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: A takeoff and landing assist member 14 is driven by a motor 28. A linear actuator 24 is coupled to the takeoff and landing assist member 14 and expanded or contracted by driving force of the motor 28. A hinge part 46 coupled to a free end part 24B and a base end part 24A of the linear actuator 24 or the takeoff and landing assist member 14 and the motor 28 are displaced relative to each other to displace the takeoff and landing assist member 14 to a deployment position P or a storage position Q.SELECTED DRAWING: Figure 5

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 drive mechanism for driving the takeoff and landing assistance members, and a conversion mechanism connected to the takeoff and landing assistance members and which causes relative displacement between the drive mechanism and a connecting portion connected to the takeoff and landing assistance member due to the driving force of the drive mechanism, thereby displacing the takeoff and landing assistance members to a deployed position or a stored position.

[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, a plurality of takeoff and landing assist members, a drive mechanism, and a conversion 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 plurality of takeoff and landing assist 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 plurality of takeoff and landing assist members are also displaced in different directions.

[0008] In this aspect, the takeoff and landing assistance member is driven by a drive mechanism. A conversion mechanism is connected to the takeoff and landing assistance member, and the drive force of the drive mechanism causes relative displacement between the drive mechanism and the coupling portion connected to the takeoff and landing assistance member, thereby displacing the takeoff and landing assistance member to the deployed position or the stowed position.

[0009] In other words, in this aspect, the driving force of the drive mechanism is converted by the conversion mechanism into a force that relatively displaces the coupling portion and the drive mechanism, thereby displacing the takeoff and landing assistance member of the takeoff and landing port to the deployed position or the stored position.

[0010] 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.

[0011] A takeoff and landing port for an unmanned aerial vehicle of a second aspect of the present invention is a takeoff and landing port for an unmanned aerial vehicle of the first aspect of the present invention, in which the conversion mechanism is a linear actuator, and the takeoff and landing auxiliary member is configured to be displaced by the extension and contraction of the linear actuator.

[0012] In a takeoff and landing port of an unmanned aerial vehicle according to a second aspect of the present invention, the conversion mechanism is a linear actuator, and the takeoff and landing assistance member is configured to be displaced by extension or contraction of the linear actuator. That is, in this aspect, the takeoff and landing assistance member can be deployed by extending the linear actuator, and can be stored by retracting the linear actuator.

[0013] A takeoff and landing port for an unmanned aerial vehicle according to a third aspect of the present invention is the takeoff and landing port for an unmanned aerial vehicle according to the second aspect of the present invention, wherein the linear actuator is provided with a worm gear.

[0014] In the takeoff and landing port of the unmanned aerial vehicle according to the third aspect of the present invention, the linear actuator is provided with a worm gear, which is locked when the motor stops driving, making it possible to hold the takeoff and landing assistance member in the deployed or retracted position.

[0015] The takeoff and landing port of an unmanned aerial vehicle of the fourth aspect of the present invention is a takeoff and landing port of an unmanned aerial vehicle of either the second or third aspect of the present invention, wherein the base end side of the linear actuator is capable of rotating in response to the displacement of the takeoff and landing auxiliary member.

[0016] In the takeoff and landing port of the unmanned aerial vehicle of the fourth aspect of the present invention, when the takeoff and landing assistance member moves between the stowed position and the deployed position due to the extension and contraction of the linear actuator, the base end of the linear actuator rotates in response to the displacement of the takeoff and landing assistance member. In this aspect, the angular difference that occurs between the takeoff and landing assistance member and the free end of the linear actuator due to the displacement of the takeoff and landing assistance member is absorbed, so the free end of the linear actuator can be connected to the takeoff and landing assistance member at a predetermined position.

[0017] The takeoff and landing port of an unmanned aerial vehicle of the fifth aspect of the present invention is the takeoff and landing port of an unmanned aerial vehicle of the fourth aspect of the present invention, in which a support portion that rotatably supports the linear actuator in response to the displacement of the takeoff and landing auxiliary member is provided on the base end side of the linear actuator.

[0018] In the takeoff and landing port of the unmanned aerial vehicle of the fifth aspect of the present invention, the base end of the linear actuator is rotatably supported by a support, and the support allows the linear actuator to rotate in accordance with the displacement of the takeoff and landing assistance member. By rotatably supporting the linear actuator in this way, it becomes possible to more effectively absorb the angular difference that occurs between the takeoff and landing assistance member and the free end of the linear actuator compared to when the linear actuator does not rotate.

[0019] The takeoff and landing port of an unmanned aerial vehicle of the sixth aspect of the present invention is a takeoff and landing port of an unmanned aerial vehicle of either the second or third aspect of the present invention, in which the base end side of the linear actuator is fixed and the free end side of the linear actuator is movable in response to the displacement of the takeoff and landing auxiliary member.

[0020] In the takeoff and landing port of the unmanned aerial vehicle according to a sixth aspect of the present invention, the base end of the linear actuator is fixed. That is, in this aspect, when the takeoff and landing assistance member moves between the stowed position and the deployed position, the angle of the linear actuator does not change. Therefore, in this aspect, when the takeoff and landing assistance member moves between the stowed position and the deployed position due to the extension and contraction of the linear actuator, the free end of the linear actuator moves along the takeoff and landing assistance member in response to the displacement of the takeoff and landing assistance member to absorb the angular difference that occurs between the takeoff and landing assistance member and the free end of the linear actuator.

[0021] The seventh aspect of the takeoff and landing port of an unmanned aerial vehicle of the present invention is a takeoff and landing port of an unmanned aerial vehicle of any one of the first to sixth aspects of the present invention, in which the conversion mechanism is provided on the upper side of the takeoff and landing port main body.

[0022] In the takeoff and landing port of the unmanned aerial vehicle of the seventh aspect of the present invention, the conversion mechanism is provided on the upper side of the takeoff and landing port main body, making it possible to secure space on the lower side of the takeoff and landing port main body.

[0023] The takeoff and landing port of an unmanned aerial vehicle of the eighth aspect of the present invention is a takeoff and landing port of an unmanned aerial vehicle of any one of the first to seventh aspects of the present invention, in which the takeoff and landing port main body is provided with side wall portions that form the outer shape of the takeoff and landing port main body when the takeoff and landing auxiliary member is deployed.

[0024] In the takeoff and landing port of an unmanned aerial vehicle according to an eighth aspect of the present invention, the takeoff and landing port main body is provided with side walls that define the outer shape of the takeoff and landing port main body when the takeoff and landing assistance members are deployed. In this manner, by providing side walls on the takeoff and landing port main body, it is possible to prevent water, dust, etc. from entering the takeoff and landing port main body when the takeoff and landing assistance members are deployed.

[0025] The takeoff and landing port of an unmanned aerial vehicle of the ninth aspect of the present invention is the takeoff and landing port of an unmanned aerial vehicle of the eighth aspect of the present invention, in which an insertion hole is formed in the side wall portion through which a linear actuator serving as the conversion mechanism can be inserted.

[0026] In the takeoff and landing port of the unmanned aerial vehicle of the ninth aspect of the present invention, the free end of the linear actuator protrudes outside the side wall portion, and an insertion hole through which the linear actuator is inserted is formed in the side wall portion.

[0027] The takeoff and landing port of an unmanned aerial vehicle of the 10th aspect of the present invention is a takeoff and landing port of an unmanned aerial vehicle of any one of the 2nd to 9th aspects of the present invention, which is provided with a detection unit that detects the operation of the linear actuator.

[0028] In the takeoff and landing port of the unmanned aerial vehicle of the 10th aspect of the present invention, a detection unit is provided to detect the operation of the linear actuator, so that the operation of the linear actuator can be stopped when the detection unit detects that the takeoff and landing assistance member is deployed or stored.

[0029] The takeoff and landing port of an unmanned aerial vehicle of the 11th aspect of the present invention is a takeoff and landing port of an unmanned aerial vehicle of any one of the second to tenth aspects of the present invention, in which the multiple linear actuators connected to the multiple takeoff and landing assistance members are positioned at positions offset from the widthwise center of the takeoff and landing assistance members, and are configured so that the linear actuators do not interfere with each other.

[0030] In an eleventh aspect of the present invention, in a takeoff and landing port for an unmanned aerial vehicle, multiple linear actuators connected to multiple takeoff and landing assistance members are positioned at offset positions relative to the widthwise center of the takeoff and landing assistance members. This makes it possible to configure the linear actuators so that they do not interfere with each other. In this aspect, by positioning the multiple linear actuators at offset positions relative to the widthwise center of the takeoff and landing assistance members, it is possible to make the takeoff and landing port main body more compact than when the multiple linear actuators are positioned at the widthwise center of the takeoff and landing assistance members. [Effects of the Invention]

[0031] 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.

[0032] In the takeoff and landing port of the unmanned aerial vehicle of the second aspect of the present invention, the takeoff and landing assistance member is displaced to a deployed position or a stored position by extending and contracting a linear actuator, which makes it possible to implement this at a lower cost than a configuration that uses, for example, a link.

[0033] The takeoff and landing port of the unmanned aerial vehicle according to the third aspect of the present invention can hold the takeoff and landing assistance member in a predetermined position in the absence of power.

[0034] In the takeoff and landing port of the unmanned aerial vehicle of the fourth aspect of the present invention, the base end side of the linear actuator can be rotated in accordance with the displacement of the takeoff and landing auxiliary member, thereby connecting the free end side of the linear actuator to a predetermined position relative to the takeoff and landing auxiliary member.

[0035] The takeoff and landing port of the unmanned aerial vehicle of the fifth aspect of the present invention can more effectively absorb the angular difference that occurs between the takeoff and landing assistance member and the linear actuator compared to when the linear actuator does not rotate.

[0036] In the takeoff and landing port of the unmanned aerial vehicle of the sixth aspect of the present invention, the angle of the linear actuator does not change, so when a side wall portion is provided on the takeoff and landing port main body portion, the hole for the linear actuator can be made to a minimum size.

[0037] In the takeoff and landing port for an unmanned aerial vehicle according to the seventh aspect of the present invention, communication equipment and the like for communicating with the unmanned aerial vehicle can be disposed on the lower side of the takeoff and landing port main body.

[0038] In the takeoff and landing port for an unmanned aerial vehicle according to the eighth aspect of the present invention, the inside of the takeoff and landing port main body can be protected from water, dust, and the like.

[0039] In the takeoff and landing port of the unmanned aerial vehicle of the ninth aspect of the present invention, with a side wall portion provided on the takeoff and landing port main body, the free end side of the linear actuator can be protruded outside the side wall portion through an insertion hole formed in the side wall portion.

[0040] In the takeoff and landing port of the unmanned aerial vehicle according to the tenth aspect of the present invention, the operation of the linear actuator can be stopped to hold the takeoff and landing assistance member in a predetermined position.

[0041] In the takeoff and landing port for an unmanned aerial vehicle according to the eleventh aspect of the present invention, the takeoff and landing port main body can be made smaller. [Brief explanation of the drawings]

[0042] [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 a top view showing the main parts projected to show the state in which the takeoff and landing assistance member is deployed at the takeoff and landing port of the unmanned aerial vehicle of the first embodiment. [Figure 4]FIG. 2 is a side view showing a state in which a part of FIG. 1 is cut away to show the main parts provided in the takeoff and landing port main body. [Figure 5] FIG. 3 is a side view showing a state in which a part of FIG. 2 is cut away to show the main parts provided inside the takeoff and landing port main body. [Figure 6] This shows the state in which the takeoff and landing assistance member is stored in the takeoff and landing port of the unmanned aerial vehicle of the first embodiment, with the left side being a side view of the takeoff and landing port main body and the right side being a cross-sectional view inside the takeoff and landing port main body. [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 a cross-sectional view illustrating the main parts provided within the takeoff and landing port main body of the takeoff and landing port of the unmanned aerial vehicle according to the second embodiment. FIG. [Figure 9] FIG. 10 is a side view showing the side wall portion of the takeoff and landing port main body of the takeoff and landing port of the unmanned aerial vehicle according to the second embodiment. [Figure 10] This is a cross-sectional view for explaining the main parts provided within the takeoff and landing port main body, showing the state in which the takeoff and landing assistance member is stored in a modified takeoff and landing port of the unmanned aerial vehicle according to the second embodiment. [Figure 11] This is a cross-sectional view for explaining the key parts provided within the takeoff and landing port main body, showing the state in which the takeoff and landing assistance member is deployed in a modified takeoff and landing port of the unmanned aerial vehicle of the second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0043] First Embodiment (Configuration of takeoff and landing ports for unmanned aerial vehicles)

[0044] 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.

[0045] 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 relation to the takeoff and landing port main body 12.

[0046] 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 upper end of the takeoff and landing port main body 12 forms a rectangular takeoff and landing surface 15 on which an unmanned aerial vehicle (not shown) takes off and lands. A peripheral wall 16 that defines the exterior of the takeoff and landing port main body 12 is provided below the takeoff and landing surface 15. The peripheral wall 16 is formed in a substantially octagonal shape, with chamfered corners formed by adjacent substantially rectangular side walls 16A. Casters may be provided at the lower end of the takeoff and landing port 10, or the takeoff and landing port 10 may be self-propelled. The unmanned aerial vehicle in this embodiment is, for example, a drone that transports luggage, but is not limited to drones that transport luggage, nor is it limited to drones.

[0047] In this embodiment, hinge portions 18 are provided on the outer edges of the takeoff and landing surface 15, and rectangular plate-shaped takeoff and landing assistance members 14 are supported so as to be rotatable around the hinge portions 18. As shown in Fig. 1, these takeoff and landing assistance members 14 (four in this case) are arranged on the sides (outside the side wall portions 16A) of the takeoff and landing port main body 12 in a state that is approximately perpendicular to the takeoff and landing surface 15 when stored, and as shown in Fig. 2, are held in a state that is approximately flush with the takeoff and landing surface 15 when deployed.

[0048] 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 15, 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.

[0049] In this embodiment, a foldable triangular auxiliary member 20 is provided between each adjacent takeoff and landing auxiliary member 14. The two sides of the triangular auxiliary member 20 that face the takeoff and landing auxiliary member 14 are connected to the sides of the takeoff and landing auxiliary member 14, and the triangular auxiliary member 20 is deployed or retracted in accordance with the displacement of the takeoff and landing auxiliary member 14.

[0050] When the takeoff and landing assistance members 14 are deployed, the triangular auxiliary members 20 are deployed together with the displacement of the takeoff and landing assistance members 14, and when the takeoff and landing assistance members 14 are deployed, they are arranged in a triangular shape in top view so as to be approximately flush with the upper surface of the takeoff and landing assistance members 14. In other words, when the takeoff and landing assistance members 14 and the triangular auxiliary members 20 are deployed, the takeoff and landing port 10, including the takeoff and landing surface 15, forms an approximately octagonal shape in top view.

[0051] Furthermore, when the takeoff and landing assistance member 14 is retracted, the triangular assistance member 20 is retracted together with the displacement of the takeoff and landing assistance member 14, and when the takeoff and landing assistance member 14 is retracted, the triangular assistance member 20 is folded approximately in half and retracted inside the takeoff and landing assistance member 14, as shown in Figure 6. Figure 6 shows the state in which the takeoff and landing assistance member 14 is retracted, with the left side showing a side view of the takeoff and landing port main body 12 and the right side showing a cross-sectional view of the inside of the takeoff and landing port main body 12.

[0052] Meanwhile, a pedestal 22 that divides the interior of the takeoff and landing port main body 12 into upper and lower sections is provided on the upper side 12A of the takeoff and landing port main body 12 in the height direction. As shown in Figures 4 and 5, the pedestal 22 is provided with a support part 26 that rotatably supports the base end part 24A side of the linear actuator (conversion mechanism) 24.

[0053] A motor (drive mechanism) 28 is provided on the base end 24A side of the linear actuator 24. In this embodiment, the motor 28 constitutes a part of the linear actuator 24. However, it goes without saying that the motor 28 and the linear actuator 24 may be configured as separate components.

[0054] Furthermore, the motor 28 is capable of rotating forward and reverse, and is configured to detect, for example, the approach or departure of the unmanned aerial vehicle from the takeoff and landing port 10 through communication between the unmanned aerial vehicle and the takeoff and landing port 10, thereby driving the motor 28. As shown in Figure 7, a worm gear 30 is connected to the motor 28, and the driving force of the motor 28 can be transmitted to the worm gear 30. In addition, a gear 32 is meshed with the worm gear 30.

[0055] 5, a sensor (detection unit) 34 is provided around the support portion 26, making it possible to detect the angle of the linear actuator 24. The sensor 34 is electrically connected to the motor 28, and when the linear actuator 24 reaches a preset angle, for example, the driving of the motor 28 is stopped based on a signal output from the sensor 34.

[0056] However, the control of stopping the drive of the motor 28 is not limited to this. For example, although not shown, an encoder is provided inside the linear actuator 24, and this encoder detects the amount of extension and contraction of the linear actuator 24, which will be described later. Since the deployed position or retracted position of the takeoff and landing assistance member 14 is determined based on this amount of extension and contraction, it is also possible to stop the drive of the motor 28 based on the amount of extension and contraction of the linear actuator 24.

[0057] 4 and 5, the linear actuator 24 is configured to include an outer cylindrical portion 40 and an inner cylindrical portion 42. The inner cylindrical portion 42 has a smaller diameter than the outer cylindrical portion 40 and is insertable into the outer cylindrical portion 40. As the inner cylindrical portion 42 moves in and out of the outer cylindrical portion 40, the linear actuator 24 expands and contracts between L1 and L2.

[0058] For example, although not shown, a ball screw to which a gear 32 (see FIG. 7) is fixed is provided on the outer cylindrical portion 40. A nut is threadedly engaged with the ball screw, and the nut can move along the axial direction of the ball screw by rotation of the ball screw. An inner cylindrical portion 42 is fixed to this nut, and when the motor 28 is driven, the nut moves along the axial direction of the ball screw, causing the inner cylindrical portion 42 to move in and out of the outer cylindrical portion 40, and the linear actuator 24 extends and retracts.

[0059] Meanwhile, an insertion hole 44 is formed in the side wall 16A of the takeoff and landing port main body 12, through which the inner cylindrical portion 42 of the linear actuator 24 can be inserted. A free end portion 24B (the tip end portion of the inner cylindrical portion 42) of the linear actuator 24 is connected to the takeoff and landing assistance member 14 through this insertion hole 44.

[0060] Therefore, in this embodiment, as shown in Figure 5, when the linear actuator 24 is extended, the takeoff and landing assistance member 14 is deployed, and as shown in Figure 4, when the linear actuator 24 is contracted, the takeoff and landing assistance member 14 is stored.

[0061] That is, in this embodiment, the extension and contraction of the linear actuator 24 makes it possible to convert the driving force of the motor 28 into a force that displaces the takeoff and landing assistance member 14 to the deployed position P or the stowed position Q.

[0062] 3, the multiple linear actuators 24 are arranged at positions offset from the center of the takeoff and landing support member 14 in the width direction so as not to interfere with each other. Therefore, the free end 24B of the linear actuator 24 is connected to the takeoff and landing support member 14 at a position offset from the center of the takeoff and landing support member 14 in the width direction.

[0063] Furthermore, in this embodiment, as shown in Figures 4 and 5, a hinge portion (connection portion) 46 is provided at the free end portion 24B of the linear actuator 24, and the angle difference that occurs between the linear actuator 24 and the takeoff and landing assistance member 14 can be absorbed by swinging the linear actuator 24 via the hinge portion 46.

[0064] (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.

[0065] 1 to 6, 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, a plurality of takeoff and landing auxiliary members 14, a motor 28, and a linear actuator 24. In this embodiment, the motor 28 forms part of the linear actuator 24. The takeoff and landing port main body 12 is rectangular in top view, and includes a takeoff and landing surface 15 on which the unmanned aerial vehicle takes off and lands.

[0066] The plurality of takeoff and landing assistance members 14 are provided so as to be rotatable about hinge portions 18 provided on the side of the takeoff and landing port 10, which forms the outer edge of the takeoff and landing surface 15, on the side of the takeoff and landing surface 15. The plurality of takeoff and landing assistance members 14 are displaced in different directions (four directions) and are arranged in a state where they are approximately flush with the takeoff and landing surface 15 when deployed.

[0067] In this embodiment, when an approaching or leaving unmanned aerial vehicle is detected with respect to the takeoff and landing port 10, a motor 38 constituting part of the linear actuator 24 is driven. The linear actuator 24 is coupled to the takeoff and landing assistance member 14, and the linear actuator 24 is extended and retracted by the driving force of the motor 28. Then, the free end 24B and the base end 24A of the linear actuator 24, or the hinge portion 46 coupled to the takeoff and landing assistance member 14 and the motor 28 (on the base end 24A side of the linear actuator 24) are displaced relative to each other, thereby making it possible to displace the takeoff and landing assistance member 14 to the deployed position P or the retracted position Q.

[0068] In other words, in this embodiment, the driving force of the motor 28 is converted into a force that relatively displaces the hinge portion 46, which is the connection portion between the linear actuator 24 and the takeoff and landing assistance member 14, and the motor 28, thereby displacing the takeoff and landing assistance member 14 of the takeoff and landing port 10 to the deployed position P or the stored position Q.

[0069] In this way, in this embodiment, the takeoff and landing assistance member 14 can be automatically displaced to the deployed position P or the stowed position Q by the motor 28, which is more convenient than manually displacing the takeoff and landing assistance member 14 to the deployed position P or the stowed position Q.

[0070] 7 is driven in the forward direction, the driving force of the motor 28 is transmitted to the worm gear 30, causing the worm gear 30 to rotate. This causes the gear 32 meshed with the worm gear 30 to rotate, and the ball screw to which the gear 32 is fixed to rotate together with the gear 32.

[0071] Therefore, in this embodiment, the nut threaded onto the ball screw moves in a direction away from the gear 32, and as shown in Figures 4 and 5, the inner cylinder portion 42 of the linear actuator 24 protrudes from the outer cylinder portion 40, and the linear actuator 24 extends. Since the takeoff and landing assistance member 14 is connected to the free end portion 24B of the linear actuator 24, the extension of the linear actuator 24 causes the takeoff and landing assistance member 14 to deploy.

[0072] In this embodiment, the linear actuator 24 is rotatably supported by the support portion 26, and a hinge portion 46 is provided at the free end portion 24B of the linear actuator 24. The free end portion 24B of the linear actuator 24 is connected to the takeoff and landing assistance member 14 via the hinge portion 46, so that the angle difference that occurs between the linear actuator 24 and the takeoff and landing assistance member 14 can be absorbed by the hinge portion 46.

[0073] As described above, in this embodiment, the driving force of the motor 28 can be converted into a force that displaces the takeoff and landing assistance member 14 to the deployed position P or the stowed position Q via the linear actuator 24.

[0074] To explain more specifically, for example, in this embodiment, as shown in Figures 1 and 4, when the takeoff and landing assistance member 14 is positioned in the storage position Q and the unmanned aerial vehicle approaches the takeoff and landing port 10, the motor 28 drives forward, the ball screw (not shown) rotates, the inner cylindrical portion 42 protrudes from the outer cylindrical portion 40 via the nut, and the linear actuator 24 extends.

[0075] This pushes the takeoff and landing assistance members 14, displacing them in the deployment direction. Then, as the takeoff and landing assistance members 14 deploy, the triangular assistance members 20 deploy, and when the takeoff and landing assistance members 14 are deployed, the triangular assistance members 20 become approximately flush with the upper surface of the takeoff and landing assistance members 14 (deployed position P).

[0076] In this way, when the takeoff and landing assistance member 14 is displaced to the deployed position P, the driving of the motor 28 is stopped based on the signal output from the sensor 34. As a result, the worm gear 30 (see FIG. 6) stops rotating and enters a so-called locked state, and the takeoff and landing assistance member 14 is maintained in the deployed state.

[0077] 2, when the takeoff and landing assistance members 14 are arranged in the deployed position P, the takeoff and landing assistance members 14 and the triangular assistance members 20 are arranged in a state where they are substantially flush with the takeoff and landing surface 15, 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.

[0078] On the other hand, as shown in Figures 2 and 5, when the takeoff and landing assistance member 14 is positioned in the deployed position P and the motor 28 is driven in reverse, the ball screw (not shown) rotates, and the inner cylindrical portion 42 advances deeper into the outer cylindrical portion 40 via the nut, causing the linear actuator 24 to retract.

[0079] As a result, the takeoff and landing support member 14 is pulled and displaced in the storage direction. Then, as the takeoff and landing support member 14 is stored, the triangular support member 20 is folded approximately in half, and the takeoff and landing support member 14 is positioned on the side of the takeoff and landing port 10 as shown in Figure 1 (storage position Q).

[0080] When the takeoff and landing assist members 14 are displaced to the stowed position Q, the driving of the motor 28 is stopped based on a signal output from the sensor 34 shown in Figure 4. This stops the rotation of the worm gear 30 (see Figure 7), putting it into a so-called locked state, and the takeoff and landing assist members 14 are maintained in the stowed state.

[0081] 4 and 5, in this embodiment, four linear actuators 24 are connected to the four takeoff and landing assistance members 14, respectively, and the takeoff and landing assistance members 14 are deployed or retracted by extending or contracting the linear actuators 24. In other words, in this embodiment, there is no complex link mechanism, and the displacement of the takeoff and landing assistance members 14 is achieved by the linear actuators 24, making it possible to achieve a lightweight and inexpensive configuration.

[0082] Furthermore, in this embodiment, the linear actuator 24 is provided with a worm gear 30 (see FIG. 7), so that when the motor 28 stops driving, the linear actuator 24 is in a so-called locked state. That is, in this embodiment, the takeoff and landing assistance member 14 can be held in the deployed position P or the stowed position Q in the absence of electric power.

[0083] Furthermore, in this embodiment, when the linear actuator 24 expands and contracts to displace the takeoff and landing assistance member 14 between the stowed position Q and the deployed position P, the base end 24A side of the linear actuator 24 rotates in response to the displacement of the takeoff and landing assistance member 14. This absorbs the angular difference that occurs between the takeoff and landing assistance member 14 and the free end 24B of the linear actuator 24 due to the displacement of the takeoff and landing assistance member 14, so that the free end 24B side of the linear actuator 24 can be connected to the takeoff and landing assistance member 14 at a predetermined position.

[0084] Furthermore, in this embodiment, the linear actuator 24 is provided on the upper part 12A side of the takeoff and landing port main body 12. This makes it possible to secure space on the lower part 12B side of the takeoff and landing port main body 12, and although not shown, communication equipment for communicating with unmanned aerial vehicles and the like can be placed on the lower part 12B side of the takeoff and landing port main body 12. In addition to the communication equipment, a movement mechanism for moving the takeoff and landing port 10 may also be placed there.

[0085] Furthermore, in this embodiment, the takeoff and landing port main body 12 is provided with side wall portions 16A, which form the outer shape of the takeoff and landing port main body 12 when the takeoff and landing assistance members 14 are deployed. In this way, by providing the side wall portions 16A on the takeoff and landing port main body 12, it is possible to prevent water, dust, etc. from entering the takeoff and landing port main body 12 when the takeoff and landing assistance members 14 are deployed. In other words, the inside of the takeoff and landing port main body 12 can be protected from water, dust, etc.

[0086] In this embodiment, the side wall 16A is formed with an insertion hole 44 through which the linear actuator 24 is inserted. As a result, in this embodiment, with the side wall 16A provided on the takeoff and landing port main body 12, the free end 24B of the linear actuator 24 can protrude outside the side wall 16A through the insertion hole 44 formed in the side wall 16A.

[0087] Furthermore, in this embodiment, the multiple linear actuators 24 connected to the multiple takeoff and landing assistance members 14 are arranged at positions offset from the center of the takeoff and landing assistance members 14 in the width direction. This makes it possible to set the linear actuators 24 so that they do not interfere with each other. Furthermore, by arranging the multiple linear actuators 24 at positions offset from the center of the takeoff and landing assistance members 14 in the width direction, it is possible to make the takeoff and landing port main body 12 more compact than when the multiple linear actuators 24 are arranged at the center of the takeoff and landing assistance members 14 in the width direction, and it is possible to reduce the size of the takeoff and landing port main body 12.

[0088] (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 hexagonal or octagonal shape when viewed from above. Also, the triangular auxiliary member 20 (see FIG. 6) is not necessarily required.

[0089] 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.

[0090] Furthermore, the configuration of the linear actuator 24 is not limited to this. In this embodiment, the sensor 34 is capable of detecting the angle of the linear actuator 24, but this is not limiting as it is sufficient to be able to determine the deployed or retracted position of the takeoff and landing assistance member 14. For example, an encoder may be provided inside the linear actuator 24, and the amount of extension or contraction of the linear actuator 24 may be detected by the encoder. Also, the value of the current acting on the motor 28 may be detected.

[0091] Second Embodiment Next, a takeoff and landing port for 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 descriptions thereof will be omitted.

[0092] 4 and 5, in the first embodiment, the base end 24A side of the linear actuator 24 that displaces the takeoff and landing assistance member 14 is supported rotatably. In contrast, as shown in FIG. 8, in the linear actuator 50 of this embodiment, the base end 50A side is fixed.

[0093] Here, the linear actuator 50 expands and contracts as the inner cylindrical portion 42 moves in and out of the outer cylindrical portion 40. Meanwhile, the takeoff and landing assistance member 14 is supported so as to be rotatable around the hinge portion 18. In this embodiment, the base end portion 50A of the linear actuator 50 is fixed, so the angle of the linear actuator 50 with respect to the support portion 52 does not change.

[0094] Therefore, in order to adjust for the dimensional difference that occurs between the free end 50B of the linear actuator 50 and the takeoff and landing assistance member 14, the position of the connection part (joint part) 54 where the linear actuator 50 and the takeoff and landing assistance member 14 are connected is made slidable along the longitudinal direction (in the direction of the arrow) on the inner surface 14A side of the takeoff and landing assistance member 14. Although not shown, a groove may be provided on the inner surface 14A side of the takeoff and landing assistance member 14 to allow the connection part 54 to slide along the inner surface 14A.

[0095] In this way, in this embodiment, the base end 50A side of the linear actuator 50, which displaces the takeoff and landing assistance member 14 to the deployed position P or the stored position Q by extending and contracting, is fixed, and the free end 50B side of the linear actuator 50 is made slidable along the longitudinal direction of the takeoff and landing assistance member 14.

[0096] That is, in this embodiment, the base end 50A side of the linear actuator 50 is fixed, and the angle of the linear actuator 50 does not change in response to the displacement of the takeoff and landing assistance member 14. Therefore, by making the free end 50B of the linear actuator 50 slidable along the longitudinal direction of the takeoff and landing assistance member 14, it becomes possible to adjust the dimensional difference that occurs between the free end 50B of the linear actuator 50 and the takeoff and landing assistance member 14.

[0097] Here, as a comparative example, as shown in Figures 4 and 5, when the base end 24A side of the linear actuator 24 is supported so as to be rotatable, the linear actuator 24 rotates in accordance with the displacement of the takeoff and landing assistance member 14, and therefore an insertion hole 44 is formed in the side wall portion 16A of the takeoff and landing port main body portion 12 in accordance with the movement trajectory of the linear actuator 24.

[0098] In contrast to this, in this embodiment, as shown in Fig. 8, the angle of the linear actuator 50 does not change, so an insertion hole 56 into which the inner cylinder portion 42 of the linear actuator 50 can be inserted is formed in the side wall portion 16A of the takeoff and landing port main body 12, as shown in Fig. 9. In other words, in this embodiment, the insertion hole 56 formed in the side wall portion 16A can be made small, which is effective in terms of dustproofing and waterproofing.

[0099] 8, in this embodiment, the position of the connection part 54 at which the linear actuator 50 and the takeoff and landing assistance member 14 are connected is configured to slide along the inner surface 14A of the takeoff and landing assistance member 14. However, it is not necessary to slide the connection part 54 along the inner surface 14A of the takeoff and landing assistance member 14.

[0100] 10 and 11, a curved slide member 60 may be provided on the inner surface 14A of the takeoff and landing assistance member 14. This slide member 60 bulges out toward the inner surface 14A of the takeoff and landing assistance member 14 and moves away from the inner surface 14A as it moves away from the hinge portion 18 side of the takeoff and landing assistance member 14.

[0101] In this case, when the linear actuator 50 expands and contracts to displace the takeoff and landing assistance member 14 to the deployed position P or the retracted position Q, the connection part 54 of the linear actuator 50 slides on the slide member 60 in response to the displacement of the takeoff and landing assistance member 14. The slide member 60 is arranged so that it moves away from the inner surface 14A as it moves away from the hinge part 18 side of the takeoff and landing assistance member 14, so that the stroke of the linear actuator 50 can be shortened and the time required for the separation landing assistance member 14 to be displaced can be shortened.

[0102] 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]

[0103] 10...Take-off and landing port (take-off and landing port of unmanned aerial vehicle), 12...Take-off and landing port main body, 12A...Upper part, 14...Take-off and landing auxiliary member, 15...Take-off and landing surface, 16A...Side wall part, 24...Linear actuator (conversion mechanism), 24A...Base end part, 24B...Free end part, 26...Support part, 28...Motor (drive mechanism), 30...Worm gear, 34...Sensor (detection part), 46...Hinge part (coupling part), 50...Linear actuator (conversion mechanism), 50A...Base end part, 50B...Free end part, 54...Connection part (coupling part), 56...Through-hole, 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 drive mechanism that drives the takeoff and landing assist member; a conversion mechanism connected to the takeoff and landing assistance member, the conversion mechanism displacing the takeoff and landing assistance member to a deployed position or a stowed position by a driving force of the drive mechanism causing a relative displacement between a coupling portion connected to the takeoff and landing assistance member and the drive mechanism; An unmanned aerial vehicle takeoff and landing port equipped with:

2. 2. The takeoff and landing port for an unmanned aerial vehicle according to claim 1, wherein the conversion mechanism is a linear actuator, and the takeoff and landing assistance member is configured to be displaced by extension and contraction of the linear actuator.

3. 3. The takeoff and landing port for an unmanned aerial vehicle according to claim 2, wherein the linear actuator is provided with a worm gear.

4. 3. The takeoff and landing port for an unmanned aerial vehicle according to claim 2, wherein the base end side of the linear actuator is rotatable in response to the displacement of the takeoff and landing auxiliary member.

5. 5. A takeoff and landing port for an unmanned aerial vehicle as described in claim 4, wherein a support portion for rotatably supporting the linear actuator in response to the displacement of the takeoff and landing auxiliary member is provided on the base end side of the linear actuator.

6. 3. A takeoff and landing port for an unmanned aerial vehicle as described in claim 2, wherein the base end side of the linear actuator is fixed, and the free end side of the linear actuator is movable in accordance with the displacement of the takeoff and landing assistance member.

7. The takeoff and landing port for an unmanned aerial vehicle according to claim 1 , wherein the conversion mechanism is provided on an upper side of the takeoff and landing port main body.

8. The takeoff and landing port for an unmanned aerial vehicle as described in claim 1, wherein the takeoff and landing port main body is provided with side walls that form the outer shape of the takeoff and landing port main body when the takeoff and landing assistance member is deployed.

9. The takeoff and landing port for an unmanned aerial vehicle according to claim 8, wherein the side wall portion is formed with an insertion hole through which a linear actuator serving as the conversion mechanism is inserted.

10. The takeoff and landing port for an unmanned aerial vehicle according to claim 2, further comprising a detector for detecting operation of the linear actuator.

11. A takeoff and landing port for an unmanned aerial vehicle as described in claim 2, wherein the multiple linear actuators connected to the multiple takeoff and landing assistance members are positioned at offset positions relative to the widthwise center of the takeoff and landing assistance members, and are configured so that the linear actuators do not interfere with each other.

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