Landing device, takeoff / landing system, and control method of landing device

Abstract

[Problem] To enable a flight body to land more reliably on a takeoff / landing surface and then enable the flight body to independently take off. [Solution] This landing device for a flight body comprises a first member and a second member, each of which has a takeoff / landing surface. The first member comprises, on the takeoff / landing surface side, a first function unit capable of restraining a landing unit for the flight body, and the second member does not comprise, on the takeoff / landing surface side, the first function unit. At least one of the first member and the second member is provided so as to be displaceable.

Description

Landing gear, takeoff and landing system, and landing gear control method

[0001] The present disclosure relates to landing gear, take-off and landing systems, and methods for controlling landing gear.

[0002] In recent years, development of a variety of services using air vehicles (hereinafter collectively referred to as "air vehicles") such as drones and unmanned aerial vehicles (UAVs) has been progressing. For example, air vehicles (hereinafter collectively referred to as "multicopters"), which are generally called multicopters and have multiple propellers and are capable of vertical takeoff and landing, require a smaller area for takeoff and landing than air vehicles that require runways, and are therefore suitable for applications such as home delivery and surveys.

[0003] The environment of takeoff and landing surfaces varies greatly depending on the operational environment. For example, in a windless environment, it is easy to land on a stationary flat surface. On the other hand, landing of an aircraft is difficult in bad weather or when the landing surface is located in a place that moves or oscillates (e.g., on a moving object such as a vehicle, aircraft, or ship). Specifically, landing on a place that oscillates in various directions and is not in a constant position, such as a ship, can cause the aircraft to tip over or make it difficult to determine whether it has landed. Therefore, for example, Patent Document 1 discloses a drone port intended to prevent the aircraft from capsizing after landing.

[0004] Japanese Patent Application Laid-Open No. 2022-082189

[0005] However, when providing services such as delivery, there are cases where systems such as automated navigation and autonomous flight are used to reduce manpower. In such cases, the aircraft may take off again after landing. In such cases, if the aircraft is not released from the landing surface after landing, work by personnel, for example, is required, which results in the difficulty of achieving the labor-saving effect.

[0006] In view of such circumstances, one object is to provide a landing device that enables an aircraft to land more reliably on a takeoff and landing surface and then take off independently.

[0007] According to the present disclosure, there is provided a landing gear for an aircraft, the landing gear comprising a first member and a second member, the first member and the second member each having a take-off and landing surface, the first member comprising a first functional part on the take-off and landing surface side that can restrain the landing section of the aircraft, the second member not comprising the first functional part on the take-off and landing surface side, and at least one of the first member and the second member being arranged to be displaceable.

[0008] Furthermore, according to the present disclosure, there is provided a takeoff and landing system for an aircraft, comprising: a landing gear; and a control device; the landing gear comprising a first member and a second member, each of the first member and the second member having a takeoff and landing surface; the first member comprising a first functional unit capable of restraining the landing section of the aircraft on the takeoff and landing surface side; the second member not comprising the first functional unit on the takeoff and landing surface side; at least one of the first member and the second member being displaceable; and the control device, when the aircraft is positioned on the takeoff and landing surface, moving at least one of the first member and the second member so that the second member protrudes above the first member, or rotating the first member below the takeoff and landing surface.

[0009] Furthermore, according to the present disclosure, there is provided a takeoff and landing system for an aircraft, comprising: a landing gear; and a control device; the landing gear comprising a first member and a second member; the first member and the second member each having a takeoff and landing surface; the first member comprising a first functional unit on the takeoff and landing surface side that is capable of restraining the landing section of the aircraft; the second member not comprising the first functional unit on the takeoff and landing surface side; at least one of the first member and the second member being displaceable; and the control device, when the aircraft lands, moving at least one of the first member and the second member so that the first member protrudes above the second member or so that the upper end of the first member and the upper end of the second member are aligned.

[0010] The present disclosure also provides a method for controlling a landing gear of an aircraft, the landing gear comprising a first member and a second member, each of the first member and the second member having a takeoff and landing surface, the first member comprising a first functional unit capable of restraining the landing section of the aircraft on the takeoff and landing surface side, the second member not comprising the first functional unit on the takeoff and landing surface side, at least one of the first member and the second member being arranged to be relatively displaceable, the landing section of the aircraft being restrained by the first functional unit of the first member when the first member is protruding above the second member or when the upper end of the first member and the upper end of the second member are aligned, and by moving at least one of the first member and the second member so that the second member protrudes above the first member, the landing section of the aircraft and the first functional unit of the first member are separated.

[0011] Other problems and solutions disclosed in this application will be made clear in the section on preferred embodiments of the invention and the drawings.

[0012] According to the present disclosure, it is possible to provide a landing gear that improves the landing success rate of an aircraft by using a restraining member provided in the landing gear and that enables the aircraft to take off again after contact by displacing a movable member, and thus can be used in applications requiring automatic takeoff.

[0013] 1. A conceptual diagram of a landing gear according to the present disclosure, as seen from above. 2. A side view of the landing gear of FIG. 1 and the aircraft performing landing in an acceptance step. 3. A side view of the aircraft of FIG. 2 when it has landed. 4. Another conceptual diagram of a landing gear according to the present disclosure, as seen from above. 5. A side view of the landing gear according to the present disclosure during a release step. 6. Another side view of the landing gear according to the present disclosure during a release step. 7. An enlarged side view of functional parts provided with the landing gear and the aircraft. 8. A top view of the aircraft when it has landed on the landing gear. 9. A B-B' cross-sectional view of the landing gear of FIG. 9. 10. A perspective view of an example of a configuration of the first member and the second member of the landing gear according to the present disclosure. 11. A C-C' cross-sectional view of the landing gear of FIG. 11. 12. A perspective view of an example of a configuration of the first member and the second member of the landing gear according to the present disclosure. 13. A D-D' cross-sectional view of the landing gear of FIG. 13. 14. A perspective view of an example of a configuration of the first member and the second member of the landing gear according to the present disclosure. 15. A E-E' cross-sectional view of the landing gear of FIG. 15. 16. A top view of an example of a configuration of the first member and the second member of the landing gear according to the present disclosure. 17. A perspective view of the landing gear of FIG. 17. 17. A cross-sectional view along F-F' of the landing gear of FIG. 17. A perspective view showing an example configuration of a first member and a second member of a landing gear according to the present disclosure. A cross-sectional view along G-G' of the landing gear at the release step of FIG. 20. A cross-sectional view along G-G' of the landing gear of FIG. 20. A conceptual diagram of an aircraft seen from above. A bottom view of the aircraft of FIG. 23. A functional block diagram of the aircraft of FIG. 1. A side view of a ship. A front view of the ship of FIG. 26. A top view of the ship of FIG. 26. A front view of the ship of FIG. 26 when rolling in the roll direction. A conceptual diagram of another landing gear and an aircraft performing a landing according to the present disclosure seen from the side. A conceptual diagram of the aircraft of FIG. 30 seen from the top. A conceptual diagram of another landing gear and an aircraft performing a landing according to the present disclosure seen from the side. A side view of the landing gear at the release step of FIG. 32.

[0014] The details of embodiments of the present invention will be listed and explained. The technology according to the embodiments of the present invention has the following configuration. (Item 1) A landing gear for an aircraft, wherein the landing gear comprises a first member and a second member, each of the first member and the second member having a takeoff and landing surface, the first member comprising a first functional unit capable of restraining the landing unit of the aircraft on the takeoff and landing surface side, the second member not comprising the first functional unit on the takeoff and landing surface side, and at least one of the first member and the second member being displaceable. (Item 2) The landing gear according to Item 1, wherein at least one of the first member and the second member is movably arranged on the takeoff and landing surface so that the first member is positioned higher than the second member. (Item 3) The landing gear according to Item 1 or 2, wherein at least one of the first member and the second member is movably arranged on the takeoff and landing surface so that the second member is positioned higher than the first member. (Item 4) The landing gear according to any one of items 1 to 3, wherein the first member and the second member are arranged parallel to one another in any in-plane direction of the takeoff and landing surface. (Item 5) The landing gear according to any one of items 1 to 3, wherein the first member and the second member are arranged in a houndstooth pattern when the takeoff and landing surface is viewed from above. (Item 6) The landing gear according to any one of items 1 to 5, further comprising a control device that controls movement of at least one of the first member and the second member, wherein the control device moves at least one of the first member and the second member so that the second member protrudes above the first member when the aircraft is positioned on the takeoff and landing surface.(Item 7) The landing gear according to any one of items 1 to 6, further comprising a control device that controls movement of at least one of the first member and the second member, wherein the control device moves at least one of the first member and the second member so that the first member protrudes above the second member or so that an upper end of the first member and an upper end of the second member are aligned when the aircraft lands. (Item 8) The landing gear according to any one of items 1 to 7, further comprising a control device that is capable of controlling the first member to rotate about a horizontal direction, wherein the control device rotates the first member downward from the takeoff and landing surface when the aircraft takes off. (Item 9) The landing gear according to any one of items 1 to 8, wherein the first functional unit is constituted by a hook-and-loop fastener. (Item 10) A takeoff and landing system for an aircraft, comprising: a landing gear; and a control device; the landing gear comprises a first member and a second member, each of which has a takeoff and landing surface; the first member comprises a first functional unit on the takeoff and landing surface side that can restrain the landing section of the aircraft; the second member does not comprise the first functional unit on the takeoff and landing surface side; at least one of the first member and the second member is displaceable; and the control device, when the aircraft is positioned on the takeoff and landing surface, moves at least one of the first member and the second member so that the second member protrudes above the first member, or rotates the first member below the takeoff and landing surface.(Item 11) A takeoff and landing system for an aircraft, comprising: a landing gear; and a control device; the landing gear comprises a first member and a second member, each of which has a takeoff and landing surface; the first member comprises a first functional unit on the takeoff and landing surface side that can restrain the landing section of the aircraft; the second member does not comprise the first functional unit on the takeoff and landing surface side; at least one of the first member and the second member is displaceable; and the control device moves at least one of the first member and the second member so that the first member protrudes above the second member or so that the upper end of the first member and the upper end of the second member are aligned when the aircraft lands. (Item 12) A method for controlling a landing gear of an aircraft, wherein the landing gear comprises a first member and a second member, each of the first member and the second member having a takeoff and landing surface, the first member having a first functional unit capable of restraining the landing section of the aircraft on the takeoff and landing surface side, the second member not having the first functional unit on the takeoff and landing surface side, at least one of the first member and the second member being relatively displaceable, the landing section of the aircraft is restrained by the first functional unit of the first member when the first member protrudes above the second member or when an upper end of the first member and an upper end of the second member are aligned, and the landing section of the aircraft and the first functional unit of the first member are separated by moving at least one of the first member and the second member so that the second member protrudes above the first member.

[0015] <Details of the embodiment according to the present invention> A landing gear, a landing gear control method, etc. according to a first embodiment of the present disclosure will be described below with reference to the drawings. Note that the "landing gear" in this disclosure refers to a device used for landing an aircraft such as a multicopter or a VTOL (Vertical Take-Off and Landing) aircraft. The use of the landing gear is not limited to landing an aircraft, but may also be a device for taking off such an aircraft.

[0016] <Details of the First Embodiment>

[0017] 1 to 3, 7, and 8, the landing gear 160 according to this embodiment is a landing gear including a takeoff and landing surface 165 configured using at least a first member 162. The takeoff and landing surface 165 may further be configured using a second member 163.

[0018] The first member 162 has a first functional unit 164 that can at least temporarily restrain the aircraft 100 and then release it again. The second member 163 does not have the first functional unit 164. The restraining function provided by the first functional unit 164 can be achieved by means of, for example, a hook-and-loop fastener, magnetic attachment by a magnet, or adhesion by an elastic adhesive, but is not limited to these. In addition, the ground contact member 131 (which functions as, for example, the landing part of the aircraft 100) provided on the aircraft 100 has a second functional unit 132 on the ground side that can be restrained by the first functional unit 164.

[0019] When the first functional part 164 and the second functional part 132 are fastened to each other by a hook and loop fastener mechanism, one of them may have a hook surface and the other a loop surface, or both of them may have both a hook and a loop surface. In this case, the hook and loop fastener may have a sawtooth or mushroom shape, etc.

[0020] The shape of the takeoff and landing surface 165 is not particularly limited, but may be, for example, flat or cone-shaped, and is preferably a shape suitable for the landing or takeoff of the aircraft. The landing gear 160 may also include a frame member 161 for supporting the takeoff and landing surface 165 to ensure the rigidity and stability of the takeoff and landing surface 165 and to install the takeoff and landing surface 165 at a predetermined height. When the landing gear 160 is connected to a moving body or structure such as a truck or a ship, the landing gear 160 is secured so as to prevent it from unintentionally falling off the moving body or structure at least when the aircraft 100 takes off or lands. Similarly, when the landing gear 160 is secured to the ground, for example, it is secured using anchors, weights, or the like to prevent it from tipping over or tilting due to climatic conditions or impacts associated with the takeoff and landing of the aircraft 100.

[0021] The first member 162 and the second member 163 are independent of each other. At least one of the first member 162 and the second member 163 is movable. The direction of movement may be perpendicular (i.e., Z direction) to the takeoff and landing surface 165 (i.e., XY plane). Furthermore, the first member 162 or the second member 163 can move in one or more directions, rotate about one or more axes, etc. (hereinafter collectively referred to as displacement). One of the first member 162 and the second member 163 may be fixed.

[0022] The landing gear 160 includes at least a restraining step for restraining the aircraft and a release step for terminating the restraint of the aircraft and allowing it to take off or move again. The step change is performed automatically or manually. If automatic, it may be performed by a mechanism not shown. If the step change is performed by a child, it is performed by a control device (not shown) that is attached to the landing gear 160 or provided separately from the landing gear 160 but capable of communicating with the landing gear 160. The control device is a so-called computer, and is hardware that includes a processor, memory, storage, external communication devices, input / output devices, etc., and operates in internal linkage with each other via a bus or the like. The memory and storage store programs that cause the control device to perform specific operations. The control device may also be configured to be capable of communicating with devices other than the landing gear 160.

[0023] In the restraining step, on the takeoff and landing surface 165, as shown in FIG. 3 , a part or all of the first member 162 protrudes above the second member 163 (the upper end of the first member 162 is at a higher position than the upper end of the second member 163). Alternatively, as shown in FIG. 4 , there is no step between the first member 162 and the second member 163 (the upper ends of the first member 162 and the second member 163 are at the same height). At this time, the aircraft 100 can come into contact with the first functional unit 164. Therefore, when the aircraft 100 contacts the takeoff and landing surface 165, the second functional unit 132 of the ground contact member 131 of the aircraft 100 and the first functional unit 164 of the first member 162 are restrained to each other by adhesion or the like, so that the aircraft 100 can be restrained to the landing gear 160.

[0024] Next, in the release step, on the takeoff and landing surface 165, as illustrated in Figures 5 and 6, part or all of the second member 163 is in a state of protruding above the first member 162 (the upper end of the second member 163 is in a higher position than the upper end of the first member 162). As a result, the second member 163 pushes the ground contact member 131 of the aircraft 100 upward, so that the first functional part 164 of the first member 162 and the second functional part 132 of the ground contact member 131 are pulled apart. This causes the aircraft 100 to be released from the takeoff and landing surface 165.

[0025] After releasing the aircraft 100 in the release step, the landing gear 160 enters the restraint step again (i.e., the first member 162 is aligned in height with the second member 163 or protrudes higher than the second member 163), thereby becoming able to accept the landing of the aircraft 100 again.

[0026] The power required to displace the first member 162 or the second member 183, or both, may be, for example, human power, but is preferably an external power source provided in the landing gear 160. The external power source may be, for example, an engine, a motor, or an electric motor, and a battery, a power cable, or the like may be provided as a source for driving these.

[0027] When an aircraft lands, typical landing gear is often fixed to the ground or a building so that the landing surface is level, and factors such as the descent speed are taken into consideration to ensure a reliable landing. However, depending on the application or environment, the landing surface may oscillate or the aircraft may be forced to descend at high speed. Examples include landing on a ship or a moving vehicle. Hereinafter, the surface on which the landing gear is provided will be collectively referred to as the contact surface 800. Furthermore, in the following description, even if no landing gear is provided (e.g., a general flat surface of a structure), the surface will be discussed in the same manner as a typical landing gear.

[0028] The landing gear may be affected by the movement or vibration of the ship, vehicle, aircraft, etc. (hereinafter collectively referred to as the mobile body 900) on which the landing gear is installed, causing the takeoff and landing surface to move or tilt.

[0029] In particular, when an aircraft lands on a ship, the ship 900 experiences six types of irregular motions, namely rolling, pitching, yawing, heaving, swaying, and surging, which occur in various combinations, as illustrated in Figures 26 to 29. This makes it difficult to determine the timing of the aircraft's descent and the appropriate inclination relative to the takeoff and landing surface, and if the contact surface moves upward just before the aircraft touches down on the landing surface, there is a risk that the aircraft will collide with the ship, lose its balance, or tip over.

[0030] Some aircraft are also equipped with a function that detects the aircraft's landing and automatically stops the propellers. Normally, once this function is activated, the aircraft will not move or take off again. However, if it is difficult for the aircraft to accurately determine whether it has landed on the takeoff or landing surface, the automatic propeller stop function may not function properly. In this case, the propellers may continue to rotate, causing the aircraft to move in an unexpected direction or even tip over.

[0031] In the landing gear 160 of the present disclosure, the first functional unit 164 restrains the second functional unit 132, so that the flying body 100 is temporarily fixed to the takeoff and landing surface 165 of the landing gear 160. This makes it possible to prevent the flying body 100 from tipping over or moving unexpectedly. Note that this effect is not limited to when the landing gear 160 is provided on the moving body 900, but the same effect can be obtained even when the landing gear 160 is provided on a stationary moving body, structure, the ground, or the like. In other words, the landing gear 160 is not necessarily limited to the configuration shown in each figure.

[0032] Furthermore, the landing gear 160 further includes the release step as described above, which allows the aircraft to be released once it has been restrained, allowing it to easily take off again.

[0033] 5 , in the releasing step, the first member 162 moves downward compared to the receiving step, thereby separating the first functional unit 164 from the second functional unit 132. Because the second functional unit 132 and the second member 163 are not coupled together, the flying vehicle 100 is released.

[0034] Also, as shown in Figure 6, in the release step, the second member 163 moves upward compared to the receiving step, causing the first functional unit 164 and the second functional unit 132 to separate, and the flying object 100 to be released.

[0035] 9 and 10 , in the restraining step, a clearance that allows air to pass between the first member 162 and the second member 163 can be provided, allowing downwash to flow below the takeoff and landing surface 165 when the aircraft 100 approaches the takeoff and landing surface 165. This prevents the occurrence of so-called ground effect, allowing the aircraft 100 to land more stably. Note that similar clearance can also be provided in the release step of the aircraft 100, allowing the aircraft 100 to take off more stably.

[0036] 11 and 12, the second members 163 simultaneously move upward relative to the first members 162. At this time, the first functional unit 164 and the second functional unit 132 are physically separated, and the constraint on the aircraft 100 is released. When all the second members 163 are simultaneously moved in the same direction, the structure is simple, which is expected to reduce the failure rate and improve ease of maintenance.

[0037] In another variation, in the release step illustrated in Figures 13 to 16, the second member 163 is allowed to move at multiple different times and distances, thereby releasing the constraint in stages. For example, in the second members 163 of Figures 13 and 14, the timing of the rise of the second members 163 at both ends of the takeoff and landing surface 165 is earlier than the timing of the rise of the second member 163 in the central portion. In this way, because the constraint is released in stages, the impact on the aircraft 100 during separation can be dispersed more effectively than if all of the functional units were separated at once.

[0038] The main methods for separating hook-and-loop fasteners are tensile shear (shear), pulling (latch), and peel. Of these, peel is known to be the method that requires less force to separate.

[0039] 15 and 16, in the release step, the second member 163 moves in stages, with one end rising earlier than the other. If the timing of the movement of the second member 163 is off, the flying object will tilt. When the flying object tilts, the second functional unit 132 also tilts, and the second functional unit 132 and the first functional unit 164 are separated by peeling.

[0040] 20 to 22, the second functional unit 132 and the first functional unit 164 are separated by peeling. In the restraining step shown in Fig. 22, the first member 162 assumes a position in which the upper surface is horizontal, similar to the second member 163. In the releasing step shown in Fig. 20 and 21, the first member 162 rotates downward about the rotation shaft 166.

[0041] When the first member 162 rotates, the first functional unit 164 also tilts, and the first functional unit 164 and the second functional unit 132 are separated by peeling. In the release step, if the first member 162 rotates all at the same time, the time required to release the flying object 100 is reduced compared to when the first member 162 or the second member 163 is separated by shifting the displacement timing.

[0042] When the second member 163 rotates instead of the first member 162, the second member 163 is rotated upward. This allows the second functional portion 132 to be separated from the first functional portion 164.

[0043] In another variation, in a takeoff and landing surface 165 illustrated in Figures 17 to 19, the first members 162 and second members 163 are partitioned into a grid pattern and arranged alternately. Compared to the previous example, the area of ​​each of the first members 162 and second members 163 is smaller. When the second functional unit 132 is an elongated member, such as those shown in Figures 23 and 24, the area where the first functional unit 164 and the second functional unit 132 are joined is reduced, making it easier to separate them while still maintaining a certain level of restraining force. Furthermore, restraint is possible even if the plane orientation of the aircraft 100 during landing is not constant.

[0044] The shapes and movement directions of the first member 162 and the second member 163 in the present disclosure are not limited to this, as long as they are configured to be able to restrain and release the flying object 199. For example, a plurality of holes may be formed in the first member 162, which is a planar member, and the columnar second member 163 may protrude from the holes in the release step, thereby separating the second functional unit 132 and the first functional unit 164 of the grounding member 131.

[0045] Below, we will explain the aircraft 100 that takes off and lands on the landing gear 160 using an unmanned aerial vehicle (multicopter) with multiple rotors as an example, but this is not limited to this, as the same effect will be achieved with any aircraft that takes off and lands vertically.

[0046] As illustrated in FIGS. 2 and 3, the flying body 100 according to this embodiment is an flying body capable of horizontal movement by flight and takeoff and landing.

[0047] The aircraft 100 takes off from a takeoff point and flies to a destination. The takeoff point and landing point may be the same or different points. The flight may be completed in a single takeoff and landing, or may take off again from the destination and fly multiple times. For example, when the aircraft 100 performs a delivery, the aircraft 100, having reached the destination, lands at a port or the like, or hovers above a port or the like, and completes the delivery by separating the cargo carried on board. After separating the cargo, the aircraft 100 travels by flight to another destination, such as the original takeoff point or another delivery point.

[0048] As illustrated in FIG. 2 , the flying vehicle 100 according to this embodiment includes one or more power generators (e.g., motors 111 ) and a main body 150 .

[0049] The rotor section 11 (111a, 111b, 111c, 111d, 111e, 111f) according to this embodiment is composed of a propeller 110 and a motor 111. The rotor section 11 may be provided on a frame 120. For example, the rotor section 11 may be provided at the front end, middle section, rear end, etc. of the frame 120. The frame 120 and the rotor section 11 may be connected directly or via an intermediate member such as a motor mount.

[0050] It is desirable that the aircraft 100 be equipped with an energy source (e.g., a secondary battery, a fuel cell, a fossil fuel, etc.) for powering the rotor section 11. For example, as will be described later, the aircraft 100 may be equipped with a battery in the main body section 150.

[0051] Note that the illustrated flying vehicle 100 is depicted in a simplified manner to facilitate explanation of the structure of the present disclosure, and detailed configurations of, for example, the control unit, etc. are not shown.

[0052] The flying object 100 moves forward in the direction of arrow D (-Y direction) in the figure (details will be described later).

[0053] 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

[0054] The propeller 110 rotates upon receiving output from the motor 111. The rotation of the propeller 110 generates a thrust force for flying the flying object 100. The propeller 110 can rotate clockwise, stop, and rotate counterclockwise.

[0055] The propeller 110 of the aircraft of the present disclosure has one or more blades. Any number of blades (rotors) (e.g., 1, 2, 3, 4, or more) may be used. The blades may be flat, curved, twisted, tapered, or any combination thereof. The blade shape may be variable (e.g., retractable, foldable, or bent). The blades may be symmetrical (having identical upper and lower surfaces) or asymmetrical (having upper and lower surfaces with different shapes). The blades may be formed into airfoils, wings, or any other geometric shape suitable for generating aerodynamic forces (e.g., lift, thrust) as the blades move through the air. The blade geometry may be selected to optimize the blade's aerodynamic characteristics, such as increasing lift and thrust and reducing drag.

[0056] The propellers of the aircraft of the present disclosure may be, but are not limited to, fixed pitch, variable pitch, or a combination of fixed pitch and variable pitch. For example, when the power source is an engine, the propeller rotation control speed may be slower than when using an electric motor, so it is desirable to use a variable pitch propeller.

[0057] The motor 111 generates the rotation of the propeller 110; for example, the drive unit may include an electric motor or an engine. The blades may be driven by the motor and rotate around the motor's rotation axis (e.g., the motor's longitudinal axis).

[0058] The blades can all rotate in the same direction, or they can rotate independently. For example, some blades can rotate in one direction and others in the other direction. The blades can all rotate at the same rotation speed, or they can each rotate at a different rotation speed. The rotation speed 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.).

[0059] The flying object 100 determines the rotation speed of each motor and the flight angle via a flight controller according to wind speed and direction through inputs from a radio control unit (not shown) or a program, allowing the flying object to ascend, descend, accelerate, decelerate, change direction, and perform other movements.

[0060] Furthermore, the flying object 100 can fly autonomously according to routes and rules set in advance or during flight, or can fly by maneuvering using a radio control.

[0061] The above-described aircraft 100 includes some or all of the functional blocks shown in FIG. 25 . Note that the functional blocks in FIG. 25 are an example of a minimum reference configuration. The light controller 1001 is a so-called processing unit. The processing unit may include one or more processors, such as a programmable processor (e.g., a central processing unit (CPU)). The processing unit includes and has access to memory (not shown). 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 random access memory (RAM), or an external storage device. Data acquired from the sensors 1002 may be directly transmitted to and stored in the memory. For example, still and video data captured by a camera or the like may be recorded in an internal or external memory.

[0062] The processing unit includes a control module configured to control the state of the rotorcraft. For example, the control module may have six degrees of freedom (translational x, y, and z, and rotational θ ｘ , θ ｙ and θ ｚ The control module controls the propulsion mechanisms (e.g., motors) of the rotorcraft to adjust the spatial orientation, speed, and / or acceleration of the rotorcraft. The control module can control one or more of the onboard components, the state of sensors, etc.

[0063] The processing unit can communicate with a transceiver 1005 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 1006 can use any suitable communication means, such as wired or wireless communication. For example, the transceiver 1005 can utilize one or more of a local area network (LAN), a wide area network (WAN), infrared, wireless, WiFi, a point-to-point (P2P) network, a telecommunications network, cloud communication, etc. The transceiver 1005 can transmit and / or receive one or more of data acquired by the sensors 1002, processing results generated by the processing unit, predetermined control data, user commands from a terminal or remote controller, etc.

[0064] The sensors 1002 according to this embodiment may include inertial sensors (acceleration sensors, gyro sensors), GPS sensors, proximity sensors (e.g., lidar), or vision / image sensors (e.g., cameras).

[0065] The plane of rotation of the propeller 110 equipped on the flying vehicle 100 according to the embodiment of the present disclosure is a horizontal rotor that is approximately horizontal when hovering in a windless environment, allowing the flying vehicle 100 to ascend by rotating the propeller. When moving forward, the plane of rotation of the propeller 110 is tilted forward in the direction of travel, and the forward-inclined plane of rotation of the propeller 110 generates upward lift and thrust in the direction of travel, thereby propelling the flying vehicle 100 forward.

[0066] When the flying object 100 takes off and lands vertically, the lift generated by the rotor section 11 allows the flying object 100 to lift off.

[0067] The flying body 100 may have a flying section that includes a motor, propeller, frame, etc., and generates lift and thrust, and may also have a main body 150 that can house a processing unit, battery, etc. to be mounted on the flying section. The main body 150 can optimize the shape of the flying body 100 in its cruising attitude, which is expected to be maintained for a long time while the flying body 100 is moving, and improve its flight speed, thereby efficiently shortening flight time.

[0068] It is desirable for the main body 150 to have an outer shell strong enough to withstand flight and takeoff and landing. For example, plastic, FRP, etc., are suitable materials for the outer shell because they are rigid and waterproof. These materials may be the same as or different from the frame 120 (including the arms) included in the flight section.

[0069] Furthermore, the motor mount, frame 120, and main body 150 of the flying section may be constructed by connecting the individual components, or may be molded as a single unit using a monocoque structure or integral molding (for example, the motor mount and frame 120 may be molded as a single unit, or the motor mount, frame 120, and main body 150 may all be molded as a single unit, etc.). By integrating the components, it is possible to smooth the joints between the components, which is expected to reduce drag and improve fuel efficiency, as is the case with flying bodies such as blended wing bodies and lifting bodies.

[0070] The shape of the flying body 100 may be directional. Examples of a directional shape include a streamlined body that reduces drag when the flying body 100 is cruising in a windless environment, a substantially wing-shaped body, or other shapes that improve flight efficiency when the nose of the flying body faces the wind.

[0071] The aircraft 100 may be capable of holding or carrying cargo to be transported to a destination, sensors for acquiring external information, and the like (hereinafter collectively referred to as payloads).

[0072] For example, an aircraft used for cargo transportation carries a load, and after arriving above a destination point, lands or hovers and releases the load. In an aircraft 100 that lands, it is preferable that the landing legs 130 provided on the aircraft 100 are designed to prevent the main body 150 and the rotor 11 from directly contacting the takeoff and landing surface 165 when the aircraft lands, thereby preventing them from receiving impact. In this case, for example, it is preferable that the landing legs 130 are configured to be longer in the downward direction (-Z direction) than the main body 150, at least when viewed from the side when the aircraft lands on a flat surface. The landing legs 130 may further include shock absorbing parts such as springs and dampers.

[0073] The step transitions and operations of the landing gear 160 may be performed autonomously by the control device of the landing gear 160, or instructions may be received or timing may be corrected by information transmission between the control device of the landing gear 160 and external parties such as the aircraft 100, GCS, and air traffic control.

[0074] <Details of Second Embodiment> In the following, in the details of the second embodiment of the landing gear according to the present disclosure, components that overlap with those of the first embodiment can be similar, and therefore will not be described again.

[0075] The landing gear 260 of the present disclosure is a landing gear having a takeoff and landing surface 265 configured using at least a first member 262.

[0076] 30 and 31 carries a payload 280. When the aircraft 200 lands, the payload 280 comes into contact with the takeoff and landing surface 265. The payload 280 has a second functional unit 232 on the surface that comes into contact with the takeoff and landing surface (e.g., the bottom of the payload 280). The second functional unit 232 is provided on the entire surface or a portion of the bottom of the payload 280. The function of the second functional unit 232 is similar to that of the second functional unit 132 in the previous embodiment.

[0077] In the binding step, the second functional unit 232 is coupled to and bound by the first functional unit 264. Thereafter, the flying vehicle 200 separates the payload 280, thereby separating from the landing gear 260 and becoming capable of movement such as takeoff.

[0078] The payload 280 may be, for example, a package to be delivered, an information acquisition device to be installed on the landing gear, or a detachable part to improve the speed of re-takeoff.

[0079] 32 and 33 , the takeoff and landing surface 265 may be configured using a first member 262 and a second member 263. In a release step, the first functional unit 264 and the second functional unit 262 may be separated. This simplifies the movement of the payload 280 coupled to the takeoff and landing surface 265 when the air vehicle 100 lands.

[0080] For example, the landing gear 260 may proceed to a release step while multiple payloads 280 are restrained, thereby allowing the multiple payloads 280 to be moved at once. Also, the first member 262 or the second member 263 may have a mechanism for moving the surface along the longitudinal direction. This allows cargo placed on the takeoff and landing surface 265 to be carried out to the outside of the takeoff and landing surface 265.

[0081] The configuration of the aircraft in each embodiment can be implemented by combining multiple aircraft. It is desirable to consider an appropriate configuration depending on the cost of manufacturing the aircraft and the environment and characteristics of the location where the aircraft will be operated.

[0082] The above-described embodiments are merely examples for facilitating understanding of the present technology and are not intended to limit the present disclosure. The present disclosure can be modified and improved without departing from the spirit thereof, and it goes without saying that the present disclosure includes equivalents thereof.

[0083] 100, 200 Aircraft 110a to 110f, 210a to 210b Propeller 111a to 111f, 211a to 211b Motor 120 Frame 130, 230 Landing leg 131, 231 Ground contact member 132, 232 Second functional unit 140, 240 Flight unit 150, 250 Main body 160, 260 Landing gear 161, 261 Frame member 162, 262 First member 163, 263 Second member 164, 264 First functional unit 165, 265 Take-off and landing surface 166 Rotating shaft 280 Mounted object 800 Installation surface 900 Mobile body, ship 1000 Battery 1001 Flight controller 1002 Sensors 1003 Gimbal 1004 Transmitter / receiver 1006 Transmitter / receiver (radio transmitter)

Claims

1. It is a landing device for an aircraft, The landing device comprises a first member and a second member, the first member and the second member each having a takeoff and landing surface. The first member is provided with a first functional part on the takeoff / landing surface side that can restrain the landing portion of the aircraft, The second member does not have the first functional part on the takeoff / landing surface side. At least one of the first member and the second member is provided to be displaceable, When the aforementioned aircraft lands, The first functional unit can restrain the flying object when the first member is positioned to protrude above the second member, or when the upper end of the first member and the upper end of the second member are aligned. When the aircraft takes off, at least one of the first member and the second member is moved so that the second member protrudes above the first member, thereby separating the aircraft from the first functional unit. Landing gear.

2. A landing device according to claim 1, The first member and the second member are arranged parallel to each other along either direction in the in-plane direction of the takeoff and landing surface. Landing gear.

3. A landing device according to claim 1, The first member and the second member are arranged in a staggered pattern when viewed from above on the takeoff and landing surface. Landing gear.

4. A landing device according to any one of claims 1 to 3, The system further includes a control device capable of controlling the rotation of the first member with respect to the horizontal direction, The control device rotates the first member downward from the landing surface when the aircraft takes off. Landing gear.

5. A landing device according to any one of claims 1 to 4, The first functional part is made of hook-and-loop fasteners. Landing gear.

6. An aircraft takeoff and landing system, It comprises a landing gear and a control device for controlling the landing gear, The landing device comprises a first member and a second member, The first member and the second member each have a takeoff and landing surface. The first member is provided with a first functional part on the takeoff / landing surface side that can restrain the landing portion of the aircraft, The second member does not have the first functional part on the takeoff / landing surface side. At least one of the first member and the second member is provided to be displaceable, The control device is When the aircraft lands, move at least one of the first member and the second member so that the first member protrudes above the second member, or so that the upper end of the first member and the upper end of the second member are aligned. When the aircraft takes off, at least one of the first member and the second member is moved so that the second member protrudes above the first member, thereby separating the aircraft from the first functional unit. Takeoff and landing system.

7. A method for controlling the landing gear of an aircraft, The landing device comprises a first member and a second member, the first member and the second member each having a takeoff and landing surface. The first member is provided with a first functional part on the takeoff / landing surface side that can restrain the landing portion of the aircraft, The second member does not have the first functional part on the takeoff / landing surface side. At least one of the first member and the second member is provided so as to be displaceable relative to each other. With the first member protruding above the second member, or with the upper end of the first member and the upper end of the second member aligned, the landing section of the aircraft is constrained to the first functional section of the first member. By moving at least one of the first member and the second member so that the second member protrudes above the first member, the landing section of the aircraft and the first functional section of the first member are separated. A method for controlling the landing gear.