Takeoff and landing port of unmanned aircraft

Abstract

To obtain a takeoff and landing port of an unmanned aircraft which enables a takeoff and landing assist member to be displaced to a deployment position or a storage position automatically.SOLUTION: Driving force generated by a motor 38 is converted into rotative force for rotating a rotating body 30 and the rotative force of the rotating body 30 is converted into force for displacing a takeoff and landing assist member 14 of a takeoff and a landing port 10 to a deployment position or a storage position through a rod 54 provided at the rotating body 30. In other words, the takeoff and landing assist member 14 can be automatically displaced to the deployment position or the storage position by the motor 38.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a takeoff and landing port for an unmanned aerial vehicle. [Background technology]

[0002] Patent Document 1 listed below discloses technology relating to a takeoff and landing device for a multicopter (hereinafter referred to as a "takeoff and landing port") that enables a multicopter to take off and land. In this prior art, a movable part is provided on the frame and is movable relative to a top plate on which the multicopter (hereinafter referred to as an "unmanned aerial vehicle") can take off and land. This movable part is connected to the edge of the frame by a hinge and is rotatable around the hinge. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-104002 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the above prior art, since no drive mechanism is provided, the movable part (hereinafter referred to as the "takeoff and landing assist member") must be manually displaced.

[0005] In consideration of the above, an object of the present invention is to provide a takeoff and landing port for an unmanned aerial vehicle in which a takeoff and landing assistance member can be automatically displaced to a deployed position or a stored position. [Means for solving the problem]

[0006] The takeoff and landing port for an unmanned aerial vehicle of the first aspect of the present invention comprises a takeoff and landing port main body having a takeoff and landing surface on which the unmanned aerial vehicle takes off and lands, a plurality of takeoff and landing assistance members which are rotatably arranged on the side of the takeoff and landing port main body around the takeoff and landing surface side and which displace in different directions from each other, a rotating body which is rotatably arranged and which displaces the takeoff and landing assistance members to a deployed position or a stored position by rotation, and a drive mechanism which rotates the rotating body.

[0007] A takeoff and landing port for an unmanned aerial vehicle according to a first aspect of the present invention comprises a takeoff and landing port main body, multiple takeoff and landing assistance members, a rotating body, and a drive mechanism. The takeoff and landing port main body comprises a takeoff and landing surface from which the unmanned aerial vehicle takes off and lands, and the multiple takeoff and landing assistance members are provided on the side of the takeoff and landing port main body so as to be rotatable around the takeoff and landing surface side. The multiple takeoff and landing assistance members are displaced in different directions from one another. The rotating body is rotatably provided, and rotation of the rotating body displaces the takeoff and landing assistance members to a deployed position or a stored position. The rotating body is then rotated by the drive mechanism.

[0008] In other words, in this aspect, the driving force of the drive mechanism is converted into a rotational force that rotates the rotating body, and the rotational force of the rotating body is converted into a force that displaces the takeoff and landing assistance member of the takeoff and landing port to the deployed position or the stored position.

[0009] In this manner, in this embodiment, the drive mechanism makes it possible to automatically displace the takeoff and landing assistance member to the deployed position or the stowed position, which is more convenient than manually displacing the takeoff and landing assistance member to the deployed position or the stowed position.

[0010] A second aspect of the present invention is a takeoff and landing port for an unmanned aerial vehicle, in which the plurality of takeoff and landing auxiliary members are configured to displace synchronously in the takeoff and landing port for an unmanned aerial vehicle of the first aspect of the present invention.

[0011] In the takeoff and landing port of the unmanned aerial vehicle of the second aspect of the present invention, multiple takeoff and landing auxiliary members are set to displace synchronously, making it possible to displace multiple takeoff and landing auxiliary members to the deployed position or the stored position at the same time.

[0012] A takeoff and landing port for an unmanned aerial vehicle according to a third aspect of the present invention is a takeoff and landing port for an unmanned aerial vehicle according to the first or second aspect of the present invention, wherein the plurality of takeoff and landing auxiliary members are displaceable by a single drive mechanism.

[0013] In the takeoff and landing port of the unmanned aerial vehicle of the third aspect of the present invention, multiple takeoff and landing auxiliary members are displaced to the deployed position or the stored position by a single drive mechanism, which makes it possible to reduce costs compared to when multiple takeoff and landing auxiliary members each have their own drive mechanism.

[0014] A takeoff and landing port for an unmanned aerial vehicle of a fourth aspect of the present invention is a takeoff and landing port for an unmanned aerial vehicle of any one of the first to third aspects of the present invention, in which the rotating body is single, a center of rotation is provided along the height direction of the takeoff and landing port main body, and an intermediate member is provided between the rotating body and the takeoff and landing auxiliary member to convert the rotational force of the rotating body into a force that displaces the takeoff and landing auxiliary member.

[0015] In a takeoff and landing port for an unmanned aerial vehicle according to a fourth aspect of the present invention, the rotor is a single body with a center of rotation aligned along the height direction of the main body of the takeoff and landing port. An intermediate member is interposed between the rotor and the takeoff and landing support member, and the rotational force of the rotor is converted via the intermediate member into a force that displaces the takeoff and landing support member to the deployed position or the stowed position.

[0016] A takeoff and landing port for an unmanned aerial vehicle according to a fifth aspect of the present invention is the takeoff and landing port for an unmanned aerial vehicle according to any one of the first to fourth aspects of the present invention, further comprising a support member for supporting the rotor.

[0017] In the takeoff and landing port of the unmanned aerial vehicle of the fifth aspect of the present invention, a support member is provided to support the rotating body, making it possible to suppress deformation of the rotating body that displaces the takeoff and landing auxiliary member to the deployed position or the stored position.

[0018] A sixth aspect of the present invention is a takeoff and landing port for an unmanned aerial vehicle, wherein the rotating body is provided with rollers that roll on the support member in a takeoff and landing port for an unmanned aerial vehicle of any one of the first to fifth aspects of the present invention.

[0019] In a sixth aspect of the unmanned aerial vehicle takeoff and landing port of the present invention, the rotor is provided with rollers that roll on the support members, which can reduce the sliding resistance that occurs between the rotor and the support members that support the rotor as the rotor rotates.

[0020] A seventh aspect of the present invention is a takeoff and landing port for an unmanned aerial vehicle, wherein in the takeoff and landing port for an unmanned aerial vehicle of any one of the first to sixth aspects of the present invention, the intermediate member is a rod that rotates integrally with the rotating body.

[0021] In the takeoff and landing port of the unmanned aerial vehicle according to the seventh aspect of the present invention, the intermediate member is a rod that rotates integrally with the rotating body, and when the rotating body rotates, the rod rotates integrally with the rotating body. Via this rod, the rotational force of the rotating body is converted into a force that displaces the takeoff and landing assistance member to the deployed position or the stowed position.

[0022] The term "integral" as used herein includes not only the case where the rotor and the rod are integrally provided, but also the case where a separate member is interposed between the rotor and the rod.

[0023] An eighth aspect of the present invention is a takeoff and landing port for an unmanned aerial vehicle, wherein in the takeoff and landing port for an unmanned aerial vehicle of any one of the first to seventh aspects of the present invention, the intermediate member is configured to include a slide rail that displaces the takeoff and landing auxiliary member as the rotating body rotates.

[0024] In an eighth aspect of the present invention, the intermediate member is a slide rail interposed between the takeoff and landing assistance member and the rotating body. This slide rail allows the takeoff and landing assistance member to be displaced to the deployed position or the stowed position as the rotating body rotates. When the rotating body rotates, the rotational force of the rotating body is converted via the slide rail into a force that displaces the takeoff and landing assistance member to the deployed position or the stowed position.

[0025] A takeoff and landing port for an unmanned aerial vehicle of a ninth aspect of the present invention is a takeoff and landing port for an unmanned aerial vehicle of any one of the first to eighth aspects of the present invention, in which an engaged portion is provided on the rotating body, and an engaging portion that engages with the engaged portion is provided on the slide rail side.

[0026] In a takeoff and landing port for an unmanned aerial vehicle according to a ninth aspect of the present invention, an engaged portion is provided on the rotating body, and an engaging portion that engages with the engaged portion is provided on the slide rail. The engaging portion provided on the slide rail engages with the engaged portion provided on the rotating body, and as the rotating body rotates, the takeoff and landing assistance member is displaced via the slide rail to a deployed position or a stored position.

[0027] A takeoff and landing port for an unmanned aerial vehicle of a 10th aspect of the present invention is a takeoff and landing port for an unmanned aerial vehicle of any one of the first to ninth aspects of the present invention, wherein the engaged portion is a slit formed in the rotating body, and the intermediate member further includes a cam follower that engages with the slit as the engaging portion and with the slide rail, and moves along the slide rail as the rotating body rotates, and a link that engages with the cam follower and is connected to the takeoff and landing assistance member, and displaces the takeoff and landing assistance member as the cam follower moves.

[0028] In a tenth aspect of the present invention, the takeoff and landing port for an unmanned aerial vehicle includes a slit formed in the rotor, and the intermediate member further includes a cam follower and a link. The cam follower is an engaging portion that engages with the engageable portion, and is engaged with the slit and the slide rail, moving along the slide rail as the rotor rotates. The link is engaged with the cam follower and connected to the takeoff and landing assistance member, displacing the takeoff and landing assistance member to a deployed position or a retracted position as the cam follower moves. [Effects of the Invention]

[0029] In the takeoff and landing port of the unmanned aerial vehicle according to the first aspect of the present invention, the takeoff and landing assistance member can be automatically displaced to the deployed position or the stored position using a drive mechanism.

[0030] In the takeoff and landing port for the unmanned aerial vehicle according to the second aspect of the present invention, multiple takeoff and landing assistance members can be displaced to the deployed position or the stored position at one time, thereby reducing time loss.

[0031] In the takeoff and landing port of the unmanned aerial vehicle according to the third aspect of the present invention, a single drive mechanism displaces multiple takeoff and landing auxiliary members to the deployed position or the stored position, thereby achieving cost reduction with a simple mechanism.

[0032] In the takeoff and landing port of the unmanned aerial vehicle according to the fourth aspect of the present invention, when the rotating body rotates, the takeoff and landing assistance member can be displaced to the deployed position or the stored position via the intermediate member.

[0033] In the takeoff and landing port for the unmanned aerial vehicle according to the fifth aspect of the present invention, deformation of the rotating body can be suppressed.

[0034] The takeoff and landing port for the unmanned aerial vehicle according to the sixth aspect of the present invention can support the rotating body in a manner that allows it to rotate easily.

[0035] In the takeoff and landing port of the unmanned aerial vehicle according to the seventh aspect of the present invention, the takeoff and landing assistance member can be displaced to the deployed position or the stored position with a simple configuration via a rod that rotates integrally with the rotor.

[0036] In the takeoff and landing port of the unmanned aerial vehicle according to the eighth aspect of the present invention, the takeoff and landing assistance member can be displaced to the deployed position or the stored position via the slide rail as the rotating body rotates.

[0037] In the takeoff and landing port of the unmanned aerial vehicle of the ninth aspect of the present invention, an engaging portion provided on the slide rail engages with an engaging portion provided on the rotating body, so that the takeoff and landing auxiliary member can be displaced to a deployed position or a stored position via the slide rail as the rotating body rotates.

[0038] In the takeoff and landing port of the unmanned aerial vehicle according to the tenth aspect of the present invention, the takeoff and landing assistance member can be displaced to the deployed position or the stored position via the link by moving the cam follower along the slide rail. [Brief explanation of the drawings]

[0039] [Figure 1] 1 is an oblique view seen from diagonally above, showing the state in which the takeoff and landing assistance member is stored in the takeoff and landing port of the unmanned aerial vehicle according to the first embodiment. FIG. [Figure 2] This is an oblique view seen from diagonally above, showing the state in which the takeoff and landing assistance member is deployed at the takeoff and landing port of the unmanned aerial vehicle according to the first embodiment. [Figure 3] This is an enlarged oblique view of the main parts, seen from diagonally above, showing the rotating body, drive mechanism, and rod that constitute the main parts of the takeoff and landing port of the unmanned aerial vehicle of the first embodiment. [Figure 4] This is an enlarged top view of the main parts, showing the rotating body, drive mechanism, and rod in the takeoff and landing port of the unmanned aerial vehicle of the first embodiment with the takeoff and landing assistance member stored. [Figure 5]This is an enlarged top view of the main parts, showing the rotating body, drive mechanism, and rod in the takeoff and landing port of the unmanned aerial vehicle of the first embodiment with the takeoff and landing assistance member deployed. [Figure 6] 2 is a side view showing the configuration of a drive mechanism that constitutes part of the main parts of the takeoff and landing port of the unmanned aerial vehicle according to the first embodiment. FIG. [Figure 7] FIG. 2 is a top view showing the configuration of a drive mechanism that constitutes part of the essential parts of the takeoff and landing port of the unmanned aerial vehicle according to the first embodiment. [Figure 8] 10 is an oblique view seen from diagonally above, showing the state in which the takeoff and landing assistance member is stored in the takeoff and landing port of the unmanned aerial vehicle according to the second embodiment. FIG. [Figure 9] This is an oblique view seen from diagonally above, showing the state in which the takeoff and landing assistance member is deployed at the takeoff and landing port of the unmanned aerial vehicle according to the second embodiment. [Figure 10] This is an enlarged oblique view of the main parts of the rotor, cam follower, and link that constitute the main parts of the takeoff and landing port of the unmanned aerial vehicle according to the second embodiment, viewed from diagonally above. [Figure 11] FIG. 10 is a top view showing the shape of the wing portion of the rotor that constitutes the main part of the takeoff and landing port of the unmanned aerial vehicle according to the second embodiment. [Figure 12] (A) to (C) are explanatory diagrams for explaining the input direction of the load input through the slits and cam followers formed in the rotating body that constitutes the main parts of the takeoff and landing port of the unmanned aerial vehicle of the second embodiment, and are top views showing the state in which the takeoff and landing assistance member is in the middle of being deployed or stored. [Figure 13] This is an explanatory diagram to explain the input direction of the load input through the slits and cam followers formed in the rotating body that constitutes the main parts of the takeoff and landing port of the unmanned aerial vehicle of the second embodiment, and is a top view showing the state in which the takeoff and landing assistance member begins to deploy. [Figure 14](A) and (B) are explanatory diagrams for explaining the input direction of the load input through the slits and cam followers formed in the rotor that constitutes the main part of the takeoff and landing port of the unmanned aerial vehicle of the second embodiment, (A) is a top view showing the state when the takeoff and landing assistance member has finished deploying, and (B) is an enlarged top view showing an enlarged view of the X part shown in (A). [Figure 15] 10 is an explanatory diagram for explaining the shape of a slit formed in a rotor that constitutes a main part of a takeoff and landing port of an unmanned aerial vehicle according to a second embodiment. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0040] First Embodiment (Configuration of takeoff and landing ports for unmanned aerial vehicles)

[0041] First, the configuration of the takeoff and landing port of the unmanned aerial vehicle according to the first embodiment of the present invention will be described.

[0042] Figure 1 shows the takeoff and landing port 10 of the unmanned aircraft of this embodiment, with the takeoff and landing assistance member 14 described below stored in the takeoff and landing port main body 12, and Figure 2 shows the takeoff and landing assistance member 14 deployed in the takeoff and landing port main body 12.

[0043] As shown in FIG. 1 , the takeoff and landing port 10 includes a takeoff and landing port main body 12 that is substantially rectangular in top view. The takeoff and landing port main body 12 includes a rectangular takeoff and landing surface 16 that is provided at the upper end of the takeoff and landing port main body 12 and on which an unmanned aerial vehicle (not shown) takes off and lands, and legs 18 that hang down from the corners of the takeoff and landing surface 16. Although not shown, the legs 18 may be provided with casters at their tips, for example, to enable the takeoff and landing port 10 to move independently. Furthermore, the unmanned aerial vehicle in this embodiment is, for example, a drone that transports luggage, but is not limited to drones that transport luggage, and is not limited to drones.

[0044] Hinge sections 20 are provided on the outer edges of the takeoff and landing surface 16, and rectangular plate-shaped takeoff and landing assistance members 14 are supported so as to be rotatable around the hinge sections 20. These takeoff and landing assistance members 14 (four in this case) are arranged on the sides of the takeoff and landing port main body 12 so as to be approximately perpendicular to the takeoff and landing surface 16 when stored, as shown in Figure 1, and are held approximately flush with the takeoff and landing surface 16 when deployed, as shown in Figure 2.

[0045] Furthermore, approximately plate-shaped support members 22 extend approximately horizontally between adjacent leg portions 18 at approximately the center in the longitudinal direction of the leg portions 18. As shown in Fig. 3, for example, in this embodiment, two pairs of opposing support members 22 (support members 22A, 22B) are provided, and one of the pair of support members 22A is arranged so as to overlap the other support member 22B.

[0046] A support beam 24 extends substantially horizontally between the pair of support members 22B at approximately the center in the longitudinal direction of the pair of support members 22B. Furthermore, a support beam 26 extends substantially horizontally between the pair of support members 22A at approximately the center in the longitudinal direction of the pair of support members 22A while abutting against the lower surfaces of the pair of support members 22A.

[0047] Rotating body 30 is supported so as to be rotatable in both forward and reverse directions around a rotation axis 28, which is the intersection of support beams 24 and 26. A support beam 32 extends substantially parallel to support beam 24 at a position on support beam 26 away from rotation axis 28, between support beam 26 and support member 22B. A bracket 34 is provided to bridge support beam 32 and support beam 24. A drive mechanism 36 that rotates rotating body 30 in both forward and reverse directions is supported on bracket 34.

[0048] FIG. 6 shows a side view of the drive mechanism 36, and FIG. 7 shows a top view of the drive mechanism 36. As shown in FIGS. 6 and 7, in this embodiment, the drive mechanism 36 includes a single motor 38. The motor 38 is rotatable in both forward and reverse directions. For example, communication between the unmanned aerial vehicle and the takeoff and landing port 10 detects the approach or departure of the unmanned aerial vehicle relative to the takeoff and landing port 10, and the motor 38 is driven accordingly. A worm gear 40 is coupled to the motor 38, and the driving force of the motor 38 can be transmitted to the worm gear 40. A reduction gear 42 is meshed with the worm gear 40, and a gear 44 is coaxially mounted on the reduction gear 42.

[0049] 3, the rotor 30 includes, for example, rod-shaped rotors 46 that are generally cross-shaped. Although the rotors 46 are made up of two rods, for ease of explanation, the rotors 46 will be described as having four rotors 46. The rotor shaft 28 is provided at the center of these four rotors 46.

[0050] A roller 48 is provided at the tip of each rotating portion 46, and the roller 48 is capable of rolling on the support member 22. In addition, a rod-shaped connecting edge 50 is provided at the tip side of the rotating portion 46 to connect adjacent rotating portions 46. The connecting edge 50 improves the rigidity of the rotating body 30.

[0051] Furthermore, one of the four connecting sides 50 is provided with a sector gear 52 having teeth 52A formed along the rotation direction of the rotor 30. The gear 44 is meshed with the teeth 52A of the sector gear 52. Therefore, when the gear 44 rotates, the rotor 30 rotates via the sector gear 52.

[0052] It should be noted that the number of connecting edges 50 does not necessarily have to be four. Since it is necessary to provide a sector gear 52 between adjacent rotating parts 46, for example, as shown in Figures 4 and 5, a connecting edge 50 may be provided at a position opposite the connecting edge 50 on which the sector gear 52 is provided. Furthermore, as shown in Figures 1 and 2, by directly bridging the sector gear 52 between adjacent rotating parts 46, the connecting edge 50 is not necessarily required.

[0053] Furthermore, a rod (intermediate member) 54 is integrally provided with each rotating section 46. More specifically, one end (in the longitudinal direction) of the rod 54 is connected to each rotating section 46 at a position spaced apart from the rotation axis 28 of the rotating body 30 via a ball joint 56. The rod 54 is rotatable (swingable) relative to the rotating section 46 via the ball joint 56. As shown in FIG. 2 , the other end of each rod 54 is connected to the takeoff and landing assistance member 14 via a ball joint 58, and each rod 54 is rotatable (swingable) relative to the takeoff and landing assistance member 14 via the ball joint 58.

[0054] 4 shows a top view of the rotating body 30 with the takeoff and landing assistance members 14 stored, and FIG. 5 shows a top view of the rotating body 30 with the takeoff and landing assistance members 14 deployed. As shown in FIGS. 4 and 5, the rod 54 pushes and pulls the takeoff and landing assistance members 14 while swinging via ball joints 56, 58 to absorb the angular difference that occurs between the rotating part 46 and the takeoff and landing assistance members 14 due to the rotation of the rotating body 30.

[0055] That is, in this embodiment, the rod 54 can convert the rotational force of the rotating body 30 into a force that displaces the takeoff and landing assistance member 14 to the deployed position P or the retracted position Q. The rod 54 is disposed so as to be approximately perpendicular to the rotating part 46 in a top view in accordance with the rotation angle of the takeoff and landing assistance member 14.

[0056] (Actions and Effects of Takeoff and Landing Ports for Unmanned Aerial Vehicles) Next, the operation and effects of the takeoff and landing port for the unmanned aerial vehicle according to the first embodiment of the present invention will be described.

[0057] 1 to 3, the takeoff and landing port 10 of the unmanned aerial vehicle (not shown) in this embodiment includes a takeoff and landing port main body 12, four takeoff and landing auxiliary members 14, a rotor 30, and a drive mechanism 36. The takeoff and landing port main body 12 is rectangular in top view, and includes a takeoff and landing surface 16 on which the unmanned aerial vehicle takes off and lands.

[0058] The four takeoff and landing assistance members 14 are provided rotatably about hinge portions 20 provided on the side of the takeoff and landing port 10, which is the outer edge of the takeoff and landing surface 16, on the side of the takeoff and landing surface 16. The four takeoff and landing assistance members 14 are displaced in different directions (four directions) and are arranged to be approximately flush with the takeoff and landing surface 16 when deployed. Meanwhile, in this embodiment, the motor 38 is driven when an approaching or leaving unmanned aerial vehicle is detected with respect to the takeoff and landing port 10. When the motor 38 is driven, the rotating body 30 rotates, and the rotation of the rotating body 30 displaces the four takeoff and landing assistance members 14 to the deployed position P or the stored position Q, respectively.

[0059] In other words, in this embodiment, the driving force by the drive mechanism 36 is converted into a rotational force that rotates the rotating body 30, and the rotational force of the rotating body 30 is converted into a force that displaces the takeoff and landing auxiliary member 14 of the takeoff and landing port 10 to the deployed position P or the stored position Q.

[0060] In this way, in this embodiment, the drive mechanism 36 makes it possible to automatically displace the takeoff and landing assistance member 14 to the deployed position P or the stowed position Q, which is more convenient than manually displacing the takeoff and landing assistance member 14 to the deployed position P or the stowed position Q.

[0061] In this embodiment, when the motor 38 shown in FIGS. 6 and 7 is driven in the forward direction as the drive mechanism 36, for example, the drive force of the motor 38 is transmitted to the worm gear 40, causing the worm gear 40 to rotate. This causes the reduction gear 42 meshed with the worm gear 40 to rotate, and the gear 44 provided on the same shaft as the reduction gear 42 to rotate together with the reduction gear 42. Then, as shown in FIG. 3, the sector gear 52 meshed with the gear 44 rotates, causing the rotating body 30 to rotate in the forward direction (the direction of arrow A).

[0062] 4 and 5, as the rotating body 30 rotates forward and backward, the rotating portion 46 that constitutes the rotating body 30 and the rod 54 connected to the rotating portion 46 each rotate integrally with the rotating body 30. Because the length of the rod 54 does not change, the rod 54 is pushed and pulled to adjust the difference in the distance between the rod 54 and the takeoff and landing assistance member 14 that occurs when the rotating body 30 rotates.

[0063] Here, ball joints 56, 58 are provided at both ends of the rod 54, allowing the rod 54 to swing. The angular difference that occurs between the rotating part 46 and the takeoff and landing assistance member 14 due to the rotation of the rotating body 30 can be absorbed by swinging the rod 54 via the ball joints 56, 58.

[0064] As described above, in this embodiment, the rotational force of the rotor 30 can be converted into a force that displaces the takeoff and landing assistance member 14 to the deployed position P or the retracted position Q via the rod 54.

[0065] 1 and 4, when the unmanned aerial vehicle approaches the takeoff and landing port 10 with the takeoff and landing assistance member 14 positioned in the stowed position Q, the motor 38 is driven forward and the rotor 30 rotates in the forward direction (the direction of arrow A). The rotation of the rotor 30 pushes the takeoff and landing assistance member 14 via the rod 54, displacing the takeoff and landing assistance member 14 in the deployment direction. As a result, the takeoff and landing assistance member 14 becomes substantially flush with the takeoff and landing surface 16 of the takeoff and landing port 10 (deployed position P), as shown in FIG.

[0066] When the takeoff and landing assist members 14 are displaced to the deployed position P, the motor 38 stops driving and the worm gear 40 (see Figure 6) stops rotating. This puts the rotor 30 into a so-called locked state, and the takeoff and landing assist members 14 are maintained in their deployed state. In other words, the takeoff and landing assist members 14 can be maintained in a predetermined position without power.

[0067] 2 and 5, when the unmanned aerial vehicle moves away from the takeoff and landing port 10 with the takeoff and landing assistance member 14 in the deployed position P, the motor 38 is driven in reverse, causing the rotor 30 to rotate in the reverse direction (the direction of arrow B). The rotation of the rotor 30 pulls the takeoff and landing assistance member 14 via the rod 54, displacing the takeoff and landing assistance member 14 in the storage direction. As a result, the takeoff and landing assistance member 14 is positioned on the side of the takeoff and landing port main body 12 (storage position Q), as shown in FIG.

[0068] When the takeoff and landing assist member 14 is displaced to the stowed position Q, the motor 38 stops driving and the worm gear 40 stops rotating, thereby placing the rotor 30 in a so-called locked state, and the takeoff and landing assist member 14 is maintained in the stowed state.

[0069] 1 and 2, in this embodiment, the driving force of the motor 38 is converted into a rotational force that rotates the rotor 30, and the rotational force of the rotor 30 is converted into a force that displaces the takeoff and landing support members 14 of the takeoff and landing port 10 to the deployed position P or the stowed position Q via the rod 54 provided on the rotor 30. That is, in this embodiment, the motor 38 can automatically displace the takeoff and landing support members 14 to the deployed position P or the stowed position Q.

[0070] 2, when the takeoff and landing assistance members 14 are arranged in the deployed position P, the takeoff and landing assistance members 14 are arranged in a state where they are substantially flush with the takeoff and landing surface 16, thereby increasing the area of ​​the takeoff and landing surface 16. Furthermore, by deploying the takeoff and landing assistance members 14, it is possible to prevent people and animals from approaching and coming into contact with the unmanned aerial vehicle, thereby ensuring safety.

[0071] In addition, in this embodiment, rods 54 connected to the four takeoff and landing auxiliary members 14 are each provided on one rotating body 30, and the rotating body 30 is rotatable by a single motor 38, so that the four takeoff and landing auxiliary members 14 are displaced synchronously.

[0072] 1 and 2, in this embodiment, a single motor 38 can synchronize and simultaneously displace a plurality of takeoff and landing assistance members 14 to the deployed position P or the retracted position Q. In this way, in this embodiment, by simultaneously displacing a plurality of takeoff and landing assistance members 14 to the deployed position P or the retracted position Q, it is possible to reduce time loss compared to when a plurality of takeoff and landing assistance members 14 are each displaced to the deployed position P or the retracted position Q with a time lag.

[0073] Furthermore, in this embodiment, four rods 54 provided on the rotor 30 are connected to the four takeoff and landing assistance members 14, respectively, and the rotor 30 is rotated by a single motor 38. As a result, in this embodiment, compared to a case in which a motor 38 is provided for each of the four takeoff and landing assistance members 14, although this is not shown, it is possible to displace multiple takeoff and landing assistance members 14 to the deployed position P or the retracted position Q at once with a simpler configuration.

[0074] In addition, in this embodiment, multiple takeoff and landing assistance members 14 are displaced to the deployed position P or the stored position Q by a single motor 38, which makes it possible to reduce costs compared to when a motor 38 is provided for each of the multiple takeoff and landing assistance members 14.

[0075] Furthermore, in this embodiment, a support member 22 is provided to support the rotating body 30. As a result, in this embodiment, it is possible to suppress deformation of the rotating body 30 that displaces the takeoff and landing assistance member 14 to the deployed position P or the retracted position Q.

[0076] Furthermore, in this embodiment, the rotating body 30 is provided with rollers 48 that roll on the support member 22. As a result, in this embodiment, it is possible to suppress deformation of the rotating body 30 and reduce the sliding resistance that occurs between the rotating body 30 and the support member 22 when the rotating body 30 rotates, and it is possible to support the rotating body 30 so that it rotates easily.

[0077] (Supplementary information about this embodiment) In this embodiment, the takeoff and landing port main body 12 of the takeoff and landing port 10 has a substantially rectangular shape when viewed from above, but this is not necessarily limited to this. For example, it may have a polygonal shape such as a hexagonal or octagonal shape when viewed from above.

[0078] In addition, in this embodiment, four takeoff and landing assist members 14 are provided to match the shape of the takeoff and landing port main body 12, but it is not necessarily necessary to provide the takeoff and landing assist members 14 to correspond to each side of the external shape of the takeoff and landing port main body 12.

[0079] Furthermore, in this embodiment, only one motor 38 is provided, but it goes without saying that multiple motors may be provided, and in this case, for example, the motor may be provided on the hinge portion 20 side of the takeoff and landing assistance member 14.

[0080] Furthermore, the four takeoff and landing support members 14 do not necessarily need to be synchronized, and the timing at which the takeoff and landing support members 14 are displaced to the deployed position P or the retracted position Q may be staggered. Also, the rollers 48 are not necessarily required.

[0081] Furthermore, in this embodiment, the rod 54 and the rotating body 30 or the takeoff and landing support member 14, which are the connection destinations of the rod 54, are connected via ball joints 56, 58, respectively, as connection parts. However, in this case, it is sufficient that the angular difference between the rotating body 30 and the takeoff and landing support member 14 when the takeoff and landing support member 14 is absorbed and that the connection is capable of relative movement. Therefore, the connection part is not necessarily limited to a ball joint. Furthermore, both ends of the rod 54 do not necessarily need to be connected to the connection destination so as to be capable of relative movement. For example, since it is sufficient that the angular difference between the rod 54 and the connecting end when the takeoff and landing support member 14 is deployed or retracted can be absorbed, only one end of the rod 54 may be connected to the connection destination so as to be capable of relative movement.

[0082] Second Embodiment (Configuration of takeoff and landing ports for unmanned aerial vehicles)

[0083] Next, the configuration of the takeoff and landing port of an unmanned aerial vehicle according to a second embodiment of the present invention will be described. Note that the same reference numerals will be used to designate components that are substantially the same as those in the first embodiment, and the description thereof will be omitted.

[0084] Figure 8 shows the state in which the takeoff and landing assistance member 14 is stored in the takeoff and landing port main body 102 in the takeoff and landing port 100 of the unmanned aircraft of this embodiment, and Figure 9 shows the state in which the takeoff and landing assistance member 14 is deployed in the takeoff and landing port main body 102.

[0085] In the first embodiment described above, as shown in Figures 1 and 2, the takeoff and landing port main body 12 of the takeoff and landing port 10 is provided with a rotor 30 formed in a substantially cross shape by rod-shaped rotating portions 46. On the other hand, in the present embodiment, as shown in Figures 8 and 9, the takeoff and landing port main body 102 of the takeoff and landing port 100 is provided with a rotor 106 formed in a windmill shape by four blade portions 104.

[0086] 10 and 11, wing portion 104 has an outer edge 104A located on the side in the reverse rotation direction (the direction of arrow B), which is counterclockwise, that forms an arc shape that bulges in the reverse rotation direction. A slit (engaged portion) 108 is formed on the inside of outer edge 104A of wing portion 104 along the shape of outer edge 104A, and slit 108 forms an arc shape that bulges in the reverse rotation direction.

[0087] Furthermore, inner edge 104B of wing portion 104 is formed so as to extend in a substantially straight line from the base side to the tip side of wing portion 104. Here, in Figure 11, the case where the inner edge is formed along the shape of outer edge 104A of wing portion 104 is shown by a virtual line.

[0088] In this manner, in this embodiment, by forming the inner edge 104B side of the wing portion 104 so as to be connected by an approximately straight line, it is possible to increase the area of ​​the flesh portion 104C of the wing portion 104 inside the slit 108 (the inner edge 104B side of the wing portion 104) compared to the case shown by the virtual line.

[0089] Furthermore, in this embodiment, the root side of inner edge 104B is located closer to the tip of wing portion 104 than the root of outer edge 104A, and the area of ​​fleshy portion 104C at the root of wing portion 104 is accordingly larger than in the case shown by the imaginary line. Because the load from takeoff and landing assistance member 14 is input inside slit 108, it is possible to ensure rigidity in wing portion 104 by increasing the area of ​​fleshy portion 104C inside slit 108.

[0090] On the other hand, the area of ​​the tip side of the wing portion 104 is narrower than that of the base side, and the wing portion 104 has a tapered shape. This allows the rotor 106 to be lighter than when the area of ​​the flesh portion 104C of the wing portion 104 is wide from the base side to the tip side.

[0091] Incidentally, a cam follower (engagement portion) 110 having a substantially cylindrical shape is engageable with the slit 108 formed in the wing portion 104. The cam follower 110 is provided on a bracket 124, which will be described later, and is movable along the shape of the slit 108.

[0092] Cam follower 110 is configured to include a large diameter portion 112 provided at the tip and wider than the width dimension of slit 108, and a follower portion 114 that slides within slit 108, and large diameter portion 112 prevents cam follower 110 from slipping out of slit 108.

[0093] On the other hand, as shown in Figure 10, each support member 115 provided on the takeoff and landing port main body 102 has a guide rail (slide rail) 116 extending approximately horizontally and approximately perpendicular to the support member 115 at a position offset in a predetermined direction from the longitudinal center of the support member 115.

[0094] In this way, by arranging the guide rails 116 at positions shifted from the longitudinal center of the support member 115, it is possible to increase the length of each guide rail 116, although this is not shown, compared to when the guide rails 116 are arranged at the longitudinal center of the support member 115. This makes it possible to increase the stroke of the bracket 124, which will be described later, that moves along the guide rails 116.

[0095] The guide rails 116 are formed to be shorter than the support members 115, and are fixed in a state of contact with adjacent guide rails 116. A rectangular body 118 is formed in the center of the takeoff and landing port main body 12 by each guide rail 116, and a pedestal 120 is provided inside the rectangular body 118. A shaft 122, which serves as the rotation center of the rotor 106, is provided in the center of the pedestal 120.

[0096] In this embodiment, a drive mechanism 36 (see FIG. 7) substantially similar to that in the first embodiment is provided. In this embodiment, for example, although not shown, a motor is connected to the rotor 106. The rotor 106 can be rotated around the shaft 122 via a gear portion by driving the motor.

[0097] Furthermore, the bracket 124 described above is engaged with the guide rail 116, and is slidable along the longitudinal direction of the guide rail 116. A groove 116A is formed in the guide rail 116 along the longitudinal direction, and the tip of the cam follower 110 is engageable with the groove 116A.

[0098] Note that groove 116A is not necessarily required as long as bracket 124 is able to slide along the longitudinal direction of guide rail 116. Also, groove 116A is not shown in any illustration except in Figure 10. Also, around the area where guide rail 116 abuts against other guide rails 116, the upper part of said guide rail 116 is cut out to avoid interference with bracket 124.

[0099] On the other hand, one end of a link 126 is connected to the bracket 124. As shown in Figure 9, the other end of the link 126 is connected to the takeoff and landing assistance member 14. A frame 128 is provided on the takeoff and landing assistance member 14 along the width direction of the takeoff and landing assistance member 14 at the position where the other end of the link 126 is connected.

[0100] Here, a hinge portion 126A is provided at one end of the link 126, which makes it possible to absorb the angular difference that occurs between the link 126 and the bracket 124 when the takeoff and landing assistance member 14 is displaced. Also, a hinge portion 126B is provided at the other end of the link 126, which makes it possible to absorb the angular difference that occurs between the link 126 and the takeoff and landing assistance member 14 when the takeoff and landing assistance member 14 is displaced.

[0101] Furthermore, the bracket 124 is movable along the guide rail 116, which, as described above, is fixed at a position offset from the center in the longitudinal direction of the support member 115. Therefore, the other end of the link 126 connected to the bracket 124 is connected to a position offset in a predetermined direction from the center in the longitudinal direction of the frame 128 in accordance with the guide rail 116.

[0102] In this way, by shifting the position where the other end of the link 126 is connected to the frame 128 from the center in the longitudinal direction of the frame 128, it is possible to set a longer stroke for the multiple brackets 124, as described above. As a result, the length of the link 126 can be shortened, and when considered with the same cross-sectional area, it is possible to improve the rigidity of the link 126 accordingly.

[0103] Meanwhile, the cross-sectional shape of the frame 128 when cut along the width direction perpendicular to the longitudinal direction is formed to be a substantially U-shape with an opening on the free end side of the takeoff and landing assistance member 14. In this way, the frame 128 has a substantially U-shaped cross-sectional shape, which can improve the rigidity of the frame 128 itself compared to when the cross-sectional shape is a substantially L-shape. Note that the cross-sectional shape of the frame 128 may be changed depending on the plate thickness, or may be a substantially L-shape.

[0104] With the above-described configuration, in this embodiment, for example, as shown in Fig. 8, when the motor (not shown) is driven in the forward direction with the takeoff and landing assistance member 14 disposed in the stowed position Q, the rotor 106 rotates in the forward direction (the direction of arrow A). As a result, the cam follower 110 moves along the slit 108 formed in the wing portion 104 toward the tip side of the wing portion 104.

[0105] In this embodiment, the cam follower 110 is provided on the bracket 124, and therefore the bracket 124 moves along the guide rail 116 together with the cam follower 110. As a result, the link 126 is pushed via the bracket 124, and the takeoff and landing assistance member 14 is displaced in the deployment direction and becomes approximately flush with the takeoff and landing surface 16 of the takeoff and landing port 100 (deployed position P), as shown in Figure 9.

[0106] On the other hand, when the motor is driven in the reverse direction, the rotor 106 rotates in the reverse direction (the direction of arrow B). As a result, the cam follower 110 moves along the slit 108 in the wing section 104 toward the base of the wing section 104, and the bracket 124 moves along the guide rail 116 together with the cam follower 110. Then, the link 126 is pulled via the bracket 124, and the takeoff and landing assistance member 14 is displaced in the storage direction and is disposed at the side of the takeoff and landing port main body section 102 (storage position Q) as shown in FIG. 8.

[0107] In other words, in this embodiment, the guide rail 116, the cam follower 110, the bracket 124, and the link 126 make it possible to convert the rotational force of the rotating body 106 into a force that displaces the takeoff and landing assistance member 14 to the deployed position P or the stored position Q.

[0108] 10 and 11, the slits 108 formed in the wing portions 104 of the rotor 106 have an arc shape that bulges in the counter-rotation direction, as described above. When the takeoff and landing assistance member 14 (see FIG. 9) is displaced, a load F from the takeoff and landing assistance member 14 is input to the slits 108 via the link 126 and the cam follower 110, as shown in FIGS. 12(A) to 12(C). For this reason, the slits 108 are formed so that a tangent S passing through the point of contact with the cam follower 110 is approximately perpendicular to the input direction of the load F.

[0109] On the other hand, deformation of the wing portions 104 of the rotor 106 due to their own weight can be suppressed by making the length as short as possible. If the slit 108 is formed so that the tangent S passing through the contact point with the cam follower 110 is approximately perpendicular to the input direction of the load F, the length of the wing portions 104 becomes long, and in this case, the rigidity of the wing portions 104 decreases relatively.

[0110] Therefore, in this embodiment, as shown in Figure 11, for example, the radius of curvature of the slit 108 is changed at the beginning of deployment of the takeoff and landing assistance member 14 (see Figure 9) (root side of the wing section 104), during deployment of the takeoff and landing assistance member 14, and at the end of deployment of the takeoff and landing assistance member 14 (tip side of the wing section 104).

[0111] For example, in this embodiment, as shown in Figure 15, if the radius of curvature of the takeoff and landing assistance member 14 at the start of deployment is R1, the radius of curvature of the takeoff and landing assistance member 14 during deployment is R2, and the radius of curvature of the takeoff and landing assistance member 14 at the end of deployment is R3, R1 and R3 are set to be smaller than R2.

[0112] Here, as shown in Figures 12(A) to (C) and Figure 15, in the rotating body 106, while the takeoff and landing assistance member 14 is being deployed, the angle (tangent S) that the slit 108 receives via the cam follower 110 changes relative to the input direction of the load F from the takeoff and landing assistance member 14, but the radius of curvature R2 of the slit 108 is set so that it always receives the load F at an angle that is close to approximately perpendicular.

[0113] 13 and 15, in this embodiment, the rotor 106 is configured so that when the takeoff and landing assistance member 14 (see FIG. 9) begins to deploy, the angle formed by the contact angle between the cam follower 110 and the slit 108 (tangent S passing through the point of contact between the cam follower 110 and the slit 108) with respect to the input direction of the load F by the takeoff and landing assistance member 14 is an obtuse angle. When the takeoff and landing assistance member 14 begins to deploy, the cam follower 110 is set to be guided to the R1 side of the slit 108.

[0114] Also, as shown in Figures 14 and 15, in the rotating body 106, when the takeoff and landing assistance member 14 (see Figure 9) has finished deploying, the cam follower 110 is in contact with the end 108A of the slit 108, and the tangent S passing through the contact point with the cam follower 110 is approximately perpendicular to the input direction of the load F by the takeoff and landing assistance member 14.

[0115] (Actions and Effects of Takeoff and Landing Ports for Unmanned Aerial Vehicles) Next, the operation and effect of the takeoff and landing port of the unmanned aerial vehicle according to the second embodiment of the present invention will be described. Note that the operation and effect that are substantially the same as those of the first embodiment will be designated by the same reference numerals and will not be described again.

[0116] As shown in Fig. 3, in the first embodiment, the intermediate member that converts the rotational force of the rotating body 106 into a force that displaces the takeoff and landing assistance member 14 to the deployed position P or the retracted position Q is the rod 54. On the other hand, in the present embodiment, as shown in Fig. 10, the intermediate member is configured to include a guide rail 116 interposed between the takeoff and landing assistance member 14 and the rotating body 106. This guide rail 116 makes it possible to displace the takeoff and landing assistance member 14 to the deployed position P or the retracted position Q as the rotating body 106 rotates.

[0117] In this embodiment, a slit 108 is provided in the rotating body 106, and a cam follower 110 that engages with the slit 108 is provided on the guide rail 116 side. When the cam follower 110 engages with the slit 108, the cam follower 110 moves along the guide rail 116 as the rotating body 106 rotates, and the takeoff and landing assistance member 14 is displaced via the cam follower 110.

[0118] More specifically, in this embodiment, the cam follower 110 is provided on a bracket 124, and a link 126 is provided on the bracket 124. Therefore, when the cam follower 110 moves along the guide rail 116 as the rotating body 106 rotates, the link 126 moves via the bracket 124. The movement of the link 126 pushes and pulls the takeoff and landing assistance member 14, causing the takeoff and landing assistance member 14 to be displaced.

[0119] In this embodiment, slits 108 are formed in the wing portions 104 of the rotating body 106 as the engaged portions, and the cam followers 110 are engaged (inserted) into the slits 108 as the engaging portions, but it is sufficient if an engaging portion that engages with the engaged portion is provided. Therefore, the engaged portion does not necessarily have to be the slits 108, and a convex portion may be formed. In this case, a concave portion that engages with the convex portion may be formed on the cam follower side.

[0120] Although the present invention has been described above with reference to the embodiments, the present invention can be practiced with various modifications without departing from the spirit of the invention. Furthermore, it goes without saying that the scope of the present invention is not limited to the above-described embodiments. [Explanation of symbols]

[0121] 10...Take-off and landing port (take-off and landing port of unmanned aerial vehicle), 12...Take-off and landing port main body, 14...Take-off and landing auxiliary member, 16...Take-off and landing surface, 22...Support member, 28...Rotation axis (center of rotation), 30...Rotor, 36...Drive mechanism, 38...Motor, 48...Roller, 54...Rod (intermediate member), 100...Take-off and landing port, 102...Take-off and landing port main body, 106...Rotor, 108...Slit (engaged portion), 110...Cam follower (engaging portion, intermediate member), 115...Support member, 116...Guide rail (slide rail), 126...Link (intermediate member), P...Deployed position, Q...Stored position

Claims

1. a takeoff and landing port main body having a takeoff and landing surface on which the unmanned aerial vehicle takes off and lands; a plurality of takeoff and landing assistance members that are rotatably provided around the takeoff and landing surface on the sides of the takeoff and landing port main body and that are displaced in different directions from each other; a rotating body that is rotatably provided and that displaces the takeoff and landing assistance member to a deployed position or a stored position by rotation; a drive mechanism that rotates the rotating body; An unmanned aerial vehicle takeoff and landing port equipped with:

2. The takeoff and landing port for an unmanned aerial vehicle according to claim 1 , wherein the plurality of takeoff and landing auxiliary members are configured to be displaced synchronously.

3. The takeoff and landing port for an unmanned aerial vehicle according to claim 2 , wherein the plurality of takeoff and landing auxiliary members are displaceable by a single drive mechanism.

4. The rotor is a single rotor, and a rotation center is provided along the height direction of the takeoff and landing port main body.

2. A takeoff and landing port for an unmanned aerial vehicle as described in claim 1, wherein an intermediate member is provided between the rotating body and the takeoff and landing auxiliary member, and converts the rotational force of the rotating body into a force that displaces the takeoff and landing auxiliary member.

5. The takeoff and landing port for an unmanned aerial vehicle according to claim 1 , further comprising a support member for supporting the rotor.

6. 6. The takeoff and landing port for an unmanned aerial vehicle according to claim 5, wherein the rotating body is provided with rollers that roll on the support members.

7. 5. The takeoff and landing port for an unmanned aerial vehicle according to claim 4, wherein the intermediate member is a rod that rotates integrally with the rotor.

8. 5. The takeoff and landing port for an unmanned aerial vehicle according to claim 4, wherein the intermediate member includes a slide rail that displaces the takeoff and landing assistance member in accordance with the rotation of the rotating body.

9. 9. The takeoff and landing port for an unmanned aerial vehicle according to claim 8, wherein the rotating body is provided with an engaged portion, and the slide rail is provided with an engaging portion that engages with the engaged portion.

10. The engaged portion is a slit formed in the rotating body, The intermediate member is a cam follower that serves as the engaging portion and is engaged with the slit and the slide rail, and moves along the slide rail as the rotating body rotates; a link engaged with the cam follower and connected to the takeoff and landing assistance member, displacing the takeoff and landing assistance member in accordance with movement of the cam follower; The takeoff and landing port for an unmanned aerial vehicle according to claim 9, further comprising:

Images