharged from the part without a wall, and the wind exceeding the windbreak wall hits other walls and generates secondary flows and vortices, etc. The wind flow that makes the attitude of the vertical takeoff and landing aircraft unstable during takeoff and landing can be suppressed. In particular, the vicinity of the joint of three or more windbreak walls formed around the reference axis is suitable for takeoff and landing because it is difficult for wind to enter and has a high wind protection effect. Problems, configurations, and effects other than those described above will be clarified by the description of the following embodiments.

Brief Description of the Drawings

[0009]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Mode for Carrying Out the Invention

[0010] Hereinafter, with reference to the drawings, the configuration and operation of the airport for vertical takeoff and landing aircraft according to the first to third embodiments of the present invention will be described. In each figure, the same reference numerals indicate the same parts.

[0011] (First Embodiment) FIG. 1 is a schematic perspective view of the airport 100 for vertical takeoff and landing aircraft according to the first embodiment of the present invention.

[0012] The airport 100 for vertical takeoff and landing aircraft is a takeoff and landing area for taking off and landing a vertical takeoff and landing aircraft (sometimes simply referred to as an aircraft) 10, and as shown in FIG. 1, it includes a takeoff and landing area 1 and a windbreak wall 3.

[0013] The vertical takeoff and landing aircraft (Vertical Takeoff and Landing Aircraft, VTOL Aircraft) 10 is an aircraft that can take off vertically and land vertically, and is preferably an electric vertical takeoff and landing aircraft (eVTOL). Since the vertical takeoff and landing aircraft 10 does not require a long runway like a normal airplane and can take off and land in a limited space, it is particularly useful in an environment with space constraints such as a city.

[0014] The takeoff and landing area 1 is a substantially flat section for the vertical takeoff and landing aircraft 10 to take off and land, and is preferably provided in a place easily accessible to the residents around the city, such as the parking lot or rooftop of a convenience store.

[0015] Since the vertical takeoff and landing aircraft 10 exerts high thrust during takeoff and landing and exerts a large load on the ground, it is necessary for the surface of the takeoff and landing area 1 to have sufficient load-bearing capacity. In addition, the vertical takeoff and landing aircraft 10 is relatively smaller than a general aircraft, and its size varies depending on its type (for example, a drone or a flying car). Therefore, the takeoff and landing area 1 needs to have an appropriate size suitable for the size of the vertical takeoff and landing aircraft 10. Furthermore, it is preferable that the takeoff and landing area 1 is provided with noise and safety measures, and it is preferable that facilities necessary for the operation of the aircraft, such as fuel supply facilities (charging facilities in the case of an electric vertical takeoff and landing aircraft), maintenance facilities, and air traffic control facilities, are prepared.

[0016] The windbreak wall 3 is a facility for blocking the horizontal airflow (wind) 5 across the takeoff and landing area 1 and enabling the vertical takeoff and landing aircraft 10 taking off and landing at the takeoff and landing area 1 to take off and land more safely and stably. The vertical takeoff and landing aircraft airport 100 is provided with three or more windbreak walls 3 (in this embodiment, four windbreak walls 3a to 3d) extending radially around the reference axis CL.

[0017] For example, the windbreak wall 3 is a rectangular flat plate standing upright with respect to the takeoff and landing area 1, and is preferably formed of, for example, an aluminum alloy and has sufficient strength against the airflow 5.

[0018] In addition, there are no particular restrictions on the height, width, and thickness of the windbreak wall 3. For example, with respect to the rotor diameter of the vertical takeoff and landing aircraft 10 mainly parked, the height is preferably 5 to 10 times, the width is preferably 2 to 7 times, and the thickness is preferably 0.2 to 2 times. However, in a strong wind area, for safety, it is preferable that the height, width, and thickness of the windbreak wall 3 are all larger than the above examples.

[0019] The vertical takeoff and landing aircraft airport 100 of this embodiment has four windbreak walls 3a to 3d extending in four directions around the reference axis CL and forming a cross shape in plan view.

[0020] Also, each of three or more windbreak walls 3 may be joined by the reference axis CL, or may be joined to a columnar body provided at the position of the reference axis CL, such as a square column, a circular column, or a cylinder. Further, it is preferable that the lower ends of each of three or more windbreak walls 3 are grounded and fixed to the takeoff and landing area 1. Thereby, the windbreak wall 3 has sufficient strength against the airflow 5.

[0021] The vertical takeoff and landing aircraft airport 100 includes three or more takeoff and landing areas 2 for the vertical takeoff and landing aircraft 10 (in this embodiment, four takeoff and landing areas 2a to 2d) partitioned by two adjacent windbreak walls 3 among the three or more windbreak walls 3 extending radially around the reference axis CL.

[0022] As shown in FIG. 1, it is assumed that in the vertical takeoff and landing aircraft airport 100, the airflow 5 in the horizontal direction flows from the takeoff and landing area 2d side toward the takeoff and landing area 2b side. The airflow 5 is a crosswind flowing through the vertical takeoff and landing aircraft airport 100, and is assumed to be below the crosswind limit value (for example, 20 knots (about 37 kilometers per hour), which is the crosswind limit value of a general aircraft). Note that the crosswind limit value varies depending on the model of the vertical takeoff and landing aircraft 10, and when the airflow 5 is greater than the crosswind limit value, takeoff and landing of the vertical takeoff and landing aircraft 10 at the vertical takeoff and landing aircraft airport 100 may be prohibited.

[0023] It is preferable that at least one of the remaining areas excluding the area (takeoff and landing area 2d in FIG. 1) located upwind of the reference axis CL among all the takeoff and landing areas 2 (at least one of the takeoff and landing areas 2a to 2c in FIG. 1) is used for takeoff and landing of the vertical takeoff and landing aircraft 10. Note that at least one of the remaining areas excluding the area located most upwind among all the takeoff and landing areas 2 may be used for takeoff and landing.

[0024] Further, among all the takeoff and landing areas 2, a plurality of remaining areas (at least two of the takeoff and landing areas 2a to 2c in FIG. 1) excluding the area located upwind of the reference axis CL (the takeoff and landing area 2d in FIG. 1) may be used for the takeoff and landing of the vertical takeoff and landing aircraft 10.

[0025] Furthermore, the area located most downwind among all the takeoff and landing areas 2 (the takeoff and landing area 2b in FIG. 1) may be used for the takeoff and landing of the vertical takeoff and landing aircraft 10.

[0026] In the airport 100 for a vertical takeoff and landing aircraft according to the present embodiment, among the four takeoff and landing areas 2a to 2d, the remaining takeoff and landing areas 2a to 2c excluding the takeoff and landing area 2d located upwind of the reference axis CL with respect to the airflow 5, or the takeoff and landing area 2b located most downwind may be used for the takeoff and landing of the vertical takeoff and landing aircraft 10.

[0027] It is preferable that a slit 4 communicating the two adjacent takeoff and landing areas 2 is provided at the lower part of one windbreak 3 partitioning the two adjacent takeoff and landing areas 2 among all the windbreaks 3. The slit 4 may be provided in all the windbreaks 3. The slit 4 can be, for example, an elongated opening provided at the center of the lower end of the windbreak 3. A gap for allowing the airflow to pass through is formed between the lower end of each windbreak 3 and the takeoff and landing area 1 by this slit 4.

[0028] FIG. 2 is a schematic cross-sectional view of a slit 4c having a shape different from the slit 4 shown in FIG. 1. The cross-section of this cross-sectional view is shown as the II-II cross-section in FIG. 1. As shown in this figure, the slit 4c preferably has a symmetric shape with respect to the center plane CS of the windbreak 3c partitioning the two adjacent takeoff and landing areas 2b and 2c.

[0029] For example, the shape of the slit 4c in the cross-section (II-II cross-section) perpendicular to the center plane CS of the windbreak 33c is preferably an inverted V shape as shown in FIG. 2.

[0030] As a result, the ground airflow 52 that flows along the takeoff and landing surface of the takeoff and landing area 2b and flows into the takeoff and landing area 2c through the slit 4c, which is generated by the downwash 51 (see FIG. 3), an airflow that flows from the rotor 1a of the vertical takeoff and landing aircraft 10 toward the takeoff and landing surface of the takeoff and landing area 2b, changes its direction within the slit 4c and the wind force is weakened.

[0031] It is preferable that the vertical takeoff and landing aircraft airport 100 is provided with a control device (not shown) for air traffic control. As the control device, for example, a computer equipped with a processor and a memory can be used.

[0032] The control device collects data including the wind speed and wind direction at the vertical takeoff and landing aircraft airport 100 from a weather observation device (e.g., an anemometer) provided at the vertical takeoff and landing aircraft airport 100 or Internet weather data. Then, it is preferable that the control device determines, based on the collected data, the area located upwind of the reference axis CL among three or more takeoff and landing areas 2, or the remaining area excluding the area located upwind of the reference axis CL, and further the area located most downwind.

[0033] For example, the control device can determine the takeoff and landing area 2d located upwind of the reference axis CL among the four takeoff and landing areas 2a to 2d, or the remaining takeoff and landing areas 2a to 2c excluding the area located upwind of the reference axis CL, and further the takeoff and landing area 2b located most downwind.

[0034] It is preferable that the control device is provided with a communication device for wireless communication with the aircraft 10. The control device uses the communication device to give instructions to, for example, an operator who controls the vertical takeoff and landing aircraft 10 by means of remote control or a mobile device in the case of a small vertical takeoff and landing aircraft 10 (e.g., a drone), or to the pilot on board in the case of a relatively large vertical takeoff and landing aircraft 10 (e.g., a flying car).

[0035] For example, the control device first gives an instruction to land in the area of the takeoff / landing area 2 that is located most leeward (in FIG. 1, the takeoff / landing area 2b). If the area located most leeward is not available, an instruction is given to land in the remaining takeoff / landing areas 2a and 2c excluding the area located most leeward (in FIG. 1, the takeoff / landing area 2b) and the area located windward of the reference axis CL (in FIG. 1, the takeoff / landing area 2d).

[0036] Note that the determination of the takeoff / landing area 2 used by the aircraft 10 for takeoff and landing may be made by relevant persons such as the pilot or air traffic controller of each aircraft 10 based on the wind direction information at or around the vertical takeoff / landing airport 100 in accordance with the above rules. And the takeoff and landing of each aircraft 10 shall be carried out in accordance with this determination.

[0037] In order to be able to specify each of the takeoff / landing areas 2 by azimuth, the windbreak 3 may be extended radially around the reference axis CL along the azimuth. Thereby, the control device can call each of the takeoff / landing areas 2 by azimuth. For example, if four windbreaks 3 are provided along each of northeast, southeast, southwest, and northwest, the four takeoff / landing areas 2 formed thereby will be located in any of east, south, west, or north. Also, if eight windbreaks 3 are provided along each of north-northeast, northeast-east, east-southeast, south-southeast, south-southwest, southwest-west, northwest-west, and north-northwest, the eight takeoff / landing areas 2 formed thereby will be located in any of north, northeast, east, southeast, south, southwest, west, or northwest.

[0038] [Effect] The vertical takeoff / landing airport 100 of the present embodiment includes three or more windbreaks 3 extending radially around the reference axis CL, and three or more takeoff / landing areas 2 for the vertical takeoff / landing aircraft 10 partitioned by two adjacent windbreaks 3 among the three or more windbreaks 3.

[0039] In the vertical takeoff and landing airport 100 configured as described above, at least one of the remaining takeoff and landing areas 2 excluding the areas located upwind of the reference axis CL among all the takeoff and landing areas 2 is used for the takeoff and landing of the vertical takeoff and landing aircraft 10. The at least one takeoff and landing area 2 used for takeoff and landing is a substantially fan-shaped area partitioned by two windbreak walls 3, but the outer radial portion with respect to the reference axis CL in this area is open (that is, there is no windbreak wall 3). Therefore, even if the wind exceeding the windbreak wall 3 enters the takeoff and landing area, it is discharged from the open portion. That is, it is difficult for secondary flows and vortices generated when the wind hitting other walls beyond the windbreak wall 3 to occur, and according to this embodiment, the attitude of the vertical takeoff and landing aircraft 10 during takeoff and landing can be stabilized.

[0040] In addition, a joint portion where the three or more windbreak walls 3 are joined is formed around the reference axis CL which is the center of the three or more windbreak walls 3. In the vicinity of the joint portion in the takeoff and landing area 2 used for takeoff and landing as described above, the distance between two adjacent windbreak walls 3 is close, and its structure becomes a resistance to the wind from the outside, so it is difficult for the wind to enter and the windproof effect is high. Therefore, when taking off and landing the vertical takeoff and landing aircraft 10 in the vicinity of the joint portion, the attitude of the vertical takeoff and landing aircraft 10 during takeoff and landing can be further stabilized.

[0041] In addition, since the outer radial portion of the fan-shaped takeoff and landing area 2 is open, the size limit of the fuselage of the vertical takeoff and landing aircraft 10 taking off and landing in the takeoff and landing area 2 can be relaxed. Furthermore, since the outer radial portion of the fan-shaped takeoff and landing area 2 is open, it is easy to enter the takeoff and landing area 1, and when the vertical takeoff and landing aircraft 10 is used for cargo transportation, it is easy to load and unload the cargo. It is easy to utilize for other purposes (for example, an emergency evacuation site) during the time period when the vertical takeoff and landing airport 100 for vertical takeoff and landing aircraft is not used for the takeoff and landing of the vertical takeoff and landing aircraft 10, and the land use efficiency can be improved.

[0042] In addition, for a takeoff and landing area surrounded by walls on all four sides, it is necessary to provide an entrance such as a door for entering the takeoff and landing area on the wall, but the vertical takeoff and landing airport 100 of this embodiment does not need to provide such an entrance, and the cost can be suppressed.

[0043] Also, it is preferable that at least one of the remaining regions excluding the regions among the three or more takeoff / landing regions 2 that are located upwind of the reference axis CL is used for the takeoff / landing of the vertical takeoff / landing aircraft 10. Thereby, even if the wind exceeding the windbreak 3 enters the takeoff / landing region from upwind, it is discharged from the opened portion. That is, secondary flows and vortices generated when the wind exceeding the windbreak 3 hits other walls are less likely to occur, and the attitude of the vertical takeoff / landing aircraft during takeoff / landing can be stabilized.

[0044] Furthermore, it is preferable that a plurality of the remaining regions excluding the regions among the three or more takeoff / landing regions 2 that are located upwind of the reference axis CL are used for the takeoff / landing of the vertical takeoff / landing aircraft. Thereby, since a plurality of regions are used for the takeoff / landing of the vertical takeoff / landing aircraft, the utilization efficiency of the vertical takeoff / landing aircraft airport 100 can be improved.

[0045] Also, it is preferable that the region located most downwind among the three or more takeoff / landing regions 2 is used for the takeoff / landing of the vertical takeoff / landing aircraft 10. Since the region located most downwind among the takeoff / landing regions 2 has a wide low wind speed region, more stable takeoff / landing is possible, and the flight path 6 of the vertical takeoff / landing aircraft 10 can be set wider than the interval between two adjacent windbreaks 3.

[0046] Also, the number of the three or more windbreaks 3 is four windbreaks 3a to 3d, the three or more takeoff / landing regions 2 are four takeoff / landing regions 2a to 2d, and the remaining regions excluding the regions among the four takeoff / landing regions 2a to 2d that are located upwind of the reference axis CL (takeoff / landing region 2d in FIG. 1) (takeoff / landing regions 2a to 2c in FIG. 1), or the region located most downwind among the four takeoff / landing regions 2a to 2d (takeoff / landing region 2b in FIG. 1) may be used for the takeoff / landing of the vertical takeoff / landing aircraft 10.

[0047] FIG. 3 is an analysis diagram of the wind speed distribution in the III-III cross section of FIG. 1. In FIG. 3, the air flow 5 blows from the takeoff / landing region 2d to the takeoff / landing region 2b (from the right side to the left side in the figure) as in FIG. 1, and it shows that the wind speed is fast in the region where the black is thick and the wind speed is slow in the region where the black is thin.

[0048] As shown in FIG. 3, the wind speed is the lowest in the takeoff / landing area 2b located leeward among four or more takeoff / landing areas 2a to 2d. Further, since the leeward side of the takeoff / landing area 2b is open, secondary flows and vortices generated when the airflow 5 passing over the windbreak 3 hits other walls are less likely to occur, and the attitude of the vertical takeoff / landing aircraft during takeoff / landing can be stabilized.

[0049] Furthermore, since the thin black low wind speed area 5a is higher than the windbreak 3c in the takeoff / landing area 2b, it is not necessary to set the flight path 6 of the vertical takeoff / landing aircraft 10 lower than the windbreak 3c, and it can approach the takeoff / landing area 2b while maintaining a high altitude. That is, the flight path 6 of the vertical takeoff / landing aircraft 10 can be set widely.

[0050] Also, it can be confirmed from FIG. 3 that a downwash 51, which is an airflow directed toward the takeoff / landing surface of the takeoff / landing area 2b by the rotor 1a of the vertical takeoff / landing aircraft 10, is formed. Further, when the downwash 51 reaches the takeoff / landing surface of the takeoff / landing area 2b, it becomes a surface airflow 52 flowing along the takeoff / landing surface, and it can be confirmed that the surface airflow 52 flowing toward the windbreak 3 becomes an upward airflow 53 rising along the side surface of the windbreak 3.

[0051] In the vertical takeoff / landing aircraft airport 100 according to the present embodiment, a slit 4 that communicates the two adjacent takeoff / landing areas 2 is provided at the lower part of one windbreak 3 that partitions two adjacent takeoff / landing areas 2 among three or more windbreaks 3. Therefore, since the surface airflow 52 flowing along the takeoff / landing surface of the takeoff / landing area 2b passes through the slit 4c and flows through the adjacent takeoff / landing areas 2a and 2c, the upward airflow 53 rising along the side surface of the windbreak 3 becomes weak, and a circulating flow circulating from the upper end of the windbreak 3 toward the rotor 1a cannot be confirmed. Thereby, it is possible to suppress the vertical takeoff / landing aircraft 10 from losing control and entering a stall state due to a phenomenon called Vortex Ring State, and it is possible to provide a vertical takeoff / landing aircraft airport 100 having high reliability and being safe.

[0052] Furthermore, as shown in Fig. 2, the slit 4 preferably has a symmetrical shape with respect to the central plane CS of one windbreak 3c that demarcates two adjacent takeoff / landing areas 2b and 2c. The shape of the slit 4c is preferably, for example, an inverted V shape. As a result, the surface airflow 52 flowing along the takeoff / landing surface of the takeoff / landing area 2b changes direction within the slit 4c, and the wind force of the surface airflow 52 reaching the adjacent takeoff / landing area 2c can be weakened. Thereby, even when the vertical takeoff / landing aircraft 10 takes off and lands in the takeoff / landing area 2b, the influence on the adjacent takeoff / landing area 2c is suppressed, and the vertical takeoff / landing aircraft 10 can take off and land simultaneously in the adjacent takeoff / landing area 2c, improving the efficiency of the vertical takeoff / landing aircraft airport 100.

[0053] On the other hand, since the takeoff / landing area 1 is partitioned by the windbreaks 3 into the takeoff / landing areas 2 (takeoff / landing areas 2a to 2d in this embodiment), the influence of the downwash by the rotor 1a of the vertical takeoff / landing aircraft 10 is suppressed in the takeoff / landing area 2 adjacent to the takeoff / landing area 2 where the vertical takeoff / landing aircraft 10 takes off and lands. Therefore, multiple (three in this embodiment) vertical takeoff / landing aircraft 10 can take off and land simultaneously, improving the efficiency of the vertical takeoff / landing aircraft airport 100.

[0054] Fig. 4 is an analysis diagram of the wind speed distribution in the direction of arrow IV-IV in Fig. 3. In Fig. 4, the airflow 5 blows from the takeoff / landing area 2d toward the takeoff / landing area 2b (from top to bottom in the figure) as in Fig. 1, indicating that the wind speed is fast in the areas with darker black and slow in the areas with lighter black, similar to Fig. 3.

[0055] As shown in Fig. 4, it can be confirmed that the airflow 5 is blocked by the windbreaks 3a and 3b, and the wind speed leeward of the windbreaks 3a and 3b decreases.

[0056] Particularly, the takeoff / landing area 2b, which is the most leeward among the four or more takeoff / landing areas 2a to 2d, is well protected from the wind. Not only is it possible to take off and land particularly safely, but since the leeward side is open, it is easier to take off and land a larger vertical takeoff / landing aircraft 10 compared to the takeoff / landing areas 2c and 2a.

[0057] Furthermore, since the lateral width of the low wind speed region 5a in Fig. 4 is wider than the distance W between the leeward ends of the windbreak walls 3b and 3c, the flight path 6 of the vertical takeoff and landing aircraft 10 can be set wider than the distance W between the leeward ends of the windbreak walls 3b and 3c.

[0058] On the other hand, it can be confirmed that a low wind speed region 5a is also formed in the takeoff and landing regions 2a and 2c leeward of the windbreak walls 3a and 3b. Therefore, the vertical takeoff and landing aircraft 10 can take off and land not only in the takeoff and landing region 2b located most leeward among the four takeoff and landing regions 2a to 2d, but also in a plurality of the remaining takeoff and landing regions 2a and 2c excluding the takeoff and landing region 2d located windward of the reference axis CL among the four takeoff and landing regions 2a to 2d. As a result, a plurality of vertical takeoff and landing aircraft 10 can take off and land simultaneously, so that the utilization efficiency of the vertical takeoff and landing aircraft airport 100 can be improved. When the vertical takeoff and landing aircraft 10 takes off and lands in a plurality of the remaining takeoff and landing regions 2a and 2c excluding the takeoff and landing region 2b located most leeward among the four takeoff and landing regions 2a to 2d and the takeoff and landing region 2d located windward of the reference axis CL, as shown in Fig. 4, it is preferable that the vertical takeoff and landing aircraft 10 take off and land in a region closer to the reference axis CL where the low wind speed region 5a is formed.

[0059] Also, it is preferable that a columnar body to which each of three or more windbreak walls 3a, 3b, 3c~ is joined is provided at the position of the reference axis CL. This facilitates the processing of the windbreak wall 3 and can improve the strength of the windbreak wall 3.

[0060] (Second Embodiment) Fig. 5 is a schematic plan view of a vertical takeoff and landing aircraft airport 200 according to the second embodiment of the present invention. The difference between the vertical takeoff and landing aircraft airport 200 according to the present embodiment and the vertical takeoff and landing aircraft airport 100 according to the first embodiment is that there are three windbreak walls 23 extending radially around the reference axis CL, and the takeoff and landing area 21 is partitioned into three takeoff and landing regions 22 by the windbreak walls 23a to 23c. In Fig. 5, the shape of the takeoff and landing area 21 is hexagonal, but other shapes, for example, circular or triangular, may be used.

[0061] [Effect] In the vertical takeoff and landing aircraft airport 200 of the present embodiment, since there are three windbreak walls 23, the cost can be suppressed. In addition, since the included angle between adjacent windbreak walls 23 is wide, a vertical takeoff and landing aircraft 10 larger than that in the first embodiment can take off and land.

[0062] (Third Embodiment) FIG. 6 is a schematic plan view of a vertical takeoff and landing aircraft airport 300 according to a third embodiment of the present invention. The difference between the vertical takeoff and landing aircraft airport 300 according to the present embodiment and the vertical takeoff and landing aircraft airport 100 according to the first embodiment is that there are eight windbreak walls 33 extending radially around the reference axis CL, and the takeoff and landing area 31 is partitioned into eight takeoff and landing areas 32a to 32h by the windbreak walls 33a to 33h. In FIG. 6, the shape of the takeoff and landing area 31 is octagonal, but other shapes, for example, circular, may be used.

[0063] [Effect] In the vertical takeoff and landing aircraft airport 300 of the present embodiment, there are eight takeoff and landing areas 32. In the case of FIG. 6, the remaining takeoff and landing areas 32b to 32f except for the takeoff and landing areas 32a, 32g, and 32h located upwind of the reference axis CL can be used for the takeoff and landing of the vertical takeoff and landing aircraft 10. As a result, five vertical takeoff and landing aircraft 10 can take off and land simultaneously, so the efficiency of the vertical takeoff and landing aircraft airport 300 can be improved.

[0064] Note that the present invention is not limited to the above-described embodiments, and includes various modifications. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described. Also, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Further, for a part of the configuration of each embodiment, addition, deletion, or replacement with other configurations is possible.

[0065] For example, in the embodiment described above, the number of the windbreak walls 3 at the airport was either 3, 4, or 8. However, the number of the windbreak walls 3 may be 3 or more, and it is more preferably any one of 3 - 8.

[0066] In addition, in each of the above embodiments, the case where one region located most in the wind direction is specified among all the takeoff / landing regions included in the airport has been described. However, for example, when winds in the same wind direction flow through a plurality of takeoff / landing regions, the region excluding the plurality of takeoff / landing regions may be used for the takeoff / landing of the aircraft 10. Further, when winds blow from a plurality of directions against the airport and a plurality of takeoff / landing regions are located upwind, the region excluding the plurality of takeoff / landing regions located upwind may be used for the takeoff / landing of the aircraft 10.

[0067] In addition, in each of the above embodiments, in order to make the conditions for each takeoff / landing region with respect to the wind the same, the distances (the lengths of the respective windbreak walls) from the reference axis CL at which the respective windbreak walls extend radially are made equal. However, the distances may be different. Similarly, the distances between two adjacent windbreak walls within the same airport may be different, or the heights of the respective windbreak walls may be different.

Explanation of Reference Numerals

[0068] 1, 21, 31... takeoff / landing areas, 2, 2a~2d, 22, 22a~22c, 32, 32a~32h... takeoff / landing regions, 3, 3a~3d, 23, 23a~23c, 33, 33a~33h... windbreak walls, 4, 4a~4d... slits, 5... airflows, 10... vertical takeoff / landing aircraft, 100, 200, 300... airports for vertical takeoff / landing aircraft

Claims

1. Three or more windbreak walls extending radially about a reference axis, and Three or more takeoff and landing areas for vertical takeoff and landing aircraft defined by two adjacent ones of the three or more windbreak walls. A vertical takeoff and landing aircraft airport characterized by comprising.

2. The vertical takeoff and landing aircraft airport according to claim 1, wherein At least one of the remaining areas excluding the areas located upwind of the reference axis among the three or more takeoff and landing areas is used for takeoff and landing of the vertical takeoff and landing aircraft. A vertical takeoff and landing aircraft airport characterized by this.

3. The vertical takeoff and landing aircraft airport according to claim 1, wherein A plurality of the remaining areas excluding the areas located upwind of the reference axis among the three or more takeoff and landing areas are used for takeoff and landing of the vertical takeoff and landing aircraft. A vertical takeoff and landing aircraft airport characterized by this.

4. The vertical takeoff and landing aircraft airport according to claim 1, wherein The area located most downwind among the three or more takeoff and landing areas is used for takeoff and landing of the vertical takeoff and landing aircraft. A vertical takeoff and landing aircraft airport characterized by this.

5. The vertical takeoff and landing aircraft airport according to claim 1, wherein The number of the three or more windbreak walls is four windbreak walls, The three or more takeoff and landing areas are four takeoff and landing areas, The remaining area excluding the area located upwind of the reference axis among the four takeoff and landing areas, or the area located most downwind among the four takeoff and landing areas is used for takeoff and landing of the vertical takeoff and landing aircraft. A vertical takeoff and landing aircraft airport characterized by this.

6. The vertical takeoff and landing aircraft airport according to claim 1, wherein At the position of the reference axis, a columnar body to which each of the three or more windbreak walls is joined is provided. A vertical takeoff and landing aircraft airport characterized by this.

7. The vertical takeoff and landing aircraft airport according to claim 1, wherein At the lower part of one windbreak wall partitioning two adjacent takeoff and landing areas among the three or more windbreak walls, a slit communicating the two adjacent takeoff and landing areas is provided. A vertical takeoff and landing aircraft airport characterized by this.

8. The vertical takeoff and landing aircraft airport according to claim 7, wherein The slit has a symmetrical shape with respect to the central plane of one windbreak wall partitioning the two adjacent takeoff and landing areas. A vertical takeoff and landing aircraft airport characterized by this.

9. The vertical takeoff and landing aircraft airport according to claim 8, wherein The vertical takeoff and landing aircraft airport is characterized in that the shape of the slit in a cross section orthogonal to the central plane of the one windbreak is an inverted V shape.

10. The vertical takeoff and landing aircraft airport according to claim 1, The vertical takeoff and landing aircraft airport is characterized in that the number of the three or more windbreaks is any one of 3 to 8.

11. The vertical takeoff and landing aircraft airport according to claim 1, The vertical takeoff and landing aircraft airport is characterized in that at least one of the remaining regions excluding the region located most upwind among the three or more takeoff and landing regions is used for takeoff and landing of the vertical takeoff and landing aircraft.

Images