Support device and support method

Abstract

This can improve the stability of the aircraft during takeoff or landing. [Solution] An assistance device according to one embodiment is an assistance device for assisting at least one of the takeoff and landing of an aircraft at the port of the aircraft, comprising a linear member having a first end connected to the port and a second end including a connecting portion connectable to the aircraft, and a levitation means for raising the connecting portion.

Description

Technical Field

[0001] The present invention relates to an assistance device for assisting the navigation of a flying device. and Assistance method In the law It relates to.

Background Art

[0002] In recent years, with the development of drone technology, drone technology has been utilized in various fields such as logistics, surveying, and agriculture. For example, unmanned drones contribute to improving work efficiency and reducing dangerous work. On the other hand, manned drones are also attracting attention as a means of movement in the air. For example, as a means of movement in the vicinity such as in urban areas, the development of flying taxis and UAM (Urban Air Mobility) is underway. Manned drones fly using electricity generated by a battery or a fuel cell as a power source, or use a propulsion device using chemical energy such as a gas turbine engine, or use electricity generated using them, or apply a power source or power source in which they are combined, and the lightweight airframe enables efficient and pinpoint-to-pinpoint movement of passengers.

[0003] The above-mentioned manned drones can connect multiple points within a city, connect nearby cities on demand, connect specific locations on land or ships at sea, etc., and can thus meet demands that could not be met by conventional means of transportation. Furthermore, since they are less affected by traffic congestion on the ground and topographical constraints within and between cities, high-speed transportation of people, goods, etc. is possible. In one example, economic benefits such as VIP pick-up and drop-off from a large airport to a tourist destination can be obtained.

[0004] Conventionally, helicopters exist for air traffic access, and heliports may be provided on the rooftops of buildings. In flying devices such as unmanned drones and manned drones, the use of existing heliports has been considered, but new technologies according to the characteristics of flying devices are required.

Summary of the Invention

[0005] Because the aforementioned flying devices are lighter than helicopters, they are more susceptible to external environmental influences such as wind, and are particularly vulnerable during takeoff and landing. Therefore, the present invention provides a support device capable of improving the stability of flying devices during takeoff or landing. and How to support Law One of the purposes is to provide it. [Means for solving the problem]

[0006] According to one embodiment, the support device is located at the port of the aircraft, and controls at least one of takeoff and landing. To stabilize the position and attitude of the flying device in It is a support device, A tower structure extending upward, a direction control device for changing the position of the tower structure in the port, and the tower structure The first end that connects, and the flying device coupling mechanism A linear member having a second end portion including a connecting portion that can be connected to, The second end includes a rotor mechanism or a movable blade, The system includes a levitation means for raising the aforementioned connecting portion. The directional control device includes a turntable in which the tower structure is positioned away from the central axis, and which is rotatable about the upward-extending central axis.

[0007] A support method according to one embodiment is: A support method applied to the support device, wherein the position of the connecting portion around the port is determined based on information about the port, The aforementioned connecting part and the aforementioned flying device are connected, The position of the tower structure is changed by rotating the turntable based on the position of the connecting portion. The method includes, after connecting the connecting portion and the flying device, raising the connecting portion by the lifting means as the flying device lifts off from the port, and after the connecting portion and the flying device have lifted off, releasing the connection between the connecting portion and the flying device.

[0008] Furthermore, support methods according to other embodiments are Based on the information surrounding the port, the position of the connecting portion around the port is determined, and based on the position of the connecting portion, the position of the tower structure is changed by rotating the turntable. The method includes raising the connecting portion from the port using the levitation means, connecting the connecting portion to the flying device after the connecting portion has risen, and lowering the connecting portion as the flying device descends to the port after the connecting portion to the flying device has been connected.

[0009] Furthermore, the flight device according to one embodiment includes a coupling mechanism that can be connected to the coupling portion provided in the support device. [Effects of the Invention]

[0010] In the present invention, a support device capable of improving the stability of an aircraft during takeoff or landing can be provided. and Support method Law Can be provided.

Brief Description of the Drawings

[0011] [Figure 1] FIG. 1 is a block diagram showing the configuration of a system according to an embodiment. [Figure 2] FIG. 2 is a diagram showing an application example of a support device according to an embodiment. [Figure 3] FIG. 3 is a diagram showing an application example of a support device according to an embodiment. [Figure 4] FIG. 4 is a diagram showing an example of a tower structure and a linear member. [Figure 5] FIG. 5 is a diagram showing an example of a tower structure and a linear member. [Figure 6] FIG. 6 is a diagram showing an example of a roof in an embodiment. [Figure 7] FIG. 7 is a diagram showing an example of a windshield in an embodiment. [Figure 8] FIG. 8 is a flowchart showing an example of the takeoff process in a system according to an embodiment. [Figure 9] FIG. 9 is a schematic diagram showing the takeoff operation of the system. [Figure 10] FIG. 10 is a schematic diagram showing the steps following FIG. 9. [Figure 11] FIG. 11 is a schematic diagram showing the steps following FIG. 10. [Figure 12] FIG. 12 is a schematic diagram showing the steps following FIG. 1 eleven. [Figure 13] FIG. 13 is a flowchart showing an example of the landing process in a system according to an embodiment. [Figure 14] FIG. 14 is a schematic diagram showing the landing operation of the system. [Figure 15] FIG. 15 is a schematic diagram showing the steps following FIG. 14. [Figure 16]FIG. 16 is a schematic view showing the process following FIG. 15. [Figure 17] FIG. 17 is a schematic view showing the process following FIG. 16. [Figure 18] FIG. 18 is a schematic view showing the process following FIG. 17. [Figure 19] FIG. 19 is a schematic view showing the process following FIG. 18. [Figure 20] FIG. 20 is a schematic view showing the process following FIG. 19. [Figure 21] FIG. 21 is a diagram for explaining an example of the connection operation between the connecting portion and the flying device. [Figure 22] FIG. 22 is a diagram showing another example applicable to the linear member. [Figure 23] FIG. 23 is a diagram showing still another example applicable to the linear member. [Figure 24] FIG. 24 is a diagram showing another configuration example of the support device. [Figure 25] FIG. 25 is a diagram showing still another configuration example of the support device. [Figure 26] FIG. 26 is a diagram showing still another configuration example of the support device. [Figure 27] FIG. 27 is a diagram showing still another configuration example of the support device.

MODE FOR CARRYING OUT THE INVENTION

[0012] In an embodiment, a support device for supporting the navigation of a flying device and a system including the flying device applicable to the support device are disclosed. As an example, it is assumed that a port including a takeoff / landing location for a flying device to take off or land on the rooftop of a building such as a building is installed. At the port, the takeoff and landing of the flying device are performed.

[0013] Figure 1 is a block diagram showing the configuration of the system 100 according to this embodiment. Figures 2 and 3 show examples of applications of the support device 2 according to this embodiment. Figures 4 and 5 show examples of the tower structure 20 and linear member 30. In Figure 3, the area including the turntable 61 in Figure 2 is shown in enlargement.

[0014] As shown in Figure 1, the system 100 according to this embodiment comprises at least one flying device 1 and at least one support device 2. The flying device 1 is, for example, a manned drone. A manned drone can be applied to, for example, a flying taxi (UAM). Alternatively, the flying device 1 may be, for example, an unmanned drone or another type of flying device (e.g., a helicopter).

[0015] The flying device 1 comprises an airframe 11, a navigation mechanism 12, a drive unit 13, an information acquisition unit 14, a communication unit 15, and a control unit 16. The airframe 11 includes a cabin 110 (shown in Figure 5) for accommodating passengers. The cabin 110 can accommodate at least one passenger. The passengers include the crew and passengers of the flying device 1.

[0016] The navigation mechanism 12 includes a rotor-wing mechanism 121 that propels the aircraft 11, as shown in Figure 3. The flight of the aircraft 1 includes at least one of the following operations: landing, flying, hovering, and takeoff. The rotor-wing mechanism 121 is driven by a drive unit 13.

[0017] The drive unit 13 includes a motor and a power source for driving the rotor blade mechanism 121. The power source for the rotor blade mechanism 121 is, for example, a battery, which supplies energy such as electricity to the motor. The rotor blade mechanism 121 includes rotor blades (rotor, propeller) and arms connecting the rotor blades to the aircraft body 11.

[0018] The information acquisition unit 14 includes at least one sensor for acquiring information about the flight device 1, such as environmental information and status information. This environmental information is an example of information about the port P and the surroundings of the flight device 1.

[0019] The environmental information described above is information necessary for determining whether navigation is possible and for calculating the flight path, and includes at least one of the following: meteorological information (e.g., wind speed, wind direction, temperature, humidity, atmospheric pressure, rainfall, snowfall, clouds, and visibility), spatial information (e.g., presence or absence of obstacles, no-fly zones, and other aircraft, information necessary for determining the flight path and various regulations provided by the control tower and the control device 70 described later), and topographic information (e.g., the terrain and building conditions around Port P). This flight path (route) includes at least one of the route from the departure point to the destination, the route for leaving (releasing) Port P, and the route for approaching Port P. The area around Port P is, for example, a certain area centered on Port P, including above Port P and locations away from building BLDs.

[0020] The status information described above is information necessary for the control unit 16 to appropriately control the navigation mechanism 12, and includes at least one of the following: the attitude of the flight device 1, the rate and direction of change of attitude, position, altitude, speed, acceleration, and the state of the power system (e.g., motor rotation speed, rotor angle, battery voltage, battery temperature).

[0021] Sensors for detecting the attitude and position of the flying device 1 include, for example, a magnetic compass, an inertial measuring device, and a GPS. Sensors for detecting the altitude of the flying device 1 include, for example, a barometer, a LiDAR, an ultrasonic sensor, and a radio altimeter. Sensors for detecting the surrounding environment of the flying device 1 include, for example, a camera, a LiDAR, and a radar. The sensors also include sensors for monitoring the status of the flying device 1's battery and motors. Information about the flying device 1 is obtained, for example, by combining multiple of the above sensors. Note that the sensors are not limited to the examples given above and may include other types of sensors.

[0022] The communication unit 15 transmits and receives data with the support device 2 (control device 70 described later) to assist the control unit 16 in the appropriate control of the flight device 1. This data includes, for example, flight paths, flight commands related to operation, control signals for controlling the attitude of the flight device 1 in real time, and at least one of the environmental information and status information described above.

[0023] The control unit 16 controls the navigation mechanism 12 based on data acquired from the support device 2 via the communication unit 15. By controlling the navigation mechanism 12, the flight device 1 performs actions such as navigation.

[0024] The control unit 16 includes a processor (CPU) and memory, and reads programs stored in memory and performs various processes such as controlling the flight device 1, managing communications, and processing information acquired by the information acquisition unit 14. As a result, the flight device 1 can maintain the optimal flight path and flight attitude in real time in response to changes in the aforementioned state information and environmental information. Furthermore, the flight device 1 is further equipped with a coupling mechanism 17 (shown in Figure 5). The coupling mechanism 17 is provided on the aircraft body 11.

[0025] Support device 2 assists the flight device 1 in navigating around port P. Support device 2 assists at least one of the flight operations of the flight device 1, namely takeoff and landing. As shown in Figure 1, support device 2 comprises a tower structure 20 and a linear member 30.

[0026] The tower structure 20 is located at port P, as shown in Figures 2 and 3, and extends upward UD (shown in Figure 4). The tower structure 20 has a cross-sectional shape that is less likely to disturb the surrounding airflow (for example, downwind of the tower structure 20).

[0027] The cross-sectional shape of the tower structure 20 may be, for example, circular, elliptical, or streamlined, but is not limited to these examples. The tower structure 20 may have the above-mentioned cross-sectional shape as well as a shape with a flow straightening plate added. Furthermore, the circumferential surface of the tower structure 20 may have protrusions, grooves, or uneven patterns formed thereon to suppress airflow turbulence.

[0028] The tower structure 20 is configured to allow adjustment of its height H2 (shown in Figure 4), which is the distance from port P to the upper end 20a. Height H2 is, for example, the distance UD in the upward direction from port P to the upper end 20a. Various mechanisms can be applied to adjust the height H2 of the tower structure 20.

[0029] For example, a telescopic structure can be applied to the tower structure 20. In this case, the tower structure 20 has a base 21 fixed to port P and a plurality of segments 22, as shown in Figure 4.

[0030] The multiple segments 22 include an inner cylindrical segment located on the upper end 20a side and an outer cylindrical segment located on the base 21 side. The height H2 of the tower structure 20 is adjusted by the relative movement of these segments. A drive system such as a hydraulic system or a pneumatic system can be applied to move the multiple segments 22. Alternatively, a screw mechanism such as a screw jack may be applied to move the multiple segments 22.

[0031] The linear member 30 extends from port P. Specifically, as shown in Figure 4, the linear member 30 extends from the upper end 20a of the tower structure 20. The linear member 30 extends, for example, horizontally, but is not limited to this example. The flight device 1 is connected to port P via the linear member 30 and the tower structure 20.

[0032] The linear member 30 is a member whose length is greater than its thickness. The thickness and length of the linear member 30 can be changed as appropriate. In one example, the linear member 30 is a flexible member. In another example, the linear member 30 is a rigid member. In yet another example, the linear member 30 may be a member in which one part is rigid and the other part is flexible. The linear member 30 has a main body 31 as shown in Figures 4 and 5.

[0033] The main body 31 includes an end 32a connected to the upper end 20a of the tower structure 20, and an end 32b opposite to end 32a. In this embodiment, end 32a corresponds to the first end, and end 32b corresponds to the second end. The end includes the end and the area in its vicinity.

[0034] The main body 31 has a cross-sectional shape that is less susceptible to wind (for example, a circular, elliptical, or streamlined shape). The cross-sectional shape of the main body 31 reduces air resistance, suppressing vibration and shaking of the linear member 30 due to wind.

[0035] The linear member 30 is configured to have an adjustable length L3 (shown in Figure 4) from end 32a to end 32b. In other words, length L3 corresponds to the length from the tower structure 20 to end 32b. Various mechanisms can be applied to adjust the length L3. For example, the linear member 30 can be retracted or extended.

[0036] If the linear member 30 is a flexible member, the main body 31 is a wire, but this is not the only example. In this case, the length L3 is adjusted by unwinding the main body 31 from or winding it onto a reel (not shown) provided at port P. For example, port P is provided with a machine (not shown) for winding up the main body 31 of the linear member 30A.

[0037] If the linear member 30 is a rigid member, the main body 31 can be made of, for example, a telescopic structure or a multi-bar linkage mechanism. In the case of a telescopic structure, the main body 31 has multiple segments (not shown). The multiple segments include an outer cylindrical segment located on the end 32a side and an inner cylindrical segment located on the end 32b side. The main body 31 expands and contracts as these segments move relative to each other. The length L3 is adjusted by expanding and contracting the main body 31.

[0038] Furthermore, if the linear member 30 is a rigid and flexible member, a part of the main body 31 may have a telescopic structure, while the other part may have a structure that allows for winding and unwinding.

[0039] End portion 32b includes a connecting portion 40 that can be connected to the flight device 1. The connecting portion 40 includes an interface 41 that can be connected to the flight device 1. The connecting mechanism 17 of the flight device 1 also includes an interface 171 that can be connected to the connecting portion 40. Various mechanisms can be applied to interfaces 41 and 171.

[0040] Furthermore, the connecting section 40 may further include auxiliary elements 42 (shown in Figure 5) to assist in connecting to and disconnecting from the flight device 1. The auxiliary elements 42 may include, for example, at least one of a radar for guiding the flight device 1, a marker, and lighting to improve visibility. The connecting mechanism 17 of the flight device 1 may also include elements similar to these auxiliary elements 42.

[0041] The support device 2 further includes a levitation means FM. The levitation means FM has the function of levitating the connecting portion 40. As shown in Figure 4, the levitation means FM is provided, for example, on the linear member 30. Specifically, the levitation means FM is provided on the connecting portion 40 (end portion 32b).

[0042] The levitation means FM includes, in one example, a rotor blade mechanism 50 provided at the end 32b. The rotor blade mechanism 50 includes a plurality of rotor blades 51, a plurality of arms 52 connecting the linear member 30 (connecting portion 40 and main body 31) to the rotor blades 51, and a drive unit 53 including a motor for rotating the plurality of rotor blades 51. As the plurality of rotor blades 51 rotate, the connecting portion 40 levitates or descends.

[0043] The drive unit 53 may further include a power source (e.g., a battery) for supplying power to the motor. Power to the drive unit 53 may also be supplied from the port P side via a cable (not shown) arranged along the linear member 30.

[0044] The rotor mechanism 50 may further include a control unit 54 for controlling the lift-off and descent of the coupling unit 40, and an information acquisition unit 55. The control unit 54 and the information acquisition unit 55 can be configured in the same way as the control unit 16 and information acquisition unit 14 of the flight device 1 described above. In addition, the coupling unit 40 may be provided with a plurality of legs 43 for stabilizing its attitude above the port P, as shown in Figure 4.

[0045] As shown in Figures 2 and 3, the support device 2 further includes a direction control device 60. The direction control device 60 includes a turntable 61 provided at port P and a mechanism (not shown) for rotating the turntable 61.

[0046] In this embodiment, the flying device 1 ascends and descends above the turntable 61. In other words, the turntable 61 corresponds to the takeoff and landing area of ​​the flying device 1.

[0047] The turntable 61 is rotatable about a central axis extending upward UD. This central axis is, for example, parallel to the central axis of the tower structure 20. The turntable 61 is rotatable, for example, 360 degrees. The rotation direction of the turntable 61 may be unidirectional or bidirectional.

[0048] The tower structure 20 is positioned on the turntable 61 of the direction control device 60. For example, the tower structure 20 is positioned away from the central axis of the turntable 61. Specifically, the tower structure 20 is positioned on the outer periphery of the turntable 61. Therefore, the position of the tower structure 20 in port P is changed as the turntable 61 rotates.

[0049] Specifically, the rotation of the turntable 61 changes the positional relationship between the tower structure 20 and the connecting portion 40 (end portion 32b) of the linear member 30 in port P. In other words, the rotation of the turntable 61 changes the direction in which the linear member 30 extends from the upper end portion 20a of the tower structure 20.

[0050] As shown in Figure 1, the support device 2 further includes a control device 70. The control device 70 includes a communication unit 71 and a control unit 72. The control unit 72 transmits and receives data with the flight device 1 via the communication unit 71, calculates the optimal flight path using artificial intelligence (AI) and various algorithms, and corrects the attitude of the flight device 1 and detects abnormalities. The control unit 72 may also acquire at least some of the above-mentioned environmental information and status information from a database (not shown) via a network.

[0051] Furthermore, the control unit 72 controls the ground infrastructure via the communication unit 71. The ground infrastructure includes, for example, port P and support device 2. Control of the support device 2 by the control unit 72 includes adjusting the height H2 of the tower structure 20, adjusting the length L3 of the linear member 30, rotating the turntable 61, and adjusting the height of the connecting section 40 by the rotor blade mechanism 50 (levitation means FM). For example, the rotor blade mechanism 50 is controlled by a control signal received by the control unit 54 from the control unit 72.

[0052] The control device 70 may be located near port P (for example, in the building's building deck), in a remote location away from port P, or on the cloud. The control device 70 is, for example, a computer. The control unit 72 includes a processor (CPU) and memory, and reads programs stored in memory and performs various processes such as flight control, flight path calculation, communication management, processing of information acquired by the information acquisition unit 14 of the flight device 1, and analysis of flight logs.

[0053] As shown in Figure 3, the support device 2 may further include at least one sensor 83 for acquiring information about the surroundings of port P. The at least one sensor 83 is located, for example, at port P, but is not limited to this example. The information about the surroundings of port P acquired by the sensor 83 is, for example, the weather information described above.

[0054] The support device 2 may further include an adjustment means CM, as shown in Figure 1. The adjustment means CM has the function of preventing the aircraft 1 and the connecting part 40 from colliding due to a sudden gust of wind immediately before or after connecting the connecting part 40 and the aircraft 1. In the example in Figure 5, the adjustment means CM is provided on the connecting part 40.

[0055] The adjustment means CM is, for example, a gas jet device, but is not limited to this example. The adjustment means CM may have, for example, a small bottle of high-pressure gas (gas reservoir) or a small amount of liquid fuel. The support device 2 generates high-pressure gas using the adjustment means CM, and can respond to sudden changes in the attitude of the connecting part 40 or instantaneous movements to avoid collisions.

[0056] Furthermore, the support device 2 may also have a function to supply power to the aircraft 1 through the connecting section 40 when the remaining battery power of the aircraft 1 is low, or a function to supply power to the aircraft 1 in mid-air if it is not intended to land. Through these functions, the support device 2 can prevent the aircraft 1 from crashing due to insufficient battery power.

[0057] Figure 6 shows an example of the roof 81 in this embodiment. The support device 2 may further include a dome-shaped roof 81. The roof 81 is arranged to cover, for example, the turntable 61. The roof 81 is, for example, openable and closable. Furthermore, the roof 81 may be configured to be housed in the housing section 810. In Figure 6, the roof 81 housed in the housing section 810 is shown by a dashed line.

[0058] Various mechanisms can be applied to the retractable roof 81. The roof 81 may be opened and closed, for example, by hydraulics or pneumatics. Alternatively, the roof 81 may be an inflatable structure, for example. By covering the entire aircraft 1 with the roof 81, the occupants are protected from wind, rain, etc., and the convenience of boarding and disembarking for the occupants is improved.

[0059] In the example shown in Figure 2, two support devices 2 are installed on the roof of the same building BLD, with one of the support devices 2 covered by a roof 81. Port P may be provided with at least one waiting area WA. The waiting area WA is located inside the area covered by the roof 81. At least one waiting area WA is located, for example, near the turntable 61. The waiting area WA has at least one function: a waiting space for passengers, a loading / unloading space for luggage loaded onto the aircraft 1, and a hangar for the aircraft 1.

[0060] The waiting area WA may be located inside the building BLD. The flying device 1 is housed in the building BLD, for example, from the rooftop via an elevator (not shown). For example, the direction control device 60 may function as an elevator so that the entire turntable 61 moves up and down with the flying device 1 on it. This allows the flying device 1 to be safely moved to the waiting area WA inside the building BLD. Furthermore, by providing the waiting area WA inside the building BLD, passengers can board and disembark, and passengers' luggage can be loaded and unloaded within the building BLD.

[0061] Furthermore, other aircraft 1 may be waiting inside the building BLD, and when takeoff is needed, aircraft 1 may move onto the turntable 61 and ascend to the rooftop to prepare for takeoff. In Figure 6, the turntable 61 and other components inside the building BLD are shown by dashed lines. The waiting area WA may be provided both near the turntable 61 and inside the building BLD.

[0062] The support device 2 may further include a windscreen 82. Figure 7 shows an example of a windscreen 82 in this embodiment. The windscreen 82 has a shape (for example, a screen shape) that covers a part of the flight device 1. The windscreen 82 may be provided around the entire circumference of the turntable 61 or on a part thereof. The windscreen 82 may be deployed by hydraulic or pneumatic means, for example. Alternatively, the windscreen 82 may have an inflatable structure and be inflatable by filling the inside with air.

[0063] Next, an example of a method for supporting the flight device 1 with the support device 2 applied will be described. In the following, an example will be described in which the takeoff and landing of the flight device 1 in system 100 is realized by the control unit 72 of the control device 70.

[0064] Figure 8 is a flowchart illustrating an example of the takeoff process in system 100 according to this embodiment. Figures 9 to 12 are schematic diagrams showing the takeoff operation in system 100. In Figures 9 and onward, the wind direction may be indicated as direction WD. The wind is blowing towards the tip of the arrow indicating direction WD.

[0065] First, the control unit 72 of the control device 70 checks whether takeoff is possible (step ST11 in Figure 8). In step ST11, the control unit 72 may also acquire environmental information of port P and determine whether takeoff is possible. Specifically, based on the acquired weather information, the control unit 72 determines that takeoff is possible if it detects that the weather conditions (e.g., wind speed, wind direction, temperature, atmospheric pressure, precipitation, snowfall, clouds, and visibility) are within a specified range. The control unit 72 may also acquire information on whether takeoff is possible from an external source.

[0066] In step ST11, the control unit 72 determines the position of the coupling portion 40 based on environmental information. Specifically, the control unit 72 determines the position at which the coupling portion 40 and the flight device 1 are released, based on environmental information. Here, the position in space around port P at which the coupling portion 40 and the flight device 1 are released is called the release position.

[0067] In one example, the control unit 72 determines the release position based on at least one of the environmental information, including weather information, spatial information, and topographic information. The release position may be above port P, or it may be a position away from the building BLD. Furthermore, it is preferable that the release position is where the airflow is stable.

[0068] The weather information used by the control unit 72 to determine the release position is, for example, information about the airflow around port P. For example, based on the airflow (e.g., wind direction), the control unit 72 determines the release position so that the end 32b (connecting portion 40) of the linear member 30 is positioned downwind of the end 32a. In another example, the control unit 72 determines the release position based on spatial information (e.g., no-fly zones and other aircraft) so that the aircraft 1 can ascend to the air without interfering with no-fly zones and other aircraft. In yet another example, the control unit 72 determines the release position based on topographic information (e.g., the condition of buildings around the building BLD) so that a flight path that avoids surrounding high-rise buildings and densely populated areas can be selected.

[0069] In yet another example, the control unit 72 determines the release position based on the environmental information described above, such that the end 32b of the linear member 30 is positioned downwind of the end 32a, in an area that avoids no-fly zones, other aircraft, surrounding tall buildings, and densely populated areas. In yet another example, the control unit 72 determines the release position based on at least one of spatial information and topographic information when there is no need to consider meteorological conditions, such as when the wind has little effect. Note that the method for determining the release position in the control unit 72 is not limited to the examples described above.

[0070] After the release position is determined, the control unit 72 calculates the height H2 of the tower structure 20, the height of the connecting section 40 and the flight device 1, the length L3 of the linear member 30, and the position of the tower structure 20 based on this release position. Based on the position of the tower structure 20, the control unit 72 further calculates the angle at which the turntable 61 rotates.

[0071] If takeoff is possible, the control unit 72 moves the flight device 1 to the turntable 61 (step ST12 in Figure 8). The flight device 1 is moved, for example, by the navigation mechanism 12. Alternatively, the control unit 72 may move the flight device 1 by controlling a towing vehicle (not shown). Note that the movement of the flight device 1 may be performed before the takeoff confirmation (step ST11).

[0072] After the flight device 1 has moved, the control unit 72 connects the connecting portion 40 of the linear member 30 to the connecting mechanism 17 of the flight device 1 on the turntable 61, as shown in Figure 9 (step ST13 in Figure 8). In step ST13, the height H2 and length L3 of the tower structure 20 and the linear member 30 have not yet been adjusted, respectively.

[0073] After the coupling section 40 is connected to the flight device 1, the control unit 72 rotates the turntable 61 to change the position of the tower structure 20, as shown by arrow A in Figure 9 (step ST14 in Figure 8). In the example in Figure 9, the turntable 61 is rotated clockwise, but the turntable 61 may also be rotated counterclockwise. The control unit 72 rotates the turntable 61 based on the position of the tower structure 20 calculated in step ST11.

[0074] Next, the control unit 72 raises the connecting section 40 and the flying device 1, as shown in Figure 10 (step ST15 in Figure 8). In step ST15, the control unit 72 further changes the height H2 of the tower structure 20. Based on the height H2 of the tower structure 20 and the heights of the connecting section 40 and the flying device 1 calculated in step ST11, the control unit 72 raises the connecting section 40 and the flying device 1, extending the tower structure 20 upward. In step ST15, the connection between the flying device 1 and the connecting section 40 is maintained.

[0075] For example, the navigation mechanism 12 may lift the flying device 1, or the rotor blade mechanism 50 may operate simultaneously with the navigation mechanism 12 of the flying device 1 and lift it in a coordinated manner. Alternatively, the navigation mechanism 12 may lift the connecting section 40, or the rotor blade mechanism 50 may lift the connecting section 40. Then, the flying device 1 lifts off the turntable 61.

[0076] After the connecting section 40, the flight device 1, and the tower structure 20 reach a predetermined height, the control unit 72 changes the length L3 of the linear member 30 as shown in Figure 11 (step ST16 in Figure 8). The control unit 72 changes the length L3 of the linear member 30 based on the length L3 of the linear member 30 calculated in step ST11. Along with the change in length L3, the flight device 1 and the connecting section 40 are moved by the navigation mechanism 12 and the rotor blade mechanism 50, respectively. As a result, the connecting section 40 reaches the release position. In Figure 11, the release position is shown as release position P1.

[0077] For example, if the linear member 30 is flexible, the linear member 30 is extended and its length L3 is changed as the flight device 1 and connecting part 40 move. In another example, if the linear member 30 is rigid, the length L3 is changed as the main body 31 stretches.

[0078] After the coupling portion 40 reaches the release position, the control unit 72 releases the coupling portion 40 from the flight device 1, as shown in Figure 12 (step ST17 in Figure 8). As a result, the flight device 1 is detached from the coupling portion 40 at the release position.

[0079] The control unit 72 then directs the aircraft 1 toward its destination. Specifically, the control unit 72 entrusts the aircraft 1's control unit 16 with the aircraft 1's navigation after the coupling is released. For example, the timing at which the control unit 72 releases the coupling between the coupling unit 40 and the aircraft 1 may be determined based on weather information acquired after the linear member 30 has reached a predetermined length. The control unit 72 releases the coupling between the coupling unit 40 and the aircraft 1 after confirming, for example, that the surrounding airflow and weather conditions are within a predetermined range and that there are no other aircraft nearby that could potentially collide.

[0080] After the connection between the connecting section 40 and the flight device 1 is released, the withdrawal process is carried out (step ST18 in Figure 8). Step ST18 includes the control unit 72 shortening the length L3 of the linear member 30 and the control unit 72 lowering the height H2 of the tower structure 20.

[0081] The height H2 of the tower structure 20 and the length L3 of the linear member 30 may be adjusted simultaneously. Alternatively, the height H2 of the tower structure 20 may be adjusted after the length L3 of the linear member 30 is adjusted, or vice versa.

[0082] After going through the above steps ST11 to ST18, the takeoff operation is completed.

[0083] For example, if the control unit 72 determines a spatial position to release the connection between the connecting section 40 and the flying device 1 based on the wind direction described above, in step ST14, the turntable 61 is rotated, causing the flying device 1 to move downwind of the tower structure 20. Also, in step ST17, once the connection between the connecting section 40 and the flying device 1 is released, the flying device 1 is pushed by the wind from upwind to downwind, allowing it to detach from the connecting section 40 in a stable state.

[0084] Between processes ST13 and ST16, the flight device 1 is connected to the linear member 30. Specifically, the flight device 1 is connected to port P via the connecting section 40, the linear member 30, and the tower structure 20. Therefore, with system 100, the position and attitude of the flight device 1 can be stabilized during processes ST13 to ST16 of the takeoff operation. Furthermore, it can suppress shaking of the flight device 1 due to sudden gusts of wind, prevent accidents such as the flight device 1 falling from port P or colliding with port P due to gusts of wind when there is little altitude difference between port P and the flight device 1 during the liftoff operation, and improve the safety of the passenger and the operation of the flight device 1.

[0085] Here, an example is disclosed in which the control unit 72 determines the release position in process ST11, but the release position may be changed as appropriate in response to changes in environmental information. For example, the control unit 72 may acquire weather information in real time and, in response to changes in said information, may re-determine the release position in at least one of the processes from ST12 to ST16 after process ST11. In other words, the control unit 72 may recalculate the height H2 of the tower structure 20, the height of the connecting section 40 and the flight device 1, the length L3 of the linear member 30, and the angle of the turntable 61 after process ST11.

[0086] In step ST18, the control unit 72 may further implement control to avoid collision between the flight device 1 and the linear member 30 after the coupling has been released. Such control may include, for example, controlling the coupling portion 40 to move away from the flight device 1. Specifically, the control unit 72 can control the coupling portion 40 by at least one of the tower structure 20, the linear member 30, the rotor blade mechanism 50, and the adjustment means CM. For example, the control unit 72 can move the coupling portion 40 to move away from the flight device 1. This reduces the risk of collision between the flight device 1 and the coupling portion 40 after the coupling has been released.

[0087] Furthermore, boarding of the aircraft 1 by passengers takes place before process ST15. In other words, boarding of the aircraft 1 by passengers may take place on the turntable 61, in the waiting area WA (shown in Figure 2), or in the waiting area WA if it is located inside the building BLD. During boarding, the aircraft 1 may be covered by the roof 81 (shown in Figure 6).

[0088] Furthermore, while the aircraft 1 is waiting on the turntable 61 and in the waiting area WA, the aircraft 1 may be secured by other elements. For example, the aircraft 1 may have its landing gear 18 (shown in Figure 9) connected to the turntable 61 and the waiting area WA by a mechanism that allows for remote or manual securing. This improves the safety and comfort of the passenger when boarding the aircraft 1.

[0089] Furthermore, in step ST11, if the control unit 72 determines the release position, it may calculate a safe flight path from port P based on the environmental information of port P and the release position. The control unit 72 may also transmit the flight plan, including the calculated path, to the flight device 1.

[0090] Figure 13 is a flowchart showing an example of the landing process in system 100 according to this embodiment. Figures 14 to 19 are schematic diagrams showing the landing operation in system 100.

[0091] First, the control unit 72 of the control device 70 checks whether landing is possible (step ST21 in Figure 13). In step ST21, the control unit 72 may acquire environmental information of port P and determine whether landing is possible. Specifically, based on the acquired weather information, the control unit 72 determines that landing is possible if it detects that the weather conditions (e.g., wind speed, wind direction, temperature, atmospheric pressure, precipitation, snowfall, clouds, and visibility) are within a specified range. The control unit 72 may also acquire information on whether landing is possible from an external source.

[0092] In step ST21, the control unit 72 determines the position of the coupling portion 40 based on environmental information. Specifically, the control unit 72 determines the position where the coupling portion 40 and the flight device 1 are connected based on environmental information. Here, the position in space around port P where the coupling portion 40 and the flight device 1 are connected is called the connection position. In this embodiment, the connection position and the release position correspond to the position of the coupling portion 40, respectively.

[0093] In one example, the control unit 72 determines the connection position based on at least one of the environmental information, including weather information, spatial information, and topographic information. The connection position may be above port P, or it may be at a location away from the building BLD. Furthermore, it is preferable that the connection position is in a location where the airflow is stable.

[0094] The weather information used by the control unit 72 to determine the connection position is, for example, information about the airflow around port P. For example, based on the airflow (e.g., wind direction), the control unit 72 determines the connection position such that the end 32b (connecting portion 40) of the linear member 30 is located downwind of the end 32a. In another example, based on spatial information (e.g., no-fly zones and other aircraft), the control unit 72 determines the connection position so that the aircraft 1 can reach port P via a flight path that does not interfere with no-fly zones and other aircraft. In yet another example, based on topographic information (e.g., the condition of buildings around the building BLD), the control unit 72 determines the connection position so that a flight path that avoids surrounding high-rise buildings and densely populated areas can be selected.

[0095] In yet another example, the control unit 72 determines the connection position based on the environmental information described above, such that the end 32b of the linear member 30 is located downwind of the end 32a, in an area that avoids no-fly zones, other aircraft, surrounding tall buildings, and densely populated areas. In yet another example, when there is no need to consider meteorological conditions, such as when the influence of wind is small, the control unit 72 determines the connection position based on at least one of spatial information and topographic information. Note that the method for determining the connection position in the control unit 72 is not limited to the examples described above.

[0096] After the connection position is determined, the control unit 72 calculates the height H2 of the tower structure 20, the height of the connecting section 40 and the flight device 1, the length L3 of the linear member 30, and the position of the tower structure 20 based on this connection position. Based on the position of the tower structure 20, the control unit 72 further calculates the angle at which the turntable 61 will rotate.

[0097] To determine whether landing is possible, the control unit 72 may obtain the arrival time of the aircraft 1. The control unit 72 may then perform the above-mentioned determination of whether landing is possible based on the environmental information of port P at the time of arrival. Alternatively, the control unit 72 may calculate the arrival time after the aircraft 1 reaches a predetermined area, based on the position information of the aircraft 1.

[0098] If landing is possible, the control unit 72 rotates the turntable 61 in the direction indicated by arrow A, as shown in Figure 14, to change the position of the tower structure 20 (step ST22 in Figure 13). The control unit 72 rotates the turntable 61 based on the position of the tower structure 20 calculated in step ST21. In step ST22, the height H2 and length L3 of the tower structure 20 and the linear member 30 have not yet been adjusted, respectively.

[0099] Next, the control unit 72 levitates the connecting section 40 using the rotor blade mechanism 50, as shown in Figure 15 (step ST23 in Figure 13). In step ST23, the control unit 72 further changes the height H2 of the tower structure 20. Based on the height H2 of the tower structure 20 and the height of the connecting section 40 calculated in step ST21, the control unit 72 levitates the connecting section 40 and extends the tower structure 20 upward. The connecting section 40 levitates from the turntable 61, for example, by the rotor blade mechanism 50.

[0100] After the tower structure 20 and the connecting section 40 reach a predetermined height, the control unit 72 changes the length L3 of the linear member 30 as shown in Figure 16 (step ST24 in Figure 13). The control unit 72 changes the length L3 of the linear member 30 based on the length L3 of the linear member 30 calculated in step ST21. Along with the change in length L3, the connecting section 40 moves by the rotor blade mechanism 50. As a result, the connecting section 40 reaches the connection position. In Figure 16, the connection position is shown as connection position P2.

[0101] For example, if the linear member 30 is flexible, the linear member 30 is extended as the connecting portion 40 moves, and the length L3 is changed. In another example, if the linear member 30 is rigid, the length L3 is changed as the main body 31 stretches.

[0102] Once the connecting section 40 reaches the connection position and the flying device 1 reaches the predetermined position, the control unit 72 connects the connecting section 40 and the flying device 1 as shown in Figure 17 (step ST25 in Figure 13).

[0103] After the connecting section 40 and the flight device 1 are connected, the control unit 72 changes the length L3 of the linear member 30 as shown in Figure 18 (step ST26 in Figure 13). Along with the change in length L3, the flight device 1 and the connecting section 40 are moved by the navigation mechanism 12 and the rotor mechanism 50, respectively. As a result, the flight device 1 reaches above the turntable 61.

[0104] For example, if the linear member 30 is flexible, the linear member 30 is wound up as the flight device 1 and connecting part 40 move, changing its length L3. In another example, if the linear member 30 is rigid, the length L3 is changed as the main body 31 contracts.

[0105] Next, the control unit 72 lowers the connecting section 40 and the flight device 1, as shown in Figure 19 (step ST27 in Figure 13). In step ST27, the control unit 72 further retracts the tower structure 20. In step ST27, the connection between the flight device 1 and the connecting section 40 is maintained.

[0106] As the tower structure 20 contracts, the upward lift force generated by the rotor mechanism 121 is also weakened, causing the flight device 1 to descend. For example, as the navigation mechanism 12 lowers the flight device 1 and the rotor mechanism 50 weakens the lift force of the connecting section 40, the connecting section 40 and the flight device 1 descend while maintaining their stable attitude in a connected state. Then, as shown in Figure 20, the flight device 1 lands on the turntable 61. In accordance with the change in the height H2 of the tower structure 20, the control unit 16 of the flight device 1 and the control unit 72 of the support device 2 work together to control the flight device 1 so that it can land on the turntable 61 at an appropriate descent speed while maintaining a stable attitude.

[0107] The landing operation is completed after going through the above steps ST21 to ST27.

[0108] Here, we will describe an example of the coupling operation between the coupling section 40 and the flight device 1 in process ST25. Figure 21 is a diagram illustrating an example of the coupling operation.

[0109] In this coupling operation, two cases are conceivable: one in which the coupling unit 40 waits first at the coupling position and the flying device 1 moves to the waiting coupling unit 40, and another in which the flying device 1 waits first at the coupling position and the coupling unit 40 moves to the waiting flying device 1. Here, we will explain the former case.

[0110] First, after the coupling section 40 reaches the coupling position, the control unit 72 permits the flight device 1 to approach the coupling position. If weather conditions or other airflow constraints make it difficult for the coupling section 40 to wait at the coupling position, the control unit 72 may calculate and specify a new coupling position.

[0111] Next, the control unit 72 brings the flight device 1 closer to the coupling unit 40 and adjusts their respective heights and attitudes. Then, the control unit 72 performs alignment to bring the interface 41 of the coupling unit 40 and the interface 171 of the coupling mechanism 17 closer together. For example, auxiliary elements 42 of the coupling unit 40 may be used for this alignment. The interface 41 of the coupling unit 40 and the interface 171 of the coupling mechanism 17 of the flight device 1 may be equipped with guide mechanisms that allow for misalignment (deviation in the direction of the central axes of both) and positional deviations during the connection process.

[0112] Subsequently, when the interface 41 of the connecting section 40 and the interface 171 of the connecting mechanism 17 come into contact, the control unit 72 connects the connecting section 40 and the aircraft 1. For example, when the aircraft 1 is brought close to the connecting section 40 from the downwind side, the attitude of the aircraft 1 stabilizes, and the connection operation between the connecting section 40 and the aircraft 1 is performed stably.

[0113] Furthermore, at least one of the flight device 1 and the connecting part 40 may have an arm (not shown) that can be actively activated to capture or grasp the other when it has approached to an appropriate distance. After the flight device 1 or the connecting part 40 is held by the arm, the connecting part 40 and the flight device 1 may be connected. Alternatively, the above-described coupling operation may be performed by the flight device 1 acquiring positional information of the connecting part 40 and the control unit 16 of the flight device 1 controlling the navigation mechanism 12.

[0114] For example, if the control unit 72 determines the connection position between the connecting section 40 and the flying device 1 based on the wind direction described above, in step ST22, the turntable 61 is rotated, causing the connecting section 40 to move downwind of the tower structure 20. In step ST24, the linear member 30 is located downwind of the tower structure 20. In this case, focusing on the flying device 1, the flying device 1 can fly from downwind to upwind towards the connecting section 40.

[0115] Furthermore, in step ST21, if the control unit 72 has determined the coupling position, it may calculate an approach path to port P based on the environmental information of port P and the release position. The control unit 72 may also transmit a flight plan including the calculated path to the flight device 1.

[0116] In this embodiment, an example is disclosed in which the takeoff operation (steps ST11 to ST18 in Figure 8) and the landing operation (steps ST21 to ST27 in Figure 13) are mainly performed by the control unit 72 of the control device 70. However, at least one step may be performed by the control unit 16 of the flight device 1. For example, in the landing operation, the control unit 16 of the flight device 1 may calculate an approach path to port P based on the coupling position and control the navigation mechanism 12 along the approach path.

[0117] Furthermore, at least one of the takeoff operations (steps ST11 to ST18 in Figure 8) and landing operations (steps ST21 to ST27 in Figure 13) may be performed by manual operation by the crew. Also, depending on the release and coupling positions, at least one of the steps ST14, ST15, ST16 in Figure 8, or at least one of the steps ST22, ST23, ST24, ST26, ST27 in Figure 13 may not be performed.

[0118] The support device 2, configured as described above, includes a linear member 30 and a levitation means FM provided on the linear member 30 for raising the connecting portion 40. The flight device 1 can connect to or disconnect from the connecting portion 40 when it is levitating.

[0119] Since the connecting section 40 is located at the end 32b of the linear member 30, the aircraft 1 is connected to the port P via the linear member 30 when it is connected to the connecting section 40. When the aircraft 1 is connected to the connecting section 40, its position and attitude are stabilized. Specifically, the aircraft 1 becomes less susceptible to the effects of wind, and is less likely to be swayed vertically or horizontally even when wind conditions change or when gusts occur. Furthermore, the stability of the position and attitude of the aircraft 1 improves its safety. Moreover, the stability of the position and attitude of the aircraft 1 also improves the comfort and safety of the passengers.

[0120] In this embodiment, the flight device 1 is connected to the coupling section 40 while moving from port P to the release position and while moving from the coupling position to port P. This improves the stability of the position and attitude of the flight device 1 during takeoff and landing operations. From another perspective, by making the flight device 1 less susceptible to the effects of wind and other factors, the range of weather conditions in which the flight device 1 can take off and land can be expanded. Specifically, in this embodiment, the constraints (mainly weather conditions such as wind) on the flight device 1 during takeoff and landing can be relaxed.

[0121] As shown in Figure 2, the building's BLD is surrounded by an upper region A1 and a lateral region A2. Each of these regions A1 and A2 has different conditions such as airflow, wind speed, wind force, and wind direction, and these conditions change depending on the weather or season. Therefore, the optimal position for takeoff and landing of the aircraft 1 may vary depending on the season and time of day.

[0122] In this embodiment, at least one of the following can be changed: the height of the connecting portion 40, the length L3 of the linear member 30, the height H2 of the tower structure 20, and the position of the tower structure 20. Specifically, in this embodiment, as described in Figures 8 and 13, the control unit 72 determines the release position and the connection position based on environmental information. In other words, in this embodiment, since the release position and the connection position are not constrained to the same point in space, a position where takeoff and landing are possible can be selected at the timing of takeoff and landing.

[0123] For example, in this embodiment, the optimal release position or coupling position can be determined while avoiding areas where the airflow is unstable during the takeoff and landing of the aircraft 1, and the takeoff or landing operation can be performed.

[0124] Since the possible takeoff and landing positions are determined at the time of takeoff and landing, the weather conditions under which the aircraft 1 can take off and land are relaxed, and the frequency of operation of the aircraft 1 can be increased. For example, when the aircraft 1 is used as a flying taxi, the frequency of the aircraft 1 being suspended due to weather conditions can be reduced.

[0125] Furthermore, in places where weather conditions vary greatly depending on the season, such as cities in Asia including Japan, frequent flight cancellations due to weather conditions may make it difficult to operate the aircraft 1 stably. Because the aircraft 1 is extremely lightweight for its size, even on a clear day, if the wind is slightly strong, it may not even be possible to safely park it on the roof of a building, making it difficult and dangerous for passengers to board and disembark, and also making safe takeoff and landing of the aircraft 1 difficult. Such operational problems can prevent the enjoyment of the economic and social potential of the aircraft 1. With the system 100 in this embodiment, the aircraft 1 can be operated stably, so the economic and social potential of the aircraft 1 can be fully realized.

[0126] By applying the support device 2 according to this embodiment to an existing helipad, the helipad can be converted into a port that is suitable for the characteristics of the aircraft 1, thereby improving the efficiency and safety of the aircraft 1's operation.

[0127] Furthermore, in this embodiment, the levitation means FM includes a rotor blade mechanism 50 provided on the connecting portion 40. By providing the rotor blade mechanism 50 on the connecting portion 40, the position of the connecting portion 40 can be flexibly adjusted. This ensures that the connection operation between the connecting portion 40 and the flight device 1 can be reliably performed.

[0128] Furthermore, in this embodiment, the support device 2 includes a direction control device 60 which includes a turntable 61. When the turntable 61 rotates 360 degrees, the end 32b (connecting portion 40) can be positioned downwind of the end 32a depending on the wind direction. This allows the takeoff and landing operations of the aircraft 1 to be performed in the optimal wind direction. In other words, takeoff and landing operations under conditions where there is a crosswind relative to the aircraft 1 can be avoided.

[0129] In this embodiment, an example is disclosed in which port P is installed on the roof of a building BLD, but port P can be installed in various locations. In one example, port P may be installed on the deck of a ship. In this case, the aircraft 1 can transport passengers from the ship to a land destination or to another ship for a sightseeing flight. When port P is installed in a moving location such as a ship, the above-mentioned coupling and uncoupling positions may be defined as relative positions to the ship. In another example, port P may be installed in a mountainous region, such as near a mountaintop, on a ridge, or near a mountain hut. Even in places where relatively strong winds blow steadily, such as at sea or in the mountains, or where weather conditions change frequently depending on the season and time of day, the system 100 can provide opportunities for stable takeoff or landing of the aircraft 1.

[0130] With the system 100, support device 2, flight device 1, and support method configured as described above, the stability of the flight device 1 during takeoff or landing can be improved. In addition, various other desirable effects can be obtained from this embodiment.

[0131] Furthermore, in this embodiment, if the linear member 30 is rigid, the height of the linear member 30 may be adjusted by adjusting the height H2 of the tower structure 20. In this case, the tower structure 20 can become a levitation means FM. In this embodiment, an example in which a rotor blade mechanism 50 is provided at the connecting portion 40 is disclosed, but the rotor blade mechanism 50 is not required.

[0132] Other examples applicable to the system 100 according to this embodiment are described below.

[0133] Figure 22 shows another example applicable to the linear member 30. The linear member 30 may further have a movable wing 35. The movable wing 35 is located at end 32b, but may be located at end 32a, or between end 32a and end 32b. The movable wing 35 is configured to be movable by, for example, a control device 70. The control device 70 can adjust the airflow around the movable wing 35 and adjust the lift force acting on the connecting portion 40.

[0134] The linear member 30 may further have an expandable portion 36. The expandable portion 36 is, for example, a part of the main body 31 on the end 32b side that expands and contracts. The expandable range (length) of the expandable portion 36 is changed as appropriate. For example, in the coupling operation in process ST25, the linear member 30 can accommodate the movement of the flight device 1 in the expansion and contraction direction by the expandable portion 36.

[0135] Furthermore, if the port P is provided on a ship, the linear member 30 may have a function to absorb the effects of the ship's motion caused by waves by the expansion and contraction of the expandable portion 36. This function allows the connecting portion 40 to stably control the relative position between the connecting portion 40 and the flight device 1 when connecting to or disconnecting from the connecting portion 40.

[0136] Furthermore, the end portion 32a and the upper end portion 20a of the tower structure 20 may have a joint mechanism 37 that is movable in the vertical and horizontal directions. This further improves the mobility of the linear member 30.

[0137] Figure 23 shows yet another example applicable to the linear member 30. In the example shown in Figure 23, the linear member 30 is flexible. Since the flying device 1 can float and descend on its own, the linear member 30 does not need to have the strength (rigidity) to support the flying device 1 in the vertical direction.

[0138] The main body 31 of the linear member 30 comprises at least one buoyancy body 311 and a connecting line 313. There may be multiple buoyancy bodies 311. The buoyancy bodies 311 can float by aerodynamic forces generated, for example, by wind, and the aerodynamic forces can change their orientation and generate forces to maintain the shape of the main body 31 of the linear member 30 in a desired shape. The planar shape of the buoyancy bodies 311 is, for example, a polygon. The connecting line 313 connects the multiple buoyancy bodies 311 at predetermined intervals. The connecting line 313 is, for example, a wire.

[0139] For example, the control unit 72 raises or lowers the connecting section 40 by controlling the line 315 (shown in Figure 23) connecting the tower structure 20 and the lowermost buoyancy body 311, as well as each of the buoyancy body 311 itself. The buoyancy body 311 may have an angle adjustment mechanism (for example, the movable wing 35 described above), although it is not shown.

[0140] The control unit 72 controls the angle adjustment mechanism and the line 315 to adjust the angle of the levitation body 311 and the tension of the connecting line 313, thereby controlling the height and attitude of the connecting section 40. In the example shown in Figure 23, a rotor blade mechanism 50 may also be provided on the connecting section 40. This allows the control unit 72 to generate levitation force using the rotor blade mechanism 50. In this case, the control unit 72 may control the levitation body 311 and the rotor blade mechanism 50 in cooperation so that the connecting section 40 and the connecting line 313 of the linear member 30 remain stably levitating in space.

[0141] Furthermore, the control unit 72 controls the buoyancy body 311 based on environmental information, making it possible to change the main body 31 to any shape using the aerodynamic force generated by the buoyancy body 311, and also to suppress the main body 31 from sagging due to gravity or other factors.

[0142] In the example shown in Figure 23, the length L3 is adjusted by winding up the linear member 30. In the example shown in Figure 23, the buoyancy body 311 and the connecting line 313 may correspond to the buoyancy means FM.

[0143] In the example shown in Figure 23, during step ST26 in Figure 13, the linear member 30 is gradually wound up into the wind, causing a moderate tensile force to act on the linear member 30. This stabilizes the position and attitude of the flying device 1 due to the force of the wind, reducing the risk of the flying device 1 colliding with port P.

[0144] Furthermore, the linear member 30 may be configured to switch between a first state in which it is rigid when connected to the flight device 1, and a second state in which it is flexible when the connection is released. In one example, the main body 31 of the linear member 30 has a tubular shape like a hose. The control unit 72 may switch between the first state and the second state by adjusting the internal pressure of the linear member 30. Also, the linear member 30 may, if necessary, be in a second state in which it is somewhat flexible even when connected to the flight device 1.

[0145] Furthermore, in this embodiment, the system 100 comprises two support devices 2, but the system 100 may also comprise one support device 2. Also, in this embodiment, the support device 2 comprises one tower structure 20 and one linear member 30, but the system is not limited to this example.

[0146] Figures 24 and 25 show other configuration examples of the support device 2. The support device 2 may include a plurality of tower structures 20 and a plurality of linear members 30 connected to each of the tower structures 20, as shown in the examples in Figures 24 and 25.

[0147] In the example shown in Figure 24, there are two tower structures 20 and two linear members 30, while in the example shown in Figure 25, there are three tower structures 20 and three linear members 30. The multiple linear members 30 are, for example, flexible. In these cases, the multiple linear members 30 are connected (shared) to, for example, one connecting section 40. The multiple linear members 30 may be configured to further ensure the stability of the position and attitude of the connecting section 40 and the flight device 1 when connected.

[0148] Figures 26 and 27 show yet another configuration example of the support device 2. The support device 2 in Figures 26 and 27 differs from the support device 2 in Figures 24 and 25 in that it further comprises at least one linear member 30A extending from the turntable 61. In the example in Figure 26, one linear member 30A extends from the turntable 61, and in the example in Figure 27, two linear members 30A extend from the turntable 61. The bodies 31 of these linear members 30, 30A are, for example, flexible. In the examples in Figures 26 and 27, as in the examples in Figures 24 and 25, the bodies 31 of the linear members 30, 30A are connected to a single connecting portion 40.

[0149] The main body 31 of the linear member 30A connects the turntable 61 and the connecting portion 40. This main body 31 is connected to, for example, a winding machine (not shown) including a motor located below the turntable 61. In the illustrated example, the linear member 30A extends from the vicinity of the tower structure 20, but the position from which the linear member 30A extends from the turntable 61 can be changed as appropriate.

[0150] In the examples shown in Figures 26 and 27, the aircraft 1 generates a lift force that significantly exceeds the force of the surrounding wind, and the main body 31 pulls the aircraft 1 from the turntable 61 with a large tensile force that balances this force, allowing the aircraft 1 to be lowered or raised. This further stabilizes the position and attitude of the aircraft 1 during takeoff and landing. Specifically, even if aerodynamic forces such as unexpected gusts of wind act on the aircraft 1 due to the surrounding airflow, by keeping the winding speed of the winding machine (not shown) that winds up the main body 31 of the linear member 30A constant, it is possible to suppress the aircraft 11 from being affected by the airflow and causing it to sway. This further improves the safety of the aircraft 1 during takeoff and landing. In other words, the linear member 30 and the linear member 30A can stabilize the connecting part 40 and the aircraft 1 connected thereto.

[0151] Furthermore, the support device 2 may have multiple linear members 30 arranged around a single tower structure 20, and these multiple linear members 30 may be configured to interlock. When the support device 2 comprises multiple tower structures 20, the height H2 of the tower structures 20 and the length L3 of the linear members 30 may be different.

[0152] The embodiments described above do not limit the scope of the invention to the configurations disclosed in the embodiments. The present invention can be implemented in various other forms. The configurations disclosed in the embodiments and their variations are included within the scope of the invention and its equivalents as described in the claims.

[0153] Examples of support devices, support methods, and flight devices that can be obtained from the configurations disclosed herein are listed below. [Note 1] A support device for assisting at least one of the takeoff and landing of an aircraft at the port of the aircraft, A linear member having a first end connected to the port and a second end including a connecting portion that can be connected to the flying device, The system includes a levitation means for raising the aforementioned connecting portion. Support equipment. [Note 2] The levitation means includes a rotor blade mechanism provided at the second end, Support device as described in Appendix 1. [Note 3] The linear member is configured to allow adjustment of the length from the first end to the second end. Support devices as described in Appendix 1 or Appendix 2. [Note 4] The port is further provided with a tower structure that extends upward, The tower structure is connected to the first end, A support device as described in any one of the appendices 1 to 3. [Note 5] The tower structure is arranged and further includes a direction control device for changing the position of the tower structure in the port. Support devices as described in Appendix 4. [Note 6] The directional control device includes a turntable that is rotatable about the upward-extending central axis, The tower structure is positioned away from the central axis. Support devices as described in Appendix 5. [Note 7] The tower structure is configured to allow adjustment of its height from the port. A support device as described in any one of the appendices 4 to 6. [Note 8] The system further includes a control device for determining the position of the connecting portion around the port based on information about the port's surroundings. A support device as described in any one of the appendices 1 to 7. [Note 9] The aforementioned information includes the wind direction around the port, The control device determines the position of the connecting portion downwind of the first end based on the wind direction. Support devices as described in Appendix 8. [Note 10] A support method applicable to a support device comprising a linear member having a first end connected to a port of a flight device and a second end including a connecting portion connectable to the flight device, and a levitation means for raising the connecting portion, The aforementioned connecting part and the aforementioned flying device are connected, After the connection between the connecting portion and the flying device, the connecting portion is lifted by the levitation means as the flying device lifts off from the port. This includes releasing the connection between the connecting part and the flying device after the connecting part and the flying device have lifted off. How to help. [Note 11] The further step includes changing the length of the linear member after the connecting portion and the flying device have lifted off. Support methods as described in Appendix 10. [Note 12] A support method applicable to a support device comprising a linear member having a first end connected to a port of a flight device and a second end including a connecting portion connectable to the flight device, and a levitation means for raising the connecting portion, The levitation means lifts the connecting portion away from the port, After the connecting portion has risen, the connecting portion and the flight device are connected. After connecting the connecting portion and the flight device, the connecting portion is lowered as the flight device descends towards the port. How to help. [Note 13] After the connecting portion and the flying device have lifted off, the length of the linear member is changed. The further step includes changing the length of the linear member after connecting the connecting portion and the flying device. Support methods as described in Appendix 12. [Note 14] The further includes determining the position of the connecting portion around the port based on information about the port's surroundings. The support method described in any one of the appendices 10 to 13. [Note 15] The aforementioned information includes the wind direction around the port, The above determination includes positioning the connecting portion downwind of the first end based on the wind direction. Support methods as described in Appendix 14. [Note 16] The support device described in Appendix 1 is equipped with a connecting mechanism that can be connected to the aforementioned connecting portion, flight equipment. [Explanation of Symbols]

[0154] 1...Flight device, 2...Support device, 11...Aircraft, 12...Navigation mechanism, 13...Drive unit, 14...Information acquisition unit, 15...Communication unit, 16...Control unit, 17...Coupling mechanism, 20...Tower structure, 20a...Upper end, 30...Linear member, 31...Main body, 32a,32b...End, 40...Coupling unit, 50...Rotor-wing mechanism, 51...Rotor-wing, 52...Arm, 53...Drive unit, 54...Control unit, 55...Information acquisition unit, 60...Direction control device, 61...Turntable, 70...Control device, 71...Communication unit, 72...Control unit, 100...System, 110...Cabin, BLD...Building, FM...Levitation means, P...Port.

Claims

1. A support device for stabilizing the position and attitude of an aircraft at the port of the aircraft during at least one of takeoff and landing, A tower structure that extends upwards, A direction control device for changing the position of the tower structure at the port, A linear member having a first end that connects to the tower structure and a second end that includes a connecting portion that can be connected to the coupling mechanism of the flying device, The device includes a rotor mechanism or movable blade provided at the second end, and a levitation means for raising the connecting portion, The directional control device includes a turntable in which the tower structure is positioned away from the central axis, and which is rotatable about the upward-extending central axis. Support equipment.

2. The linear member is configured to allow adjustment of its length from the first end to the second end. The support device according to claim 1.

3. The tower structure is configured to allow adjustment of its height from the port. The support device according to claim 1.

4. Further comprising adjustment means for avoiding collision between the flight device and the connecting portion, The support device according to claim 1.

5. Further comprising a windshield positioned outside the turntable and covering at least a portion of the flight device, The support device according to claim 1.

6. The system further includes a control device for determining the position of the connecting portion around the port based on information about the port's surroundings. The support device according to any one of claims 1 to 5.

7. The aforementioned information includes the wind direction around the port, The control device changes the position of the tower structure by rotating the turntable based on the wind direction, and determines the position of the connecting portion downwind from the first end. The support device according to claim 6.

8. The control device determines the position of the connecting portion by further changing at least one of the length of the linear member and the height of the tower structure based on the information. The support device according to claim 7.

9. A support method applicable to the support device described in Claim 1, Based on the information surrounding the port, the position of the connecting portion around the port is determined. The aforementioned connecting part and the aforementioned flying device are connected, The position of the tower structure is changed by rotating the turntable based on the position of the connecting portion. After the connection between the connecting portion and the flying device, the connecting portion is lifted by the levitation means as the flying device lifts off from the port. This includes releasing the connection between the connecting part and the flying device after the connecting part and the flying device have lifted off. How to help.

10. The further step includes changing the length of the linear member after the connecting portion and the flying device have lifted off. The support method according to claim 9.

11. Further comprising changing the height of the tower structure when the connecting portion and the flying device take off, The support method according to claim 9.

12. After the connection between the connecting portion and the flight device is released, the connecting portion is separated from the flight device by an adjustment means for the connecting portion, The support method according to any one of claims 9 to 11.

13. A support method applicable to the support device described in Claim 1, Based on the information surrounding the port, the position of the connecting portion around the port is determined. The position of the tower structure is changed by rotating the turntable based on the position of the connecting portion. The levitation means lifts the connecting portion away from the port, After the connecting portion has risen, the connecting portion and the flight device are connected. After connecting the connecting portion and the flight device, the connecting portion is lowered as the flight device descends towards the port. How to help.

14. After the connecting portion and the flying device have lifted off, the length of the linear member is changed. The further step includes changing the length of the linear member after connecting the connecting portion and the flying device. The support method according to claim 13.

15. When the connecting portion floats up, the height of the tower structure is changed, The further includes changing the height of the tower structure when the connecting section and the flying device descend. The support method according to claim 13 or 14.

16. The aforementioned information includes the wind direction around the port, The above determination includes positioning the connecting portion downwind of the first end based on the wind direction. The support method according to claim 9 or 13.

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