Landing port, moving body, auxiliary device, and landing method

Abstract

[Problem] To provide a landing port which improves landing accuracy of a flying body by providing an auxiliary device in which the landing port keeps a predetermined posture, and facilitates precise landing onto a moving body moving or oscillating. [Solution] Provided is a landing port for a flying body, wherein the landing port is provided with: a landing surface on which the flying body can land; and an auxiliary device for providing, to the flying body, information for assisting landing of the flying body onto the landing surface. The auxiliary device has a posture maintaining mechanism for maintaining a predetermined inclination independently of at least one of the landing surface and the installation surface of the auxiliary device and for providing the information in a direction corresponding to the inclination.

Description

Landing port, vehicle, auxiliary equipment, landing method

[0001] The present disclosure relates to a landing port, a mobile body, an auxiliary device, and a landing method for an air vehicle.

[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] By enabling landing on small landing ports for aircraft, roofs of buildings, and even moving objects such as vehicles and ships, it will be possible to deliver cargo to moving objects and to deliver goods to places with limited access, such as ships on water.

[0004] Patent Document 1 discloses a vehicle that enables landing of an aerial vehicle (see, for example, Patent Document 1).

[0005] U.S. Pat. No. 1,147,9368

[0006] Patent Document 1 discloses a system including an air vehicle and a vehicle, the vehicle having a landing surface on which the air vehicle can land and a ground control unit, and integrating the air vehicle and the vehicle.

[0007] When landing a vehicle or the like in a narrow space, it is necessary to reduce the error between the planned landing point and the actual landing point, but landing accuracy is not taken into consideration in Patent Document 1. Known methods for achieving a precision landing (a landing in which the difference between the planned landing position and the actual landing position is small) include, for example, methods that use auxiliary devices such as RTK (Real Time Kinematic), markers such as QR codes, and infrared sensors.

[0008] RTK can pinpoint position with high accuracy, but it often requires multiple ground control points, which can be difficult to install on a moving object.On the other hand, markers and infrared sensors can be easily installed in narrow spaces.

[0009] However, if the surface on which the port is installed, such as a vehicle or ship, sways, the markers and sensors will also tilt. Furthermore, the aircraft may tilt in an unspecified direction depending on the surrounding wind speed and propulsion speed. The tilt direction and angle of the aircraft and landing surface may affect the readings of auxiliary devices used for precision landing.

[0010] In view of the above circumstances, one object of the landing port of the present invention is to provide a landing port that has a function of maintaining a predetermined attitude of an auxiliary device used for landing an aircraft.

[0011] According to the present disclosure, there is provided a landing port for an aircraft, the landing port comprising: a landing surface on which the aircraft can land; and an auxiliary device that provides the aircraft with information to assist the aircraft in landing on the landing surface, the auxiliary device having an attitude maintenance mechanism that maintains a predetermined inclination independently with respect to at least either the landing surface or an installation surface of the auxiliary device, and provides the information in a direction according to the inclination.

[0012] Other problems and solutions disclosed in this application will be made clear in the section on preferred embodiments of the invention and the drawings.

[0013] Furthermore, according to the present disclosure, a landing port can be provided that is equipped with an auxiliary device that maintains the landing port in a predetermined attitude, thereby improving the landing accuracy of the aircraft and making it easier to perform precision landing on a moving or oscillating mobile body.

[0014] 1. A conceptual diagram of a landing system according to the present disclosure, viewed from above. A side view of the landing system shown in FIG. 1. A side view of the flying vehicle of FIG. 1. A top view showing an example of an information providing unit used in the system of the present disclosure. A top view showing an example of an information providing unit used in the system of the present disclosure. A side view of a ship. A front view of the ship of FIG. 6. A top view of the ship of FIG. 6. A front view of the ship of FIG. 6 when rolling in the roll direction. A conceptual diagram of an auxiliary device used in the system of the present disclosure, viewed from the front. A side view of the auxiliary device of FIG. 10. A front view of the auxiliary device according to the present disclosure when operating. A front view of the auxiliary device according to the present disclosure when operating. A side view showing an example configuration of a landing port used in the system of the present disclosure. A perspective view of an example configuration of a landing port used in the system of the present disclosure. A B-B' cross-sectional view of the landing port of FIG. 15. A perspective view of an example configuration of a landing port used in the system of the present disclosure. A C-C' cross-sectional view of the takeoff and landing gear of FIG. 17. A top view of the flying vehicle of FIG. 1. A bottom view of the flying vehicle of FIG. 1. A functional block diagram of the flying vehicle of FIG. 1. A side view of another flying vehicle used in the system of the present disclosure. 10A and 10B are side views of other flying vehicles that can be used in the system of the present disclosure;

[0015] The details of the embodiments of the present invention will be listed below. A landing port or the like according to the embodiments of the present invention has the following configuration. [Item 1] A landing port for an aircraft, comprising: a landing surface on which the aircraft can land; and an auxiliary device that provides the aircraft with information to assist the aircraft in landing on the landing surface, the auxiliary device having an attitude maintenance mechanism that maintains a predetermined tilt independently with respect to at least one of the landing surface or an installation surface of the auxiliary device, and provides the information in a direction according to the tilt. [Item 2] The landing port according to Item 1, wherein the attitude maintenance mechanism has at least two or more rotation axes for maintaining the tilt. [Item 3] The landing port according to Item 1 or 2, wherein the auxiliary device is provided at the center or approximately the center of the landing surface when viewed from above. [Item 4] The landing port according to any one of Items 1 to 3, wherein the auxiliary device is placed on an installation surface different from the landing surface. [Item 5] A moving body comprising the landing port according to any one of Items 1 to 4. [Item 6] An auxiliary device that provides an aircraft with information to assist in the aircraft's landing on a landing surface, the auxiliary device having an attitude maintenance mechanism for maintaining a predetermined tilt independently with respect to at least one of the landing surface or an installation surface of the auxiliary device, and providing the information in a direction corresponding to the tilt. [Item 7] A landing method for an aircraft on a landing port, the landing port comprising: a landing surface on which the aircraft can land; and an auxiliary device that provides the aircraft with information to assist the aircraft in landing on the landing surface, the auxiliary device having an attitude maintenance mechanism for maintaining a predetermined tilt independently with respect to at least one of the landing surface or an installation surface of the auxiliary device, and providing the information in a direction corresponding to the tilt, the aircraft having an acquisition unit that acquires the information from the auxiliary device, and the aircraft lands on the landing surface using the information received by the acquisition unit.

[0016] <Details of the embodiment according to the present invention> Hereinafter, a landing port, a moving body, a landing method, etc. according to a first embodiment of the present disclosure will be described with reference to the drawings.

[0017] <Details of the First Embodiment>

[0018] As illustrated in Figures 1 and 2, the landing system of this embodiment is a landing system that includes at least an aircraft 100, a landing surface 700 on which the aircraft 100 can land, an auxiliary device 600 that can provide information used by the aircraft 100 when landing, and a gimbal mechanism 610 (attitude maintenance mechanism) that maintains the attitude of the auxiliary device 600 at a predetermined inclination.

[0019] The flying object 100 is capable of takeoff and landing and horizontal flight. The flying object 100 may also fly with a payload on board, and the payload may be detached during flight or after landing.

[0020] The aircraft 100 takes off from a takeoff point and flies to a destination. For example, when the aircraft is making a delivery, the aircraft reaches the destination, lands on a landing surface, and detaches the cargo, completing the delivery. After detaching the cargo, the aircraft may take off again, for example, to head to another destination.

[0021] The landing surface 700 is preferably a flat surface that will not destabilize the aircraft upon landing. Examples include a plate-like member made of resin, wood, metal, or the like, asphalt, or a concrete surface. The landing surface 700 may also be located at a distance above the landing port installation surface 910, or a lattice- or mesh-like member with holes large enough that the landing legs 130 cannot penetrate through may be used. The propeller wake generated by the propellers of the aircraft 100 can be passed downward to reduce the influence of ground effect.

[0022] As shown in FIG. 4 , the auxiliary device 600 includes an information providing unit 620 that provides information to assist the landing operation of the aircraft 100. The information may include one or more pieces of information, such as position, angle, direction, altitude, and distance. The aircraft 100 includes an acquisition unit 160 that receives information provided by the auxiliary device 600. Since the aircraft 100 lands based on the information acquired from the auxiliary device 600, it is desirable to install the auxiliary device 600 near the landing surface 700 (e.g., closer to the landing surface 700 than the bottom of the aircraft when the aircraft 100 has landed) or inside the landing surface 700 in a top view (particularly in the center or approximately the center of the landing surface 700 in a top view). For example, as shown in FIG. 4 , the auxiliary device 600 may include a module that emits electromagnetic waves, such as infrared rays, as aircraft assistance means. In this case, the acquisition unit 160 provided in the aircraft 100 included in the landing system includes a sensor capable of acquiring infrared rays, such as an infrared camera. By capturing infrared light using an infrared camera, the position, direction, and distance of the landing surface can be determined, allowing the drone to land in the correct location.

[0023] Other examples of aircraft assisting means provided in the information providing unit 620 include visual signals such as AR markers as shown in FIG. 5, radio waves such as beacons, etc., but are not limited to these.

[0024] The gimbal mechanism 610 is provided between the auxiliary device 600 and the installation surface, and enables the auxiliary device 600 to be held at an angle different from the inclination of the auxiliary device installation surface 800. For example, when the auxiliary device installation surface 800 is the floor or roof of a moving body, the moving body and the auxiliary device installation surface may tilt depending on road conditions or wave conditions. This tilt may cause the auxiliary device 600 to tilt, which may affect the acquisition of information by the auxiliary device 600 provided on the flying body 100.

[0025] 6 to 9 are diagrams illustrating examples of the rolling of a ship 900 having a landing port installation surface 910. When attempting to land on the ship 900, the rolling of the ship 900 occurs irregularly, combining six types of motion: rolling, pitching, yawing, heaving, swaying, and surging. As a result, the auxiliary device 600 provided on the ship 900 may also tilt, potentially affecting the landing operation of the aircraft.

[0026] When the auxiliary device 600 provides information to the flying object using infrared rays or the like, the electromagnetic waves have directionality. Furthermore, diagrams such as AR markers are generally drawn along the landing surface 700. In this case, if the auxiliary device tilts in conjunction with the installation surface, the direction in which the electromagnetic waves are generated and the orientation of the diagram also change. If the auxiliary device tilts significantly in the opposite direction to the direction in which the flying object is approaching, this may hinder information acquisition.

[0027] In particular, as shown in Figure 9, when the inclination direction of the auxiliary equipment installation surface 800 (landing port installation surface 910) differs from the inclination direction of the aircraft 100, the orientations of the information providing unit 620 and the acquisition unit 160 will be significantly different, making it difficult to acquire information.

[0028] The gimbal mechanism 610 maintains the auxiliary device 600 in a predetermined attitude regardless of the tilt or swing of the auxiliary device installation surface 800, thereby maintaining a predetermined tilt independently with respect to at least one of the landing surface 700 and the auxiliary device installation surface 800, and enabling information to be provided in a direction corresponding to the tilt, facilitating information acquisition by the acquisition unit 160 and improving the landing speed and accuracy of the flying object 100. As illustrated in Figures 10 and 11, the gimbal mechanism 610 has at least one rotation axis, and preferably has multiple rotation axes, such as two or more. The gimbal mechanism 610 may maintain the information providing unit 620 in a horizontal attitude as shown in Figure 12, or may be controlled to maintain a predetermined angle as shown in Figure 13.

[0029] The predetermined angle of the information providing unit 620 may be a fixed setting value that does not change for a predetermined period of time (e.g., at least one flight from takeoff to landing, or more), or may be a value that changes depending on attitude-related information (e.g., at least one of information about the attitude acquired from the flying object 100, control information for the rotor blades of the flying object 100, wind direction information, wind speed information, etc.). For example, an appropriate angle with respect to the information providing unit 620 (e.g., angles at which the central axis of the acquisition unit 160 and the central axis of the information providing unit 620 coincide or nearly coincide) may be calculated from the inclination of the flying object 100 and / or the inclination of the acquisition unit 160 itself, and by continuing to move so as to maintain an angle at which the acquisition unit 160 and the information providing unit 620 face each other, as exemplified in FIG. 14 , the flying object can maintain an angle at which it is easiest to acquire information.

[0030] The attitude control of the gimbal mechanism 610 (also referred to as the attitude maintenance mechanism) uses power from a motor or the like. For example, a servo or brushless motor is used. It is also desirable to provide a gyro sensor or the like to acquire the attitude of the information providing unit 620.

[0031] The auxiliary device installation surface 800 may be the same surface as the landing surface 700 or a different surface. Furthermore, the information providing unit 620 may be a surface provided vertically (heightwise) above the landing surface 700, or the auxiliary device installation surface 800 may be provided vertically below the landing surface 700 (see, for example, FIG. 18 ), so that the information providing unit 620 is provided at the same or substantially the same height as the landing surface 700. As illustrated in FIGS. 17 and 18 , a through hole may be provided in a portion of the landing surface 700, so that the auxiliary device 600 provided on the auxiliary device installation surface 800 can be recognized by an aircraft in the air. Furthermore, as illustrated in FIGS. 15 and 16 , the landing surface 700 may be used as the auxiliary device installation surface 800, so that blind spots are reduced.

[0032] When the flying vehicle 100 lands in an environment with strong winds and an inconsistent wind direction, the flying vehicle will tilt to counter the wind even if the auxiliary device installation surface 800 is on a surface that does not oscillate. Therefore, the acquisition unit 160 may tilt in accordance with the tilt of the flying vehicle. In this case, as illustrated in FIG. 14 , the auxiliary device 600 may operate the gimbal mechanism 610 to set the angle of the information providing unit 620 to an angle that makes it easier for the acquisition unit 160 to acquire information.

[0033] Below, we will explain the aircraft 100 that takes off and lands on the takeoff and 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.

[0034] 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.

[0035] 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.

[0036] As illustrated in FIGS. 19 and 20, the flying object 100 according to this embodiment includes one or more power generators (for example, motors 111) and a main body 150.

[0037] 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.

[0038] 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.

[0039] 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.

[0040] The flying object 100 moves forward in the direction of arrow D (-Y direction) in the figure (details will be described later).

[0041] 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

[0042] 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.

[0043] 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.

[0044] 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.

[0045] 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).

[0046] 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.).

[0047] 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.

[0048] 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.

[0049] The above-described aircraft 100 includes some or all of the functional blocks shown in FIG. 21 . Note that the functional blocks in FIG. 21 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.

[0050] 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.

[0051] 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.

[0052] 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).

[0053] 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.

[0054] 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.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] 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.

[0059] 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).

[0060] 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 landing surface 800 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.

[0061] <Details of the Second Embodiment> In the following, in the details of the second embodiment of the landing system according to the present disclosure, components that overlap with those of the first embodiment can be similar, and therefore will not be described again.

[0062] The flying object 200 illustrated in Figures 22 to 24 carries a payload 280. When a mounting section 281 is provided at the bottom of the flying object and the payload 280 is stored therein, if the payload 280 is provided between the acquisition section 260 and the auxiliary device 600, it will interfere with information acquisition. As illustrated in Figure 23, the acquisition section 260 can be provided at a position offset in the X-axis direction or Y-axis direction so as to be outside the payload when viewed from the bottom, or as illustrated in Figure 24, by providing the acquisition section 260 further below the payload, it becomes possible to acquire information from the auxiliary device 600 without being affected by the payload.

[0063] 23 and 24 , when the acquisition unit 260 is provided below the payload, the acquisition unit 160 comes into contact with the landing surface 700 when the flying vehicle 200 has completed landing. To avoid damage due to contact with the landing surface 700, the landing legs 230 and a protective member for the acquisition unit 160 may be provided to protrude below the acquisition unit 260 in the Z-axis direction.

[0064] 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.

[0065] 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.

[0066] 100, 200 Aircraft 110a to 110f, 210a to 210b Propellers 111a to 111f, 211a to 211b Motors 120 Frame 130, 230 Landing legs 140, 240 Flight section 150, 250 Main body section 160, 260 Acquisition section 280 Payload 281 Mounting section 600 Auxiliary device 610 Gimbal mechanism 611 First rotating shaft 612 Second rotating shaft 613 First rotating section 614 Second rotating section 620 Information providing section 700 Landing surface 800 Auxiliary device installation surface 900 Moving body 910 Landing port installation surface 1000 Battery 1001 Flight controller 1002 Sensors 1003 Gimbal 1004 Transmitter / receiver unit 1006 Transmitter / receiver (radio transmitter)

Claims

1. It is a landing port for an aircraft, The landing port includes a landing surface on which the aircraft can land, The system includes an auxiliary device that provides the aircraft with information to assist in the aircraft's landing on the landing surface, The auxiliary device has an attitude maintenance mechanism for independently maintaining a predetermined inclination with respect to at least one of the landing surface or the mounting surface of the auxiliary device, and for providing the information in a direction corresponding to the inclination. The attitude maintenance mechanism controls the tilt of the auxiliary device based on attitude-related information of the aircraft. Landing port.

2. The attitude maintenance mechanism has at least two or more pivot axes to maintain the tilt. The landing port according to claim 1.

3. The auxiliary device is provided in the center or approximately center of the landing surface when viewed from above. The landing port according to claim 1.

4. The auxiliary device is mounted on a surface different from the landing surface. The landing port according to claim 1.

5. A mobile body having a landing port as described in claim 1.

6. An auxiliary device that provides information to the aircraft to assist in landing the aircraft on the landing surface, The auxiliary device has an attitude maintenance mechanism for independently maintaining a predetermined inclination with respect to at least one of the landing surface or the mounting surface of the auxiliary device, and for providing the information in a direction corresponding to the inclination. The attitude maintenance mechanism controls the tilt of the auxiliary device based on attitude-related information of the aircraft. Auxiliary equipment.

7. A method for landing an aircraft at a landing port, The landing port includes a landing surface on which the aircraft can land, The system includes an auxiliary device that provides the aircraft with information to assist in the aircraft's landing on the landing surface, The auxiliary device has an attitude maintenance mechanism for independently maintaining a predetermined inclination with respect to at least one of the landing surface or the mounting surface of the auxiliary device, and for providing the information in a direction corresponding to the inclination. The attitude maintenance mechanism controls the tilt of the auxiliary device based on attitude-related information of the aircraft. The aforementioned flying object includes an acquisition unit that acquires the information from the auxiliary device, The aircraft uses the information received by the acquisition unit to land on the landing surface. Landing method.