Landing equipment and landing method

Abstract

[Problem] To provide a landing facility or the like that enables safe landing of a flight vehicle even under strong wind conditions. [Solution] This landing device comprises: a first region at which a flight vehicle lands; a windbreak that has a prescribed height, and covers at least a portion of the periphery of the first region; and a second region that is located away from the windbreak section, and over which the flight vehicle descends to a prescribed flight altitude. The flight altitude is an altitude lower than the prescribed height of the windbreak. The second region is a region selected from multiple permitted areas where vertical descent is allowed. A portion of the windbreak is constituted of a net.

Description

[Technical field]

[0001] The present invention relates to landing equipment and a landing method. [Background technology]

[0002] In recent years, research and demonstration experiments have been conducted toward the practical application of delivery services using flying objects such as drones and unmanned aerial vehicles (UAVs) (hereinafter collectively referred to as "flying objects"). For practical application, in addition to improvements in reliability, safety, and efficiency during flight, similar improvements are desired during landing. In view of this situation, Patent Document 1 discloses a system that realizes a flight plan while ensuring safety at ports (see, for example, Patent Document 1).

[0003] Patent Document 1 provides a flight management system that enables an aircraft to land safely at a port (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0004] [Patent Document 1] WO2018-155700 publication Summary of the Invention [Problem to be solved by the invention]

[0005] Many of the aircraft for which services are currently being developed are so-called multicopters, which are aircraft equipped with multiple rotors, and these aircraft are susceptible to the effects of wind during flight and takeoff and landing, and it is known that vertical descent (landing operation) in strong crosswinds, updrafts, etc. is particularly dangerous. In Patent Document 1, a wind sensor is installed at a port, and wind information is used to determine whether or not takeoff and landing at the port is possible, making it possible to provide a safe landing.

[0006] However, in the case of parcel delivery services, due to the nature of the work, it is expected that the aircraft will have to land at a designated location even in strong winds, and in order to improve operational efficiency, it is necessary to avoid suspending flights or takeoffs and landings until the wind calms down. In particular, in areas where multiple aircraft are coming to deliver packages one after another, multiple aircraft will have to remain in the air waiting to land, which not only reduces efficiency but also increases fuel consumption due to the increased fuel consumption.

[0007] In the port of Patent Document 1, it becomes difficult for aircraft to land at the port when strong winds are observed, which reduces operational efficiency. It is desirable that the port used for takeoff and landing should not only be a facility where aircraft can land safely when there is no wind, but also a facility where stable takeoff and landing can be performed even in an environment with strong winds, etc., in order to improve the operating rate.

[0008] Therefore, an object of the present invention is to provide landing equipment and a landing method that enable an aircraft to land safely even in strong winds. [Means for solving the problem]

[0009] According to the present invention, it is possible to provide landing equipment comprising a first area for landing an aircraft, a windbreak having a predetermined height and covering at least a portion of the periphery of the first area, and a second area located away from the windbreak and in which the aircraft descends to a predetermined flight altitude. Effect of the Invention

[0010] According to the present invention, it is possible to provide landing equipment and a landing method that enable an aircraft to land safely even in strong winds. [Brief description of the drawings]

[0011] [Figure 1] 1 is a conceptual diagram of a landing facility according to the present invention seen from above. [Diagram 2] FIG. 2 is a side view of the landing equipment of FIG. 1. [Diagram 3] 1 is a schematic diagram of airflow when wind hits a windbreak section that does not allow air to pass through. FIG. [Figure 4] 1 is a conceptual diagram of a landing method according to the present invention seen from above. [Diagram 5] FIG. 5 is a side view of the landing method of FIG. [Figure 6] FIG. 2 is a side view of a landing arrangement according to the invention installed on the upper edge of a building. [Figure 7] FIG. 2 is a perspective view of one example of a configuration of a landing method according to the present invention. [Figure 8] FIG. 7 is a front view of the landing method of FIG. [Figure 9] FIG. 7 is a side view of the landing method of FIG. 6. [Figure 10] FIG. 1 is a front view of an example of a landing arrangement according to the invention. [Figure 11] FIG. 1 is a side view of an example of a landing arrangement according to the invention. [Figure 12] FIG. 1 is a side view of an example of a landing arrangement according to the invention. [Figure 13] FIG. 2 is a top view of an air vehicle according to the present invention. [Figure 14] FIG. 14 is a functional block diagram of the aircraft of FIG. 13. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] The details of the embodiments of the present invention will be described below. The landing equipment and landing method according to the embodiments of the present invention have the following configuration. [Item 1] a first area for landing the aircraft; A windbreak having a predetermined height and covering at least a portion of the periphery of the first area; a second area located away from the windshield and in which the flying object descends to a predetermined flight altitude; A landing facility characterized by: [Item 2] The flight altitude is lower than a predetermined height of the windbreak. 2. The landing equipment according to claim 1, [Item 3] The second area is an area selected from a plurality of permitted areas in which vertical descent is permitted. 3. The landing equipment according to claim 1 or 2, characterized in that [Item 4] A part of the windbreak is made of a net. 4. The landing equipment according to any one of claims 1 to 3, [Item 5] The windbreak is a building. 4. The landing equipment according to any one of claims 1 to 3, [Item 6] The second area includes a descent instruction unit that instructs the aircraft to descend to the predetermined flight altitude. 6. The landing equipment according to any one of claims 1 to 5, [Item 7] The first area includes a landing instruction unit that instructs the aircraft to land. 7. The landing equipment according to any one of claims 1 to 6, [Item 8] A landing method using landing facilities including a first area for landing an aircraft, a windbreak having a predetermined height and covering at least a part of the periphery of the first area, and a second area located away from the windbreak and in which the aircraft descends to a predetermined flight altitude, comprising: The aircraft descends to a predetermined flight altitude in the second area and then lands in the first area. A landing method characterized by: [Item 9] The flight altitude is lower than a predetermined height of the windbreak. 9. The landing method according to claim 8,

[0013] <Details of the embodiment of the present invention> DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, landing equipment and landing methods according to embodiments of the present invention will be described with reference to the drawings.

[0014] <Details of the first embodiment> As shown in Figures 1 and 2, the landing facility 10 according to an embodiment of the present invention includes a first area 12 having an area, shape, and material that allows an aircraft 100 using the landing facility 10 to land stably, and a windbreak 11 that prevents wind from hitting the aircraft taking off or landing.

[0015] In order to prevent soil, sand, dust, etc. from being kicked up by the propeller wake and adversely affecting the aircraft and transported goods, it is desirable to lay concrete, asphalt, etc., or lay metal, resin, etc., plates or sheets in the area where the wind from the aircraft hits the aircraft landing section 15 in the first area 12. Alternatively, it is possible to prevent soil from being kicked up by setting it up at a high place away from the ground. The trigger for starting the landing of the aircraft is desirably provided by position information from GNSS, etc., or a landing instruction unit such as a marker or beacon installed in the first area 12.

[0016] The windbreak 11 must be configured to effectively weaken the wind blowing from outside the first area toward inside the first area. Examples include panels, nets, fences, buildings, air curtains, green curtains, water curtains, and the like.

[0017] The windbreak 11 can be constructed simply and at low cost by installing a frame and stretching a net over it, or by fixing part of the net to an existing structure. For long-term operation, it is desirable to use outdoor building materials that can withstand rain, wind, ultraviolet rays, etc. and to make it sturdy. In addition, as shown in Figures 4 and 5, if a building is used as the windbreak 11, there is no cost for installing a new windbreak 11, and it is more sturdy than panels, nets, etc.

[0018] When windbreak 11 is made of a material that does not allow air to pass through easily, such as a fine mesh material, panel, or building, a strong windbreak effect can be expected, but as shown in Figure 3, the wind hitting windbreak 11 rises to avoid windbreak 11, compressing the air near area A above windbreak 11. After that, near area B beyond windbreak 11, air vortices are likely to be generated due to the difference in air pressure. The generated vortexes disrupt the airflow in the first area, which may cause unstable takeoff and landing of the aircraft.

[0019] When an aircraft landing in the first area 12 descends from each of points P1 and P2 in Fig. 3, P1 is close to the air compression area A and vortex generation area B, so the aircraft descending in a posture against the wind may enter a rapid or turbulent flow, causing flight instability. P2 is farther away from the air vortex generation point than P1. Therefore, the change in the air flow during the aircraft's descent is gentler, and it is within the range of the windbreak effect, so flight stability is increased compared to when the aircraft descends from point A1.

[0020] However, when comparing P1', which is vertically below P1, and P2', which is vertically below P2, it is clear that P2' also has a windbreak effect, but P1', which is closer to the windbreak 11, has a stronger windbreak effect and is therefore more suitable for landing an aircraft. Therefore, by dividing the descent into at least two or more stages so that the descent of the aircraft can be performed at P2, which is away from the windbreak, and the landing of the aircraft can be performed at P1', which is closer to the windbreak 11, the aircraft can be landed safely.

[0021] The material used for windbreak section 11 may have different degrees of windbreak effect depending on the part. For example, when using a net, by using a coarse mesh at the top and a fine mesh at the bottom, the windbreak effect is weakened at the top and gradually strengthened toward the bottom, preventing air compression near area A and vortex generation near area B, enabling more stable takeoff and landing.

[0022] In addition, once an aircraft enters the range where a windbreak effect can be obtained, it will be able to fly through areas with calmer air currents than outside the range and land, thereby improving the stability and reliability of the series of operations from the aircraft's descent to landing.

[0023] The second area 13, which is provided at a position separated from the windbreak 11 by the first area 12, is an area where the aircraft will perform descent. The trigger for starting the descent of the aircraft is preferably provided by position information from GNSS or the like, or a descent instruction unit such as a marker or beacon provided in the second area 13.

[0024] The trigger should be appropriately determined according to the environment and operation method, for example, by providing a panel in the second area 13 with a marker facing upward as a descent instruction and capturing it with imaging equipment equipped on the aircraft, or by recognizing that the aircraft has reached a point a predetermined distance from the first area 12 (a point that becomes the second area 13) using GNSS information, and multiple methods may also be provided for redundancy.

[0025] The flying object 100 that has entered the second area is caused to descend to a predetermined altitude or lower. At this time, in order for the flying object to fully obtain the windbreak effect of the windbreak part 11, it is desirable that the second area 13 is located at a position not more than a predetermined distance away from the windbreak part 11, and that the altitude of the flying object after the descent is set lower than the upper end of the windbreak part 11.

[0026] The distance between the windbreak 11 and the second area 13 should be appropriately determined according to the properties of the material and structure used for the windbreak 11 and the operating environment. For example, since the range of windbreak effect (horizontal direction) by a net is generally considered to be 20 times the height of the windbreak, when the windbreak 11 shown in Fig. 2 uses a net, if the vertical height b from the top end of the windbreak 11 to the landing surface provided in the first area 12 is n meters, it is desirable that the horizontal distance a from the edge of the windbreak 11 to the edge of the second area 13 be set within n x 20 meters.

[0027] The first area 12 of the landing facility 10 may be provided at a high altitude, offset by a certain distance from the ground. For example, it may be provided at a high altitude, offset by a certain distance from the ground, to prevent accidents caused by third parties or living things on the ground touching the flying object (for example, in Japan, an offset of about 2 meters or more is considered to be suitable to reduce the risk of third parties touching it), or it may be provided on an upper floor or on the roof of a building 30 for convenience of the location for flight and landing.

[0028] When the first area 12 is provided at a high place, it is desirable to reduce not only cross winds but also updrafts. By providing a windbreak near the upper edge of the first area that extends outward from the first area, rather than vertically upward, it is possible to suppress the updraft that hits the flying object entering the first area 12. For example, as shown in Fig. 6, the windbreak 11 extending outward from the first area preferably extends in a substantially horizontal direction and is provided near the upper edge of the building, but may extend obliquely upward from the structure or be provided on the side of the structure depending on the structure and environment in which the first area is provided.

[0029] Furthermore, the windbreak part 11 may be made foldable, compact, or storable when not in use, thereby minimizing the time during which noise is generated by the wind hitting the windbreak part 11 and preventing the aesthetic appearance of the building or the like from being marred.

[0030] By providing the windbreak 11 on a moving body such as a vehicle, it becomes possible to efficiently install the windbreak 11 on experimental landing facilities for short-term use or on temporary landing facilities 10 for festivals.

[0031] <Details of the second embodiment> In the details of the second embodiment of the present invention, components that overlap with those of the first embodiment operate in the same manner, so repeated explanations will be omitted.

[0032] As shown in Figures 7 to 9, when the first area 12 is covered with a windbreak 11 and an approach section 14 is provided that allows the flying object 100 to pass through the windbreak 11 and land on the landing section 15, or when the first area 12 is provided inside a building as in Figures 11 and 12, the flying object that has performed a descent operation in the second area 13 passes through the approach section in approximately horizontal flight and proceeds onto the first area. The landing operation is performed in an environment where the wind is weakened by the windbreak 11, allowing the flying object to land stably.

[0033] Since the flying object 100 passes through the approach section 14 in approximately horizontal flight, it can enter the space surrounded by the windbreak section 11 more quickly than if it were to descend vertically. Furthermore, after the flying object enters the space surrounded by the windbreak section 11, the possibility of it escaping from the space is reduced, improving safety for the surrounding area in areas where third parties may be present nearby.

[0034] Furthermore, when the first area 12 is attached to a building, it is possible to use part of the exterior wall of the building as the windbreak 11. For example, as shown in Fig. 10, by using one surface of the windbreak as the exterior wall of the building, it is possible to provide a door through which people can pass between the building and the space surrounded by the windbreak, making it easier to recover the aircraft after it has landed.

[0035] When the first area is provided inside a high-rise building, air colliding with the windbreak 11 may become an updraft or downdraft, which may hinder the addition of the flying object. Therefore, it is desirable to provide two or more entrances (e.g., south and north, east and west, east-west, north-south, etc.) in consideration of the terrain and wind tendency as shown in FIG. 11 so that a safer entrance direction can be selected depending on the wind direction, etc. When a building is provided with multiple entrances 14, the flying object can most efficiently receive the windbreak effect of the windbreak 11 by using the entrance 14 provided on the downwind side of the windbreak 11 against the wind. For example, when the entrances 14 are provided on the four sides of the building (east-west, north-south, east-west), if the north side of the building faces the wind in an environment where the wind blows from the north, the entrance 14 on the south side of the building is selected. At this time, the approach sections 14 on the east and west sides are less suitable for the approach of aircraft than the approach section on the south side, because the wind that hits the north face of the building flows along the side of the building, causing strong crosswinds to blow around.

[0036] When the flying object enters the approach section 14, if the flying object receives a strong wind from a direction lateral to the traveling direction, the flying object is likely to lose its posture. When approaching, the approach section 14 that can receive the wind from the front or rear is selected, thereby improving the stability and accuracy of the flight during the approach. Note that the wind direction, wind speed, and the shape and orientation of the building relative to the wind are not always constant, and the conditions differ depending on the location where the first area 12 is provided. Therefore, it is desirable to consider a suitable location for providing the approach section 14 based on past weather data, etc. Also, in order to prevent the inflow of wind, etc. from the approach section 14 that is not used for the approach, an openable and closable mechanism may be provided for the approach section 16.

[0037] The second area 13 in which the flying object 100 descends may be set in advance, being limited to a predetermined permitted area around the first area 12 in which the flying object's vertical movement is permitted.

[0038] For example, in the case where a building having the function of a windbreak 11 includes the first area 12, the second area 13 where the flying object 100 descends is set to a predetermined permitted area near the building where the vertical movement of the flying object 100 is permitted. When the building including the first area is a tower apartment building, there are areas (passageways, plazas, parking lots, etc.) on the condominium grounds where a third party can easily enter. It is desirable to set the airspace above such areas as restricted areas that restrict the vertical movement of the flying object so as not to set the second area 13.

[0039] Furthermore, when the aircraft 100 makes a vertical descent, crosswinds or updrafts may cause the aircraft to become unstable, so it is desirable to designate areas where air turbulence is expected (such as near high-rise buildings or areas where winds from buildings blow in) as areas where the vertical movement of the aircraft is restricted.

[0040] As shown in Fig. 12, when there are multiple second regions 13 around the building containing the first region 12, the flying object 100 may further select and use a second region suitable for descent when descending. By selecting and using a second region suitable for descent based on the wind direction and the situation of the flying object other than the own aircraft, it is expected that the stability during descent will be improved. For example, when the wind is blowing, it is possible to efficiently obtain a windbreak effect by selecting a second region provided on the leeward side of the building containing the first region.

[0041] The second region 13 used by the flying object 100 may be determined before flight based on past weather observation data, pre-flight conditions, etc., or may be determined during flight based on weather and data on the usage rate of the second region obtained by the flying object 100, flying objects other than the flying object itself, ground observation stations, etc. These determinations may be used to set the type of area, such as an allowed area where the vertical movement of the flying object is allowed or a restricted area where the vertical movement of the flying object is restricted, and to select an area of ​​the allowed area to be used as the second region 13.

[0042] It is difficult to predict before the start of operation the specific area in which the vertical movement of the aircraft is permitted, and there is a possibility that locations where the aircraft is likely to become unstable after the start of operation will appear or be discovered due to various factors such as turbulence in the sky and new structures. By accumulating flight logs and obstacle records of the aircraft, and setting areas where the aircraft is descending stably as permitted areas where the vertical movement of the aircraft is still permitted, and changing areas where the aircraft is not descending stably (for example, there is a record of disturbance in flight attitude or a crash) to restricted areas where the vertical movement of the aircraft is restricted, the reliability of the descent of the aircraft in the second area 13 can be further improved.

[0043] In addition, depending on the various factors mentioned above, it is also possible to weight the multiple permitted areas or multiple restricted areas based on stability, safety of the aircraft or third parties, etc., and depending on the weighting, for example, the most stable area or the safest area may be selected as the second area 13.

[0044] As shown in FIG. 12, when multiple entrances 14 are provided, the flying objects that enter through each entrance may exit through the same entrance or through a different entrance. In particular, when there is no wind, all flying objects enter through entrance 14a and exit through entrance 14b, thereby preventing congestion in the entrances and the first area. In this case, the entrance may be a simple opening, or may be an opening provided in the windbreak 11 as shown in FIG. 7, or may be configured so that a windbreak having such an opening is arranged only on one side (particularly the side where strong winds flow in).

[0045] In addition, if the building is configured to include the first area, in places where it is difficult for the wind to blow or where the wind is weak, convenience can be improved by making the entrances 14 inside the building a continuous space to make it easy for the flying object 100 to move between them, as shown in Figure 12.In places where the wind is strong and making the facing entrances continuous would increase the wind passing through the building, the entrances can be made not continuous, but rather separate spaces can be created by installing walls or obstacles to prevent the wind from passing through smoothly, preventing the occurrence of strong winds such as valley winds and improving the stability of flying objects flying inside the building.

[0046] Furthermore, the windbreak 11 for reducing the effect of updrafts and downdrafts on flight may be provided by extending from the wall or top of the building. By providing it at a higher position in the second area 13 relative to the predetermined altitude at which the flying object 100 flies after descending, the downdraft is reduced, and by providing it at a lower position, the updraft is reduced.

[0047] The entrance 14 must be able to accommodate the aircraft 100, and has an area equal to or larger than the frontal projection area of ​​the aircraft when entering. However, it does not have to be a rectangular opening that is always open, and may be a slit-like gap or an oval-shaped hole, or may have an opening and closing function.

[0048] The flying object 100 shown in Fig. 13 will be described below, but this does not limit the shape of the flying object, and the flying object operated using the landing facility of the present invention may have a shape that allows it to land on the landing facility. The landing facility of the present invention is expected to be highly effective in landing flying objects that can land almost vertically and are not preferably exposed to strong winds during landing, such as VTOL aircraft and aircraft with multiple motors called multicopters.

[0049] As shown in FIG. 13, the aircraft 100 is equipped with at least elements such as a propeller 110 and a motor 111 for flight, and it is desirable for the aircraft 100 to be equipped with energy (e.g., a secondary battery, a fuel cell, a fossil fuel, etc.) to operate these elements.

[0050] It should be noted that the illustrated flying object 100 is depicted in a simplified manner in order to facilitate explanation of the structure of the present invention, and detailed configurations of, for example, the control unit, etc. are not shown.

[0051] The forward direction of the flying object 100 and the moving object 200 is the direction of arrow D in the figure (-YX direction) (described in detail later).

[0052] In the following description, terms may be used according to the following definitions: forward / backward direction: +Y direction and -Y direction, up / down direction (or vertical direction): +Z direction and Z direction, left / right direction (or horizontal direction): +X direction and -X direction, forward direction (forward): -Y direction, backward direction (rearward): +Y direction, upward direction (upward): +Z direction, downward direction (downward): -Z direction

[0053] The propeller 110 rotates by receiving an output from the motor 111. The rotation of the propeller 110 generates a thrust force for causing the flying object 100 to take off from a departure point, move, and land at a destination. The propeller 110 can rotate in a right direction, stop, and rotate in a left direction.

[0054] The propeller 110 of the aircraft of the present invention has one or more blades. There can be any number of blades (rotors) (e.g., 1, 2, 3, 4, or more blades). The blades can be flat, curved, kinked, tapered, or any combination thereof. The blades can be variable in shape (e.g., extendable, foldable, bent, etc.). The blades can be symmetric (having identical upper and lower surfaces) or asymmetric (having upper and lower surfaces with different shapes). The blades can be formed into airfoils, wings, or any geometry suitable for generating aerodynamic forces (e.g., lift, thrust) as the blade moves through the air. The blade geometry can be selected to optimize the blade's aerodynamic properties, such as increasing lift and thrust and reducing drag.

[0055] The propellers equipped on the aircraft of the present invention may be of fixed pitch, variable pitch, or a combination of fixed pitch and variable pitch, but are not limited to these.

[0056] The motor 111 generates the rotation of the propeller 110; for example, the drive unit may include an electric motor or an engine, etc. The blades may be driven by the motor and rotate around the motor's rotation axis (e.g., the motor's longitudinal axis).

[0057] The blades can all rotate in the same direction, or they can rotate independently. Some blades rotate in one direction and others in the other direction. The blades can all rotate at the same RPM, or they can each rotate at a different RPM. The RPM can be determined automatically or manually based on the dimensions of the moving object (e.g., size, weight) and the control state (speed, direction of movement, etc.).

[0058] The flying object 100 determines the rotation speed of each motor and the flight angle according to the wind speed and direction using a flight controller, a radio control system, etc. This allows the flying object to move by ascending and descending, accelerating and decelerating, and changing direction.

[0059] The aircraft 100 can fly autonomously according to routes and rules set in advance or during flight, or can fly by being controlled using a remote control.

[0060] The above-mentioned flying object has the functional blocks shown in FIG. 14. The functional blocks in FIG. 14 are a minimum reference configuration. The flight controller is a so-called processing unit. The processing unit may have one or more processors, such as a programmable processor (e.g., a central processing unit (CPU)). The processing unit has a memory (not shown) and is accessible to the memory. The memory stores logic, code, and / or program instructions that the processing unit can execute to perform one or more steps. The memory may include, for example, a separable medium such as an SD card or a random access memory (RAM) or an external storage device. Data acquired from a camera or sensors may be directly transmitted to and stored in the memory. For example, still image and video data captured by a camera or the like is recorded in an internal memory or an external memory.

[0061] The processing unit includes a control module configured to control the state of the rotorcraft. For example, the control module may be configured to control six degrees of freedom (translational motion x, y, and z, and rotational motion θ x , θ y and θ z The control module controls the propulsion mechanisms (e.g., motors) of the rotorcraft to adjust the spatial arrangement, speed, and / or acceleration of the rotorcraft having a rotorcraft with a rotor blade. The control module can control one or more of the onboard components, the state of the sensors, etc.

[0062] The processing unit can communicate with a transceiver configured to transmit and / or receive data from one or more external devices (e.g., a terminal, a display device, or other remote controller). The transceiver can use any suitable communication means, such as wired or wireless communication. For example, the transceiver can utilize one or more of a local area network (LAN), a wide area network (WAN), infrared, radio, WiFi, a point-to-point (P2P) network, a telecommunication network, cloud communication, etc. The transceiver can transmit and / or receive one or more of data acquired by sensors, processing results generated by the processing unit, predetermined control data, user commands from a terminal or a remote controller, etc.

[0063] The sensors according to this embodiment may include inertial sensors (accelerometers, gyro sensors), GPS sensors, proximity sensors (e.g., lidar), or vision / image sensors (e.g., cameras).

[0064] The above-described embodiment is merely an example for facilitating understanding of the present invention, and is not intended to limit the present invention. The present invention can be modified or improved without departing from the spirit of the present invention, and it goes without saying that the present invention includes equivalents thereof. [Explanation of symbols]

[0065] 10. Landing Facilities 11 Windbreak 12 First area 13 Second area 14 Entry section 15 Landing Section 100 Flying Objects 110a~110e Propeller 111a~111e Motor

Claims

1. a first area for landing the aircraft by vertical descent; A windbreak having a predetermined height and covering at least a portion of the periphery of the first area; a second area that is spaced apart from the windshield and is at a different position from the first area in at least a horizontal direction, and where the flying object descends to a predetermined flight altitude; The flight altitude is an altitude lower than a predetermined height of the windbreak part, At least a part of the windbreak is made of a net. Landing equipment.

2. The second area is an area selected from a plurality of permitted areas in which vertical descent is permitted.

2. Landing equipment according to claim 1.

3. The second area includes a descent instruction unit that instructs the flying object to descend to the predetermined flight altitude.

3. Landing equipment according to claim 1 or 2.

4. The windbreak section covers at least a position opposite an approach position where the flying object approaches the first area vertically above the first area, across the first area. Landing equipment according to any one of claims 1 to 3.

5. A landing method using landing facilities including a first area where an aircraft lands by vertical descent, a windbreak having a predetermined height and covering at least a part of the periphery of the first area, and a second area away from the windbreak and at a position different from the first area in at least a horizontal direction, the second area where the aircraft descents to a predetermined flight altitude, The flight altitude is an altitude lower than a predetermined height of the windbreak part, At least a portion of the windbreak is made of a net, The aircraft descends to a predetermined flight altitude in the second area, and then lands by vertical descent in the first area. A landing method characterized by:

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