Calibration device for aerial vehicle and station device for aerial vehicle including same

Abstract

The present invention relates to a calibration device for an aerial vehicle and a station device for an aerial vehicle including same, wherein, in a state in which a first coil unit for Z-axis correction and a second coil unit for Z-axis correction are positioned on the upper and lower sides of an aerial vehicle and a first coil unit for XY-axis correction and a second coil unit for XY-axis correction are positioned on both sides of the aerial vehicle, the aerial vehicle is rotated in a plane by using an aerial vehicle rotation unit to measure a magnetic field change value in the three-axis direction of an electronic compass in the aerial vehicle, and the measured magnetic field change value in the three-axis direction of the electronic compass is compared with a three-axis magnetic field value of the Earth to automatically calibrate a navigation sensor in the aerial vehicle, thereby improving the accuracy of calibration of the aerial vehicle and significantly reducing costs and time required for calibration work.

Description

Calibration device for aircraft and station device for aircraft equipped therewith

[0001] The present invention relates to a calibration device for an aircraft and a station device for an aircraft equipped with the same, and more specifically, to a calibration device for an aircraft that automatically calibrates a navigation sensor in an aircraft and a station device for an aircraft equipped with the same.

[0002] Generally, aircraft are mainly used to transport people or cargo by flying through the air.

[0003] Small aircraft that can take off and land vertically using electric motors, such as drones, can be piloted unmanned and do not require a runway for takeoff and landing, so they are being widely used in various fields such as filming and transportation.

[0004] In particular, interest in air mobility has been increasing recently due to environmental pollution and traffic problems in urban areas, and with the rapid development of technology for small aircraft capable of vertical takeoff and landing using electric motors, such as drones, development of air taxis and drone taxis is actively underway.

[0005] And, the aircraft capable of vertical takeoff and landing is operated by a drive system including a propeller and an electric motor that rotates the propeller, and is equipped with an electronic compass inside that can detect attitude, position, and direction.

[0006] An electronic compass uses the three-axis Earth's magnetic field as a reference point to detect the aircraft's attitude, position, and direction during flight. However, as the Earth's magnetic field changes over time, the reference point becomes misaligned.

[0007] Accordingly, the aircraft performs calibration to periodically reset the reference point of the electronic compass, thereby resetting the reference point and enabling accurate detection of attitude, position, and direction by the electronic compass.

[0008] Conventionally, aircraft calibration is performed by multiple workers manually lifting and rotating the aircraft.

[0009] However, the calibration of conventional aircraft had the problem of low accuracy as it was performed manually by multiple workers lifting the aircraft and requiring a lot of time and cost to manage the aircraft.

[0010] In particular, as aircraft become larger, there are cases where it is impossible for multiple workers to lift the aircraft and manually calibrate it, and the resulting increase in manpower required has led to a significant increase in costs.

[0011] The purpose of the present invention is to provide a calibration device for an aircraft capable of automatically calibrating a navigation sensor of the aircraft and a station device for the aircraft equipped with the same.

[0012] In order to achieve the above object, one embodiment of a calibration device for an aircraft according to the present invention is characterized by including: an aircraft rotation unit on which an aircraft is mounted and which rotates the aircraft to change the axial direction of an electronic compass within the aircraft; a first coil unit for Z-axis correction and a second coil unit for Z-axis correction positioned facing each other on the lower and upper sides of the aircraft mounted on the aircraft rotation unit; a first coil unit for XY-axis correction and a second coil unit for XY-axis correction positioned facing each other on both sides of the aircraft mounted on the aircraft rotation unit; a geomagnetic field measurement sensor unit for measuring a three-axis magnetic field of the Earth; and a calibration control unit for calibrating a navigation sensor within the aircraft by comparing a magnetic field change value for the three-axis direction of the electronic compass within the aircraft with a three-axis magnetic field value of the Earth measured by the geomagnetic field measurement sensor unit.

[0013] In the present invention, the aircraft rotation part rotates the installed aircraft on a plane and includes a rotation table part on which the first coil part for Z-axis correction is positioned, and an upper support body on which the second coil part for Z-axis correction is provided may be provided on the upper side of the rotation table part.

[0014] One embodiment of a calibration device for an aircraft according to the present invention further includes a first side support and a second side support, which are positioned on both sides of the rotary table section and each have a first coil section for XY-axis correction and a second coil section for XY-axis correction, respectively, and the upper support can be supported at a preset height by having both side ends connected to the upper end of the first side support and the upper end of the second side support.

[0015] One embodiment of a calibration device for an aircraft according to the present invention is configured to position the X-axis of the electronic compass with the aircraft rotation unit to coincide with the axial direction of the magnetic field formed between the first coil unit for XY-axis correction and the second coil unit for XY-axis correction, so that the X-axis magnetic field change value of the electronic compass due to the magnetic field is transmitted to the calibration control unit, and then the aircraft is rotated 90 degrees with the aircraft rotation unit to position the Y-axis of the electronic compass to coincide with the axial direction of the magnetic field formed between the first coil unit for XY-axis correction and the second coil unit for XY-axis correction, so that the Y-axis magnetic field change value of the electronic compass due to the magnetic field is transmitted to the calibration control unit.

[0016] In the present invention, the calibration control unit calculates a correction value through the Z-axis magnetic field change amount, the X-axis magnetic field change amount, and the Y-axis magnetic field change amount of the electronic compass, and calculates a relative difference value of the magnetic field for each axis using the correction value and the Earth's X-axis magnetic field value, the Earth's Y-axis magnetic field value, and the Earth's Z-axis magnetic field value measured by the Earth's magnetic field measurement sensor unit, and then transmits the correction value and the relative difference value to the navigation device of the aircraft, and the navigation device can calibrate the navigation sensor using the received correction value and the relative difference value.

[0017] In the present invention, the first side support and the second side support are positioned rotatably about a hinge axis on both sides of the base support on which the rotary table portion is rotatably mounted, and one embodiment of the calibration device for an aircraft according to the present invention may further include a support rotation portion that opens the upper portion of the rotary table portion by rotating the first side support and the second side support around the hinge axis or covers the upper side of the rotary table portion with the upper support.

[0018] One embodiment of a calibration device for an aircraft according to the present invention may further include a base support part on which the rotary table part is rotatably mounted and which is movable to the driving part.

[0019]

[0020] *An embodiment of a calibration device for an aircraft according to the present invention further includes a coil raising and lowering unit for raising and lowering an upper support provided on at least one of the first side support and the second side support and having a second coil unit for Z-axis correction, and a coil gap adjusting moving unit for moving at least one of the first side support and the second side support to widen or narrow a gap between the first side support and the second side support, and the upper support may include a central coil support member on which the second coil unit for Z-axis correction is positioned, and a first moving support member and a second moving support member, portions of which are retractably inserted into both sides of the central coil support member and connected to the first side support and the second side support, respectively.

[0021] In the present invention, the aircraft rotation unit may include a rotation table unit on which the aircraft is mounted and rotated, a table support unit including a rotation motor that rotates the rotation table unit, and a support moving unit that moves the table support unit forward and backward.

[0022] One embodiment of a calibration device for an aircraft according to the present invention further includes a base support portion having an upper surface of the aircraft rotating portion, and the coil spacing adjusting moving portion may include a moving screw positioned rotatably in the width direction within the base support portion and threadedly connected through the first side support and the second side support, and a screw rotation motor that rotates the moving screw.

[0023] In the present invention, the first side support member may include a first side support member having a first coil portion for XY-axis correction and a first side elevation member for raising and lowering the first side support member, and the second side support member may include a second side support member having a second coil portion for XY-axis correction and a second side elevation member for raising and lowering the second side support member.

[0024]

[0025] In order to achieve the above object, one embodiment of a station device for an aircraft according to the present invention includes a station housing having an open top through which an aircraft takes off and lands, a rotary table portion rotatable on a plane is positioned inside, and a pair of side walls erected on both sides of the rotary table portion, a station opening / closing portion for opening / closing the open top of the station housing portion, a first coil portion for XY-axis correction and a second coil portion for XY-axis correction positioned facing each other on the side walls, a first coil portion for Z-axis correction provided on the rotary table portion, a second coil portion for Z-axis correction positioned facing the first coil portion for Z-axis correction, a geomagnetic field measuring sensor portion for measuring the Earth's three-axis magnetic field, and a calibration control portion for calibrating a navigation sensor within the aircraft by comparing a magnetic field change value for the three-axis direction of an electronic compass within the aircraft with a three-axis magnetic field value of the Earth measured by the geomagnetic field measuring sensor portion.

[0026] In the present invention, the rotary table unit may be equipped with a wireless charging unit for charging a landed aircraft.

[0027] One embodiment of the station device for an aircraft according to the present invention is to position the X-axis of the electronic compass by the rotary table unit so as to coincide with the axial direction of the magnetic field formed between the first coil unit for XY-axis correction and the second coil unit for XY-axis correction, so that the X-axis magnetic field change value of the electronic compass due to the magnetic field is transmitted to the calibration control unit, and then the aircraft is rotated 90 degrees by the rotary table unit so as to position the Y-axis of the electronic compass by coincidence with the axial direction of the magnetic field formed between the first coil unit for XY-axis correction and the second coil unit for XY-axis correction, so that the Y-axis magnetic field change value of the electronic compass due to the magnetic field is transmitted to the calibration control unit.

[0028] In the present invention, the calibration control unit calculates a correction value through the Z-axis magnetic field change amount, the X-axis magnetic field change amount, and the Y-axis magnetic field change amount of the electronic compass, and calculates a relative difference value of the magnetic field for each axis using the correction value and the Earth's X-axis magnetic field value, the Earth's Y-axis magnetic field value, and the Earth's Z-axis magnetic field value measured by the Earth's magnetic field measurement sensor unit, and then transmits the correction value and the relative difference value to the navigation device of the aircraft, and the navigation device can calibrate the navigation sensor using the received correction value and the relative difference value.

[0029] In the present invention, the side wall portion may be positioned so as to surround the edge of the take-off and landing portion on which the rotary table portion is rotatably mounted, the station opening / closing portion may be seated on the upper portion of the side wall portion to cover the open upper portion of the station housing portion, and may include a housing cover member in which a second coil portion for Z-axis correction is positioned, a pair of cover rotation bracket members connected to both side ends of the housing cover member and positioned to overlap the side surfaces of the station housing portion, a cover rotation member that rotates the cover rotation bracket member, and a cover elevation / lowering member that moves the housing cover member up and down on the upper portion of the station housing portion.

[0030] In the present invention, the station opening / closing unit includes a pair of cover door members that are rotated by a door rotation device to open / close the open upper portion of the station housing unit, and the second coil part for Z-axis correction is provided in a portion divided in each of the pair of cover door members, and the pair of cover door members may be provided with a plurality of first coil connection terminals and a plurality of second coil connection terminals that connect the divided coils to the mutually facing surfaces.

[0031] One embodiment of the station device for an aircraft according to the present invention may further include an aircraft inspection unit provided in the station opening / closing unit or the station housing unit to check for abnormalities in the drive system of the aircraft.

[0032] In the present invention, the station opening / closing unit includes a pair of cover door members that rotate to cover the opening, and an opening / closing operating device that opens and closes the open upper portion of the station housing portion by rotating the pair of cover door members, respectively, and the cover door member includes a rotation bracket that is hingedly connected to the station housing portion by a hinge portion so as to be rotatable, a side cover panel that is positioned on a side surface of the station housing portion and overlaps at least a portion of the side surface of the station housing portion and has a rotation bracket positioned on a lower portion thereof, and an upper cover panel that is positioned at an upper end of the side cover panel and covers the upper portion of the opening portion, and the opening / closing operating device may include a door rotation device that is provided on the rotation bracket and rotates the cover door member, and a door elevation / lowering device that moves the door rotation device and the cover door member up and down to adjust the height of the cover door member.

[0033] In the present invention, a pair of the cover door members are raised and lowered by the door raising and lowering device while the upper cover panels are in contact with each other and closed, thereby forming a flight space in which an aircraft can fly between the lower portion of the upper cover panel and the rotary table portion, and after the aircraft lands on the rotary table portion, the door raising and lowering device lowers the upper cover panel so that the upper cover panel is settled on the upper portion of the station housing portion, thereby completely closing the opening portion of the station housing portion.

[0034] In the present invention, the station housing portion includes a take-off and landing portion having an edge surrounded by the side wall portion and the rotary table portion, and the aircraft inspection portion includes an inspection sensor portion provided in the take-off and landing portion and detecting an abnormality in the drive system of the aircraft, and the inspection sensor portion is mounted on the inner surface of the side cover panel and can inspect the door rotation device and the door elevation device mounted on the front or rear of the station housing portion.

[0035] One embodiment of the station device for an aircraft according to the present invention may further include a sensor moving unit for moving the inspection sensor unit.

[0036] In the present invention, the inner surface of the side cover panel is provided with a sensor mounting surface in which the sensor moving part and the inspection sensor part are located in a dug-out form, and the sensor moving part may include a first sensor moving device that moves the inspection sensor part in the Y-axis direction on a plane parallel to the ground, and a second sensor moving device that moves the inspection sensor part in the X-axis direction on a plane parallel to the ground.

[0037] In the present invention, the sensor mounting surface is positioned so that both sides are open on both sides of the side cover panel, and the first sensor moving device can move the inspection sensor part so that it protrudes toward the front or rear of the station housing part on which the door rotating device and the door raising / lowering device are mounted.

[0038] The present invention can automatically calibrate the navigation sensor of an aircraft, thereby improving the accuracy of calibration of the aircraft and significantly reducing the cost and time required for calibration work.

[0039] FIG. 1 is a perspective view illustrating one embodiment of a calibration device for an aircraft according to the present invention.

[0040] Figure 2 is a plan view illustrating one embodiment of a calibration device for an aircraft according to the present invention.

[0041] Figures 3 and 4 are perspective views illustrating another embodiment of a calibration device for an aircraft according to the present invention.

[0042] Figure 5 is a front view illustrating another embodiment of a calibration device for an aircraft according to the present invention.

[0043] Figure 6 is a perspective view showing one embodiment of a station device for an aircraft according to the present invention.

[0044] Figure 7 is a cross-sectional view showing one embodiment of a station device for an aircraft according to the present invention.

[0045] Figure 8 is a perspective view showing another embodiment of a station device for an aircraft according to the present invention.

[0046] FIG. 9 is a cross-sectional view showing another embodiment of a station device for an aircraft according to the present invention.

[0047] FIG. 10 is a perspective view showing an example of checking an opening / closing operating device with an aircraft inspection unit in another embodiment of an aircraft station device according to the present invention.

[0048] FIG. 11 is a cross-sectional view illustrating another embodiment of a station device for an aircraft according to the present invention, wherein the station housing portion is closed by a station opening portion.

[0049] * Explanation of symbols *

[0050] 1: Aircraft 10: Coil support

[0051] 10a: Upper support 10b: First side support

[0052] 10c: Second side support 11: First coil part for Z-axis correction

[0053] 12: Second coil part for Z-axis correction 12a: First coil connection terminal

[0054] 12b: Second coil connection terminal 13: First coil section for XY axis correction

[0055] 14: Second coil part for XY axis correction 15a: Central coil support member

[0056] 15b: First movable support member 15c: Second movable support member

[0057] 16a: First side support member 16b: First side elevating member

[0058] 17a: Second side support member 17b: Second side elevating member

[0059] 20: Aircraft rotation part 21: Rotating table part

[0060] 22: Base support 23: Driving part

[0061] 23a: Driving wheel section 23b: Moving rail section

[0062] 24: Table support 25: Support movable part

[0063] 30: Earth magnetic field measurement sensor unit 40: Calibration control unit

[0064] 50: Coil current application part 60: Support rotation part

[0065] 70: Coil lifting / lowering part 80: Moving part for adjusting coil spacing

[0066] 81: Moving screw 82: Screw rotation motor

[0067] 90: Base support 100: Station housing

[0068] 100a: Charging section 101: Side wall section

[0069] 110: landing gear 120: support column

[0070] 200: Aircraft inspection section 210: Inspection sensor section

[0071] 211: Drive unit inspection sensor unit 211a: Magnetic field detection unit

[0072] 211b: Vibration detection unit for driving unit 211c: Sound wave detection unit

[0073] 220: Abnormality judgment control unit 230: Thermal imaging camera unit

[0074] 240: Camera section for model confirmation 250: Sensor housing section

[0075] 260: Camera for exterior inspection 261: Camera for inspection

[0076] 262: Camera movement part 300: Station opening / closing part

[0077] 301: Housing cover member 302: Cover rotation bracket member

[0078] 303: Cover rotation part 304: Cover lifting / lowering part

[0079] 310: Opening cover part 311: Cover door part

[0080] 311a: Rotating bracket 311b: Side cover panel

[0081] 311c: Top cover panel 311d: Sensor mounting surface

[0082] 320: Opening / closing mechanism 321: Door rotating mechanism

[0083] 322: Door lifting device 400: Sensor moving part

[0084] 410: First sensor moving device 420: Second sensor moving device

[0085] Hereinafter, the present invention will be described in more detail.

[0086] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the attached drawings. Before describing the present invention in detail, it should be noted that terms or words used in the present specification and claims described below should not be construed as limited to their conventional or dictionary meanings. Therefore, the embodiments described in this specification and the configurations illustrated in the drawings are merely the most preferred embodiments of the present invention and do not represent all of the technical ideas of the present invention. Therefore, it should be understood that various equivalents and modified examples may be substituted for them at the time of filing this application.

[0087] FIG. 1 is a perspective view illustrating one embodiment of a calibration device for an aircraft according to the present invention, and with reference to FIG. 1, one embodiment of the calibration device for an aircraft according to the present invention will be described in detail below.

[0088] An aircraft (1) equipped with an electronic compass calibrated by a calibration device for an aircraft according to the present invention is, for example, an unmanned or manned aircraft capable of vertical takeoff and landing, and more specifically, an unmanned aircraft or manned aircraft such as a drone capable of vertical takeoff and landing using a drive system including an electric motor and a propeller rotated by the electric motor.

[0089] One embodiment of a calibration device for an aircraft according to the present invention includes a first coil portion (11) for Z-axis correction and a second coil portion (12) for Z-axis correction located on the lower side and upper side of the aircraft (1).

[0090] And, a first coil part (13) for XY-axis correction and a second coil part (14) for XY-axis correction are positioned on both sides of the aircraft (1).

[0091] Between the first coil part (13) for XY-axis correction and the second coil part (14) for XY-axis correction, an aircraft rotation part (20) is included that rotates the aircraft (1) to change the axial direction of the electronic compass within the aircraft (1).

[0092] The aircraft rotation unit (20) includes a rotation table unit (21) on which the aircraft (1) is mounted on the upper surface and which rotates the mounted aircraft (1) on a plane.

[0093] The rotary table section (21) includes a table member on which the aircraft (1) is mounted and a table rotation motor section that rotates the table member, thereby rotating the table member around a rotation axis that is perpendicular to the ground.

[0094] The rotary table section (21) is equipped with a first coil section (11) for Z-axis correction located on the lower side of the aircraft (1).

[0095] An upper support (10a) having a second coil part (12) for Z-axis correction is provided on the upper side of the rotary table part (21), and the second coil part (12) for Z-axis correction provided on the upper support part (10a) is positioned on a vertical line with the second coil part (12) for Z-axis correction provided on the rotary table part (21).

[0096] A gap is provided between the upper support (10a) and the rotary table (21) so that an aircraft (1) can be placed on the rotary table (21).

[0097] The first coil part (11) for Z-axis correction and the second coil part (12) for Z-axis correction are positioned on a vertical line and generate a magnetic field in the Z-axis direction when current is applied.

[0098] In addition, a first side support (10b) equipped with a first coil part (13) for XY-axis correction and a second side support (10c) equipped with a second coil part (14) for XY-axis correction are erected and positioned on both sides of the rotary table part (21).

[0099] The first coil portion (13) for XY-axis correction and the second coil portion (14) for XY-axis correction, which are respectively provided on the first side support (10b) and the second side support (10c), are positioned facing each other and in a straight line, and when current is applied, a magnetic field is generated in the direction of the facing straight line.

[0100] The rotary table part (21) can rotate the aircraft (1) installed on the upper part on a plane between the first coil part (13) for XY-axis correction and the second coil part (14) for XY-axis correction so that the X-axis of the electronic compass can be positioned in line with the direction in which the first coil part (13) for XY-axis correction and the second coil part (14) for XY-axis correction face each other.

[0101] In addition, the rotary table part (21) can rotate the aircraft (1) installed on the upper part on a plane between the first coil part (13) for XY-axis correction and the second coil part (14) for XY-axis correction so that the Y-axis of the electronic compass can be positioned in line with the direction in which the first coil part (13) for XY-axis correction and the second coil part (14) for XY-axis correction face each other.

[0102] One embodiment of a calibration device for an aircraft according to the present invention further includes a coil current applying unit (50) that applies current to each of a first coil portion (11) for Z-axis correction, a second coil portion (12) for Z-axis correction, a first coil portion (13) for XY-axis correction, and a second coil portion (14) for XY-axis correction.

[0103] The coil current applying unit (50) applies current to the first coil part (11) for Z-axis correction and the second coil part (12) for Z-axis correction to generate a magnetic field in the Z-axis direction in the electronic compass of the aircraft (1), and applies current to the first coil part (13) for XY-axis correction and the second coil part (14) for XY-axis correction to generate a magnetic field in a straight line that can be aligned with the X-axis direction or Y-axis direction of the electronic compass.

[0104] In addition, one embodiment of a calibration device for an aircraft according to the present invention includes a geomagnetic field measuring sensor unit (30) that measures the three-axis magnetic field of the Earth, which serves as a reference point for an electronic compass, and a calibration control unit (40) that receives a change in the magnetic field of an electronic compass in an aircraft (1).

[0105] The Earth's magnetic field measurement sensor unit (30) is a known sensor that measures the magnetic field values ​​for the three axes of the Earth, i.e., the X-axis, Y-axis, and Z-axis, and a more detailed description thereof is omitted.

[0106] As an example, the Earth's magnetic field measurement sensor unit (30) is mounted on a base support unit (22) including a hollow portion in which the rotary table unit (21) is positioned rotatable.

[0107] The rotary table part (21) is rotatably positioned within a circular hollow portion located in the base support part (22), and the first side support part (10b) and the second side support part (10c) are vertically installed on both sides of the base support part (22) and positioned to face each other, as an example.

[0108] In addition, as an example, both side ends of the upper support (10a) are connected to the upper end of the first side support (10b) and the upper end of the second side support (10c) and are supported and positioned at a preset height.

[0109] The calibration control unit (40) receives the three-axis magnetic field values ​​of the Earth measured by the Earth magnetic field measurement sensor unit (30) and the three-axis magnetic field values ​​of the electronic compass in the aircraft (1) to calibrate the navigation device of the aircraft (1).

[0110] As an example, the calibration control unit (40) receives the three-axis magnetic field values ​​of the Earth measured by the Earth magnetic field measurement sensor unit (30) and the three-axis magnetic field values ​​of the electronic compass in the aircraft (1) via wireless communication.

[0111] In more detail, the calibration method of the electronic compass for calibrating the navigation device of the aircraft (1) using the calibration control unit (40) is as follows.

[0112] The calibration control unit (40) receives the X-axis first magnetic field value, the Y-axis first magnetic field value and the Z-axis first magnetic field value measured on the three axes of the electronic compass in the aircraft (1), i.e., the X-axis, Y-axis and Z-axis, and the Earth's three-axis magnetic field values ​​measured by the Earth's magnetic field measurement sensor unit (30), i.e., the Earth's X-axis magnetic field value, the Earth's Y-axis magnetic field value and the Earth's Z-axis magnetic field value.

[0113] While the aircraft (1) is mounted on the rotary table (21), current is applied to the first coil part (11) for Z-axis correction and the second coil part (12) for Z-axis correction to form a magnetic field in the Z-axis direction between the first coil part (11) for Z-axis correction and the second coil part (12) for Z-axis correction, and the second Z-axis magnetic field value of the electronic compass due to the Z-axis direction magnetic field formed between the first coil part (11) for Z-axis correction and the second coil part (12) for Z-axis correction is transmitted to the calibration control part (40).

[0114] In addition, as in (a) of FIG. 2, when the X-axis of the electronic compass of the aircraft (1) mounted on the rotary table (21) is positioned so as to coincide with the axial direction of the magnetic field formed between the first coil unit (13) for XY-axis correction and the second coil unit (14) for XY-axis correction, current is applied to the first coil unit (13) for XY-axis correction and the second coil unit (14) for XY-axis correction, and the second magnetic field value of the X-axis of the electronic compass due to the magnetic field formed between the first coil unit (13) for XY-axis correction and the second coil unit (14) for XY-axis correction is transmitted to the calibration control unit (40).

[0115] Then, after transmitting the second X-axis magnetic field value of the electronic compass to the calibration control unit (40), the rotary table unit (21) is rotated 90 degrees as shown in (b) of FIG. 2 so that the Y-axis of the electronic compass is positioned to match the axial direction of the magnetic field formed between the first coil unit (13) for XY-axis correction and the second coil unit (14) for XY-axis correction, and current is applied to the first coil unit (13) for XY-axis correction and the second coil unit (14) for XY-axis correction, so that the second Y-axis magnetic field value of the electronic compass due to the magnetic field formed between the first coil unit (13) for XY-axis correction and the second coil unit (14) for XY-axis correction is transmitted to the calibration control unit (40).

[0116] Referring to (a) and (b) of FIG. 2, the first coil part (13) for XY-axis correction and the second coil part (14) for XY-axis correction form a magnetic field fixed in the X-axis direction, and when the front and rear ends of the aircraft (1) are positioned in the Y-axis direction as shown in (a) of FIG. 2, the X-axis of the electronic compass of the aircraft (1) is positioned to match the X-axis direction magnetic field formed between the first coil part (13) for XY-axis correction and the second coil part (14) for XY-axis correction, thereby changing the X-axis direction magnetic field of the electronic compass.

[0117] In addition, as shown in (b) of Fig. 2, when the rotary table part (21) is rotated 90 degrees so that the front and rear ends of the aircraft (1) are positioned in the X-axis direction, the Y-axis of the electronic compass of the aircraft (1) is positioned to match the X-axis direction magnetic field formed between the first coil part (13) for XY-axis correction and the second coil part (14) for XY-axis correction, thereby changing the Y-axis direction magnetic field of the electronic compass.

[0118] The calibration control unit (40) compares the Z-axis first magnetic field value and the Z-axis second magnetic field value to derive the Z-axis magnetic field change value, which is the difference between the Z-axis first magnetic field value and the Z-axis second magnetic field value; compares the X-axis first magnetic field value and the X-axis second magnetic field value to derive the X-axis magnetic field change value, which is the difference between the X-axis first magnetic field value and the X-axis second magnetic field value; and compares the Y-axis first magnetic field value and the Y-axis second magnetic field value to derive the Y-axis magnetic field change value, which is the difference between the Y-axis first magnetic field value and the Y-axis second magnetic field value.

[0119] The calibration control unit (40) calculates a correction value through the Z-axis magnetic field change value, the X-axis magnetic field change value, and the Y-axis magnetic field change value, and calculates a relative difference value of the magnetic field for each axis using the correction value and the three-axis magnetic field values ​​of the Earth measured by the Earth magnetic field measurement sensor unit (30), i.e., the Earth X-axis magnetic field value, the Earth Y-axis magnetic field value, and the Earth Z-axis magnetic field value.

[0120] The calibration unit transmits the correction value and the relative difference value to the navigation device of the aircraft (1), and the navigation device calibrates the navigation sensor using the received correction value and the relative difference value.

[0121]

[0122] FIG. 3 is a perspective view illustrating another embodiment of a calibration device for an aircraft according to the present invention, and with reference to FIG. 3 in more detail, the coil support (10) includes an upper support (10a) and a first side support (10b) and a second side support (10c) positioned on both ends of the upper support (10a), and another embodiment of the calibration device for an aircraft according to the present invention further includes a support rotation part (60) that opens and closes the upper portion of the rotation table part (21) by rotating the coil support (10).

[0123] The coil support (10) is positioned so that the first side support (10b) and the second side support (10c) can rotate around a hinge axis on both sides of the base support (22) having the rotary table portion (21), and the support rotation portion (60) rotates the first side support (10b) and the second side support (10c) around the hinge axis to open the upper part of the rotary table portion (21) or cover the upper side of the rotary table portion (21) with the upper support (10a).

[0124] The coil support (10) is rotated by the operation of the support rotation part (60), and the first side support (10b) and the second side support (10c) are laid down to open the upper part of the rotation table part (21), so that the aircraft (1) can take off and land vertically through the upper surface of the rotation table part (21).

[0125] In addition, when the aircraft (1) is landed on the turntable (21), the coil support (10) is rotated by the operation of the support rotation part (60), so that the first side support (10b) and the second side support (10c) are erected, and the upper support (10a) covers the upper part of the aircraft (1) that has landed on the turntable (21) and is positioned on the vertical upper side of the turntable (21).

[0126] When the first side support (10b) and the second side support (10c) are erected, the first coil part (13) for XY-axis correction and the second coil part (14) for XY-axis correction are positioned facing each other on both sides of the aircraft (1), and the first coil part (11) for Z-axis correction and the second coil part (12) for Z-axis correction are positioned facing each other on the upper and lower sides of the aircraft (1), so that calibration work can be performed on the electronic compass of the aircraft (1).

[0127] The calibration method for performing calibration work on the electronic compass of the aircraft (1) using the first coil part (13) for XY-axis correction, the second coil part (14) for XY-axis correction, the first coil part (11) for Z-axis correction, the second coil part (12) for Z-axis correction, the rotary table part (21), and the calibration control part (40) is the same as that described above and is therefore not described in duplicate.

[0128]

[0129] FIG. 4 is a perspective view illustrating another embodiment of a calibration device for an aircraft according to the present invention, and more specifically, an example in which a driving part (23) is provided on a base support part (22) having a rotary table part (21).

[0130] The base support member (22) can be moved by the driving member (23) to be positioned below the upper support member (10a) while being positioned away from the coil support member (10) including the upper support member (10a) and the first side support member (10b) and the second side support member (10c) located on both ends of the upper support member (10a).

[0131] As an example, the driving part (23) is provided on the base support part (22) and includes a driving wheel part (23a) that is rotated by a motor to move the base support part (22).

[0132] In addition, the driving part (23) further includes a moving rail part (23b) to which the base support part (22) is movably coupled and which guides the moving path of the base support part (22).

[0133] The base support part (22) is movably connected to the movable rail part (23b) and can move along the movable rail part (23b) to accurately move into the interior of the coil support body (10).

[0134] The base support (22) is positioned away from the coil support (10) so that the upper side of the rotary table (21) is open, allowing the aircraft (1) to take off and land vertically through the upper surface of the open rotary table (21).

[0135] That is, the base support part (22) can be moved by the driving part (23) so that the inside of the coil support (10), that is, the rotary table part (21), can be positioned on the vertical lower side of the upper support (10a), and the upper surface of the rotary table part (21) can be positioned so that it is open and away from the coil support (10).

[0136] When the base support (22) is released from the coil support (10) and the upper surface of the rotary table (21) is opened, vertical takeoff and landing of the aircraft (1) is possible on the rotary table (21), and the aircraft (1) can land on the upper surface of the rotary table (21).

[0137] When the aircraft (1) lands on the upper surface of the turntable part (21), the base support part (22) moves into the interior of the coil support part (10) by the driving part (23), so that the turntable part (21) and the upper support part (10a) are positioned in a vertical line between the first side support part (10b) and the second side support part (10c).

[0138] When the aircraft (1) moves into the coil support (10) while landing on the rotary table (21), the first coil part (13) for XY-axis correction and the second coil part (14) for XY-axis correction, which are positioned facing each other on both sides of the aircraft (1), and the first coil part (11) for Z-axis correction and the second coil part (12) for Z-axis correction, which are positioned facing each other on the upper and lower sides of the aircraft (1), enable calibration work to be performed on the electronic compass of the aircraft (1).

[0139] The calibration method for performing calibration work on the electronic compass of the aircraft (1) using the first coil part (13) for XY-axis correction, the second coil part (14) for XY-axis correction, the first coil part (11) for Z-axis correction, the second coil part (12) for Z-axis correction, the rotary table part (21), and the calibration control part (40) is the same as that described above and is therefore not described in duplicate.

[0140] When the calibration work for the electronic compass of the aircraft (1) is completed, the base support member (22) is moved away from the coil support member (10) by the driving member (23) so that the upper surface of the rotary table member (21) is open, and then the aircraft (1) can take off in a vertical direction and fly.

[0141]

[0142] FIG. 5 is a front view illustrating another embodiment of a calibration device for an aircraft according to the present invention, and referring to FIG. 5, another embodiment of a calibration device for an aircraft according to the present invention includes a coil raising / lowering unit (70) for raising / lowering an upper support (10a) provided on at least one of a first side support (10b) and a second side support (10c) and having a second coil unit (12) for Z-axis correction; And it further includes a coil gap adjusting moving part (80) that moves at least one side of the first side support (10b) and the second side support (10c) to widen or narrow the gap between the first side support (10b) and the second side support (10c), and the upper support (10a) includes a central coil support member (15a) where the second coil part (12) for Z-axis correction is positioned, and a first moving support member (15b) and a second moving support member (15c) which are inserted so that a portion is withdrawable on both sides of the central coil support member (15a) and are connected to the first side support (10b) and the second side support (10c), respectively.

[0143] The first movable support member (15b) and the second movable support member (15c) stably support the position of the central coil support member (15a) where the second coil portion (12) for Z-axis correction is positioned by inserting or withdrawing portions from both sides of the central coil support member (15a) when the first side support member (10b) and the second side support member (10c) are moved by the coil spacing adjustment movable member (80).

[0144] The aircraft rotation part (20) includes a rotation table part (21) on which the aircraft (1) is mounted and rotated, a table support part (24) including a rotation motor that rotates the rotation table part (21), and a support moving part (25) that moves the table support part (24) forward and backward.

[0145] In addition, another embodiment of the calibration device for an aircraft according to the present invention further includes a base support (90) having an aircraft rotating part (20) positioned on an upper surface and a moving part (80) for adjusting the coil gap.

[0146] The support moving part (25) is positioned on the base support part (90) and moves the rotary table part (21) and the table support part (24) forward and backward so that the rotary table part (21) can be positioned between the first side support part (10b) and the second side support part (10c) at the bottom of the upper support part (10a) or positioned away from the bottom of the upper support part (10a).

[0147] The rotary table part (21) is positioned away from the lower part of the upper support (10a) so that the upper side is open, and the aircraft (1) can take off and land vertically through the upper surface of the open rotary table part (21).

[0148] The support moving part (25) is, for example, a ball screw type linear actuator, and can be implemented in various ways by using a known linear movement structure, such as a rack and pinion structure that converts the rotational force of the motor into linear movement, including a rack gear and a pinion gear that is meshed with the rack gear and rotated by the motor, or a known driving structure that includes a driving wheel that is rotated by the motor.

[0149] That is, the rotary table part (21) is moved by the support moving part (25) and positioned on the vertical lower side of the upper support (10a) so that the calibration work of the aircraft (1) can be performed, and the upper surface is opened by moving away from the upper support (10a) so that the aircraft (1) can be positioned to enable takeoff and landing.

[0150] The coil gap adjustment moving part (80) can move the first side support (10b) and the second side support (10c) in a direction facing each other to narrow the gap or move them in opposite directions to widen the gap.

[0151] In more detail, the coil gap adjustment moving part (80) may include a moving screw (81) that is positioned so as to be rotatable in the width direction inside the base support part (90) and is screw-connected by penetrating the first side support (10b) and the second side support (10c), but is screw-connected in opposite directions, and a screw rotation motor (82) that rotates the moving screw (81).

[0152] The first side support (10b) and the second side support (10c) are each screw-coupled in opposite directions to the moving screw (81), and can move in a direction facing each other or in opposite directions by the rotation of the moving screw (81), thereby narrowing or widening the gap.

[0153] As an example, one of the first side support (10b) and the second side support (10c) is screwed to the moving screw (81) in a left-hand thread direction, and the other of the first side support (10b) and the second side support (10c) is screwed to the moving screw (81) in a right-hand thread direction. It should be noted that the opposite direction may also be used.

[0154] The coil spacing adjusting moving part (80) moves the first side support (10b) and the second side support (10c) to face each other or move them in opposite directions to adjust the spacing between the first side support (10b) and the second side support (10c) according to the type of aircraft (1), so that the distance between the aircraft (1) and the first coil part (13) for XY-axis correction and the distance between the aircraft (1) and the second coil part (14) for XY-axis correction can be set to an appropriate spacing for calibration work according to the type of aircraft (1).

[0155] In addition, the upper support (10a) can be raised and lowered by the coil raising and lowering unit (70) and the height can be adjusted according to the type of aircraft (1), and the coil raising and lowering unit (70) can appropriately set the gap between the aircraft (1) and the second coil unit (12) for Z-axis correction during calibration work according to the type of aircraft (1).

[0156] The first side support (10b) includes a first side support member (16a) equipped with a first coil portion (13) for XY-axis correction, and a first side elevation portion (16b) for raising and lowering the first side support member (16a), and the second side support member (10b) includes a second side support member (17a) equipped with a second coil portion (14) for XY-axis correction, and a second side elevation portion (17b) for raising and lowering the second side support member (17a).

[0157] The first side support member (16a) and the second side support member (17a) are raised and lowered by the first side elevating member (16b) and the second side elevating member (17b), respectively.

[0158] The first side elevation unit (16b) and the second side elevation unit (17b) raise and lower the first side support member (16a) and the second side support member (17a), respectively, during calibration work, so that the heights of the first coil unit (13) for XY-axis correction and the second coil unit (14) for XY-axis correction can be appropriately set according to the type of aircraft (1).

[0159] The coil elevating unit (70), the first side elevating unit (16b) and the second side elevating unit (17b) are hydraulic cylinders as an example, and in addition, various modifications can be made using known elevating devices such as a ball screw type linear actuator, a rack and pinion structure that converts the rotational power of the motor into linear movement, including a rack gear and a pinion gear that is meshed with the rack gear and rotated by the motor, and so a detailed description thereof is omitted.

[0160] Another embodiment of a calibration device for an aircraft according to the present invention adjusts the height of the second coil unit (12) for Z-axis correction, the height of the first coil unit (13) for XY-axis correction, and the height of the second coil unit (14) for XY-axis correction to an optimal height for the calibration work through the coil elevation unit (70), the first side elevation unit (16b), and the second side elevation unit (17b) depending on the type of aircraft (1) during the calibration work of the aircraft (1), thereby greatly improving the efficiency and accuracy of the calibration work.

[0161] In addition, another embodiment of the calibration device for an aircraft according to the present invention adjusts the distance between the aircraft (1) and the first coil unit (13) for XY-axis correction and the distance between the aircraft (1) and the second coil unit (14) for XY-axis correction to an optimal distance for the calibration work through the coil spacing adjusting moving unit (80) according to the type of the aircraft (1) during the calibration work of the aircraft (1), thereby greatly improving the efficiency and accuracy of the calibration work.

[0162] The calibration device for an aircraft according to the present invention positions coils for calibrating the navigation device of the aircraft (1) to the left, right, up, and down, respectively, and calibrates the navigation device in a non-contact manner by adjusting the spacing between each coil.

[0163]

[0164] FIG. 6 is a perspective view illustrating an embodiment of a station device for an aircraft according to the present invention, and FIG. 7 is a cross-sectional view illustrating an embodiment of a station device for an aircraft according to the present invention.

[0165] Referring to FIGS. 6 and 7, one embodiment of a station device for an aircraft according to the present invention comprises a station housing part (100) having an open top through which an aircraft (1) takes off and lands, a rotary table part (21) rotatable on a plane is positioned inside, and a pair of side walls (101) erected on both sides of the rotary table part (21), a station opening / closing part (300) for opening / closing the open top of the station housing part (100), a first coil part (13) for XY-axis correction and a second coil part (14) for XY-axis correction positioned to face each other on the side walls (101), a first coil part (11) for Z-axis correction provided on the rotary table part (21), a second coil part (12) for Z-axis correction positioned to face the first coil part (11) for Z-axis correction located on the station opening / closing part (300), and a geomagnetic field measuring part for measuring the Earth's three-axis magnetic field. It includes a sensor unit (30), a calibration control unit (40) that calibrates the navigation sensor within the aircraft using the magnetic field change value of the electronic compass within the aircraft (1) and the Earth magnetic field value measured by the Earth magnetic field measurement sensor unit (30).

[0166] The first coil part (13) for XY-axis correction and the second coil part (14) for XY-axis correction are respectively provided on a pair of side wall parts (101) facing each other, so that they can face each other and generate a straight magnetic field.

[0167] The station housing section (100) includes a landing section (110) whose edges are surrounded by side walls (101), and the rotary table section (21) is rotatably positioned on the landing section (110), as an example.

[0168] The height of the side wall (101) is formed higher than the height of the aircraft (1) that takes off and lands on the landing section (110), thereby forming sufficient space to accommodate the aircraft (1) inside the station housing section (100).

[0169] The landing section (110) is equipped with a charging section (100a) for charging the charging section of the landed aircraft (1).

[0170] An aircraft (1) capable of vertical takeoff and landing is provided with a charging unit for supplying electric power to a drive system, and a charging unit (100a) is provided on a takeoff and landing unit (110) and is a wireless charging unit that wirelessly charges electric power to the drive system of a landed aircraft (1).

[0171] The charging unit (100a) can be implemented in various ways by using a known charging structure for charging the battery of an aircraft (1) at a station for an aircraft such as a drone, in addition to the wireless charging unit (100a), so a more detailed description is omitted.

[0172] The rotary table section (21) is rotated around a rotation axis perpendicular to the ground by a table rotation motor, thereby rotating the aircraft (1) installed on the upper section on a plane between the first coil section (13) for XY-axis correction and the second coil section (14) for XY-axis correction.

[0173] The rotary table unit (21) can rotate the aircraft (1) on a plane so that the X-axis or Y-axis of the electronic compass is positioned in a straight line in which the first coil unit (13) for XY-axis correction and the second coil unit (14) for XY-axis correction face each other.

[0174] In addition, the station opening / closing unit (300) is mounted on the upper portion of the station housing portion (100) to cover the open upper portion of the station housing portion (100), and includes a housing cover member in which a second coil member (12) for Z-axis correction is positioned, a pair of cover rotation bracket members connected to both side ends of the housing cover member and positioned to overlap the side surfaces of the station housing portion (100), a cover rotation member that rotates the cover rotation bracket member, and a cover elevation / lowering unit that moves the housing cover member up and down on the upper portion of the station housing portion (100).

[0175] As an example, the cover rotation part moves the housing cover part up and down by moving the cover rotation bracket part and the cover rotation part mounted on the cover rotation bracket part up and down.

[0176] The cover raising / lowering unit is an example of a linear actuator using a ball screw method, and can be implemented in various ways by using a known raising / lowering structure that converts the rotational power of the motor into linear movement, such as a rack and pinion structure that includes a rack gear and a pinion gear that is meshed with the rack gear and rotated by the motor.

[0177] The housing cover member can be rotated by the cover rotation member around an axis by a preset radius, that is, a radius corresponding to the length of the cover rotation bracket member, and positioned facing the side of the station housing member (100) or facing the open top of the station housing member (100).

[0178] The housing cover member can be rotated by a radius corresponding to the length of the cover rotation bracket member by the cover rotation member and positioned on the side of the station housing part (100) or positioned apart from the upper surface of the station housing part (100).

[0179] When the housing cover member is positioned on the side of the station housing section (100), the landing section (110) of the station housing section (100) is opened so that the aircraft (1) can land or take off from the landing field through the upper side of the opened station housing section (100).

[0180] In addition, the housing cover member is lowered by the cover elevating member and is seated on the upper surface of the station housing part (100) to seal the open upper portion of the station housing part (100).

[0181] Calibration work for the electronic compass of the aircraft (1) can be performed while the aircraft (1) is landed on the rotary table (21) and the housing cover member is secured to the upper surface of the station housing (100).

[0182] One embodiment of the station device for an aircraft according to the present invention further includes a coil current applying unit (50) that applies current to each of the first coil portion (11) for Z-axis correction, the second coil portion (12) for Z-axis correction, and the first coil portion (13) for XY-axis correction and the second coil portion (14) for XY-axis correction.

[0183] The first coil part (11) for Z-axis correction and the second coil part (12) for Z-axis correction receive current from the coil current applying part (50) and form a magnetic field in the Z-axis direction, i.e., in a vertical direction between the rotary table part (21) and the housing cover member.

[0184] The first coil part (13) for XY-axis correction and the second coil part (14) for XY-axis correction receive current from the coil current applying part (50) to form a magnetic field in a straight line between a pair of facing side wall parts (101), and the rotary table part (21) rotates the aircraft (1) so that the X-axis or Y-axis of the electronic compass can be positioned in line with the magnetic field in a straight line formed between the first coil part (13) for XY-axis correction and the second coil part (14) for XY-axis correction.

[0185] It is to be noted that the calibration method for performing calibration work on the electronic compass of an aircraft (1) using the first coil part (13) for XY-axis correction, the second coil part (14) for XY-axis correction, the first coil part (11) for Z-axis correction, the second coil part (12) for Z-axis correction, the rotary table part (21), and the calibration control part (40) is the same as the embodiment of the calibration device for an aircraft according to the present invention.

[0186]

[0187] FIG. 8 is a perspective view illustrating another embodiment of a station device for an aircraft according to the present invention, and FIG. 9 is a cross-sectional view illustrating another embodiment of a station device for an aircraft according to the present invention. Referring to FIGS. 8 and 9, another embodiment of a station device for an aircraft according to the present invention may further include an aircraft inspection unit (200) provided in a station opening / closing unit (300) or a station housing unit (100) to check for abnormalities in the drive system of an aircraft (1).

[0188] The station opening / closing unit (300) includes an opening / closing cover unit (310) that covers the opening of the station housing unit (100), and an opening / closing operating device (320) that opens / closes the opening by rotating or moving the opening / closing cover unit (310).

[0189] The opening / closing cover part (310) is rotatably connected to the station housing part (100), and the opening / closing operating device is, for example, a rotation driving device that includes a rotation motor and rotates the opening / closing cover part (310) around a hinge.

[0190] In more detail, the opening / closing cover part (310) includes a pair of cover door members (311) that rotate to cover the opening, and the opening / closing operating device (320) includes a door rotation device (321) that includes a rotation motor and rotates the cover door members (311).

[0191] The door rotation device (321) is provided on the hinge portion of the cover door member (311) and rotates a pair of cover door members (311) in a direction facing each other or in a direction of opening to open and close the opening portion.

[0192] The cover door member (311) includes a rotation bracket (311a) that is hingedly connected to the station housing part (100) so as to be rotatable and on which a door rotation device (321) is positioned, a side cover panel (311b) that is positioned on the side of the station housing part (100) and overlaps at least a portion of the side of the station housing part (100) and on which the rotation bracket (311a) is positioned on the lower side, and an upper cover panel (311c) that is positioned in a folded manner on the upper side of the side cover panel (311b) and covers the upper part of the opening.

[0193] The rotation bracket (311a) is hingedly connected to the front and rear of the station housing (100) so as to be rotatable, and a pair of cover door members (311) are rotated by a door rotation device (321) so that a pair of side cover panels (311b) are vertically erected, and a pair of upper cover panels (311c) are closed by contact to form a flat upper door.

[0194] The second coil portion (12) for Z-axis correction is provided in a portion divided on each of a pair of upper cover panels (311c), and a plurality of first coil connection terminals (12a) and a plurality of second coil connection terminals (12b) for connecting the divided coils are provided on the surfaces of the pair of upper cover panels (311c) that face each other.

[0195] When a pair of upper cover panels (311c) are closed by being attached, a plurality of first coil connection terminals (12a) and a plurality of second coil connection terminals (12b) are connected, thereby connecting the divided coils and forming a single connected second coil portion (12) for Z-axis correction.

[0196] The side cover panel (311b) has a height that can secure a stable takeoff and landing space for the aircraft (1) when it takes off and lands vertically, and a space in which the aircraft (1) can fly is formed on the lower side of the upper cover panel (311c).

[0197] The opening / closing operating device (320) further includes a door rotation device (321) and a door elevation / lowering device (322) that moves the cover door member (311) up and down to adjust the height of the cover door member (311).

[0198] The door lifting device (322) is mounted on the front or rear of the station housing (100), and the rotation bracket (311a) and the door rotation device (321) are connected to each other so that the rotation bracket (311a) can move up and down, and the height of the cover door member (311) is adjusted by moving the connected rotation bracket (311a) up and down.

[0199] The door lifting device (322) is, for example, a ball screw type linear actuator, and can be implemented in various ways by using a known lifting structure that converts the rotational force of the motor into linear movement, such as a rack and pinion structure that includes a rack gear and a pinion gear that is meshed with the rack gear and rotated by the motor.

[0200] In more detail, the landing gear (110) is positioned in a sunken form on the open upper side of the station housing (100), and the cover door member (311) is a pair of upper cover panels (311c) that are attached to each other to form a flat upper door, and are seated on the upper side of the station housing (100) to completely close the open part.

[0201] A pair of cover door members (311) are rotated so that they are closed by contacting each other while the rotation bracket (311a) is positioned on the upper side of the station housing part (100), and then lowered by the door lifting / lowering device (322) so that the upper cover panel (311c) can be installed on the upper side of the station housing part (100).

[0202] The side cover panel (311b) is supported on the side of the station housing part (100) when the cover door member (311) moves up and down by the door lifting / lowering device (322), thereby guiding the up and down movement of the cover door member (311).

[0203] The cover door member (311) can cover the upper side of the aircraft (1) that is flying at a low altitude with respect to the landing area when the aircraft (1) capable of vertical takeoff and landing descends and lands on the landing section (110) or takes off from the landing section (110).

[0204] Accordingly, the cover door member (311) protects the aircraft (1) taking off and landing from the external environment with the upper cover panel (311c) and the side cover panel (311b), so that the aircraft (1) can take off and land stably on the takeoff and landing section (110).

[0205] In addition, when checking the drive system, the aircraft (1) landing on the upper part of the landing section (110) flies in a stopped state for a preset period of time, and at this time, the cover door member (311) rotates while the rotation bracket (311a) is positioned on the upper side of the station housing section (100) so that the upper cover panel (311c) comes into contact with the upper cover panel (311c) and covers the upper side and the side of the aircraft (1) with the upper cover panel (311c) and the side cover panel (311b).

[0206] And, when the aircraft (1) lands on the landing gear (110), the cover door member (311) is lowered by the door elevating / lowering member, and the upper cover panel (311c) is settled on the upper part of the station housing part (100) to completely close the opening.

[0207] In addition, when the aircraft (1) is completed with the battery charging in the charging unit (100a) and takes off from the takeoff and landing unit (110), the cover door member (311) is raised and lowered by the door elevating unit while the upper cover panel (311c) is secured to the upper part of the station housing unit (100) to form a free space on the lower side of the upper cover panel (311c) through which the aircraft (1) can take off.

[0208] When a free space is created above the takeoff and landing section (110) by the raising and lowering of the cover door member (311), the aircraft (1) takes off, and the pair of cover door members (311) are rotated and spread apart by the door rotation device (321) after the aircraft (1) takes off, thereby completely opening the opening of the station housing section (100), allowing the aircraft (1) to fly outside the station housing section (100).

[0209] Meanwhile, the aircraft inspection unit (200) is provided in the station opening / closing unit (300) and includes an inspection sensor unit (210) that detects whether there is an abnormality in the drive system of the aircraft (1) and an abnormality judgment control unit (220) that receives information detected by the inspection sensor unit (210) and determines whether there is an abnormality in the drive system.

[0210] As an example, the abnormality judgment control unit (220) receives information detected by the inspection sensor unit (210) through wireless or wired communication.

[0211] The abnormality judgment control unit (220) is located within the station housing unit (100) and informs the manager of the inspection results through wired or wireless communication, or is located in a control center that controls the operation or management of the aircraft (1), for example.

[0212] As an example, the inspection sensor unit (210) includes a drive unit inspection sensor unit (211) that measures the physical state of the drive system during operation to detect aging or failure of the drive system of the aircraft (1).

[0213] The inspection sensor unit (210) is mounted on the upper cover panel (311c) or the side cover panel (311b) and can inspect the drive system of the aircraft (1) in stationary flight within the free space formed on the lower side of the upper cover panel (311c).

[0214] The inspection sensor unit (210) is mounted on the side cover panel (311b), and when the side cover panel (311b) is erected, the sensor mounting surface (311d) is positioned to face the driving system of the aircraft (1) in flight within the free space, as an example.

[0215] As an example, the inspection sensor unit (210) includes a drive unit inspection sensor unit (211) that measures the physical state of the drive system during operation to detect aging or failure of the drive system of the aircraft (1).

[0216] The drive unit inspection sensor unit (211) measures the vibration physical quantity of the drive system, measures the magnetic field generated from the drive system, or measures the noise generated from the drive system, i.e., the sound wave.

[0217] The drive unit inspection sensor unit (211) is located on the upper surface of the take-off and landing unit (110), but is positioned corresponding to the drive system of the aircraft (1), and is located within the sensor housing unit (250), as an example.

[0218] The sensor housing part (250) is manufactured from a transparent synthetic resin material such as aluminum or acrylic, through which magnetic fields, sound waves, and vibrations detected by the drive unit inspection sensor part (211) can be transmitted and detected.

[0219] In the case of unmanned aerial vehicles such as drones capable of vertical takeoff and landing or manned aircraft, multiple drive systems are provided, so as an example, a plurality of inspection sensor units (210) are provided corresponding to the multiple drive systems.

[0220] The drive system includes a propeller, an electric motor that rotates the propeller, and an electronic speed controller (ESC) that controls the speed of the electric motor, and the drive unit inspection sensor unit (211) includes a magnetic field detection unit (211a) that detects a magnetic field generated in the drive system.

[0221] The magnetic field detection unit (211a) detects the magnetic field generated by the driving system, i.e., the electric motor and the electronic speed controller (ESC) that controls the speed of the electric motor.

[0222] An electronic speed controller (ESC) is installed to change the speed of an electric motor in an aircraft (1) such as a drone, and a more detailed description is omitted.

[0223] When an electric motor operates, a permanent magnetic field and an induced magnetic field are generated around it, and the ESC, or electronic speed controller, generates a motor control signal to control the speed of the electric motor.

[0224] The magnetic field detection unit (211a) detects the magnetic field generated from the electric motor, i.e., the permanent magnetic field and the induced magnetic field generated when the motor is operated, and detects the magnetic field from the motor control signal of the ESC, i.e., the electronic speed controller, and transmits it to the abnormality judgment control unit (220).

[0225] The magnetic field detection unit (211a) is positioned facing the drive system in the takeoff and landing unit (110) and is exposed to detect the permanent magnetic field and induced magnetic field generated when the electric motor is operated and the motor control signal of the electronic speed controller.

[0226] The magnetic field detection unit (211a) is positioned so as to be exposed while facing the aircraft (1) and detects the permanent magnetic field and induced magnetic field generated when the motor is operated and the motor control signal of the electronic speed controller.

[0227] In addition, the drive unit inspection sensor unit (211) includes, as an example, a drive unit vibration detection unit (211b) that detects the vibration physical quantity of the drive system.

[0228] The vibration detection unit (211b) for the driving unit is, for example, a radar sensor unit that uses radio waves to measure the vibration physical quantity of the driving system, i.e., the vibration physical quantity of the propeller and electric motor.

[0229] The radar sensor section emits radio waves to the propeller of the driving system to measure the vibration physical quantity of the propeller.

[0230] The landing gear (110) is provided with a sensor housing (250) in which a physical motion detection unit is mounted inside, and a radar sensor unit installed inside the sensor housing (250) emits radio waves, and an opening (not shown) for radio wave emission is located in the opening and is blocked by a radio wave transmission cover member made of a material that allows radio waves to pass through.

[0231] The radar sensor unit is located within the sensor housing unit (250) and is protected from external environments such as moisture.

[0232] The opening for radio wave emission (not shown) is positioned so that the center of the emitted radio waves, i.e., the center of the directional radio wave beam, points toward the motor so that vibrations generated from the electric motor and propeller can be accurately measured.

[0233] The radar sensor unit can simultaneously measure the physical quantity caused by the propeller by the center of the radio wave, that is, the center of the directional radio wave beam, pointing toward the motor, and the width of the radio wave, that is, the beam width.

[0234] That is, the radar sensor unit can individually detect and measure the vibration physical quantity of the electric motor and the vibration physical quantity of the propeller during the flight of the aircraft (1) and transmit the results to the abnormality judgment control unit (220).

[0235] In addition, the drive unit inspection sensor unit (211) includes a sound wave detection unit (211c) that can measure sound waves, i.e., noise, generated from the drive system.

[0236] The sound wave detection unit (211c) is, for example, a microphone that can receive sound waves and convert them into voice current, and includes a plurality of microphones to receive sound generated from the driving system, i.e., sound waves, and transmit the sound waves as an electrical signal, i.e., voice current, to the control unit (220) for determining whether there is an abnormality.

[0237] A sound wave measuring hole in which a microphone is mounted is formed in the sensor housing (250). The sound wave measuring hole is a circular hole, and as an example, a plurality of holes are arranged in a circular or straight line.

[0238] It is to be noted that the size of the hole for measuring sound waves can be designed by taking into consideration the shape of the sound waves generated from the propeller, the distance between the aircraft (1) and the microphone that is preset when detecting sound waves during takeoff and landing of the aircraft (1), etc.

[0239] In addition, the drive unit inspection sensor unit (211) includes a sound wave detection unit (211c) that can measure sound waves, i.e., noise, generated from the drive system.

[0240] The sound wave detection unit (211c) is, for example, a microphone that can receive sound waves and convert them into voice current, and includes a plurality of microphones to receive sound generated from the driving system, i.e., sound waves, and transmit the sound waves as an electrical signal, i.e., voice current, to the control unit (220) for determining whether there is an abnormality.

[0241] A sound wave measuring hole in which a microphone is mounted is formed in the sensor housing (250). The sound wave measuring hole is a circular hole, and as an example, a plurality of holes are arranged in a circular or straight line.

[0242] It is to be noted that the size of the hole for measuring sound waves can be designed by taking into consideration the shape of the sound waves generated from the propeller, the distance between the aircraft (1) and the microphone that is preset when detecting sound waves during takeoff and landing of the aircraft (1), etc.

[0243] The drive unit inspection sensor unit (211) transmits the detected physical information to the abnormality judgment control unit (220) through wireless or wired communication.

[0244] The abnormality judgment control unit (220) receives information detected by the drive unit inspection sensor unit (211), that is, the magnetic field measurement value detected by the magnetic field detection unit (211a), the vibration measurement value detected by the drive unit vibration detection unit (211b), and the sound wave signal detected by the sound wave detection unit (211c), and determines whether the drive system of the aircraft (1) is aging or broken.

[0245] In more detail, the drive unit inspection sensor unit (211) may include at least one of a magnetic field detection unit (211a), a vibration detection unit for the drive unit (211b), and a sound wave detection unit (211c), or may include all of the magnetic field detection unit (211a), the vibration detection unit for the drive unit (211b), and the sound wave detection unit (211c).

[0246] The vibration detection unit (211b) for the driving unit, i.e., the radar sensor unit, transmits RF of a specific waveform model to the electric motor and the propeller, receives the form of the signal returned when hitting an object, and then transmits the form of the returned signal to the control unit (220) for determining whether there is an abnormality.

[0247] The abnormality judgment control unit (220) can identify an abnormality by deriving frequency components related to rotation through FFT analysis of the received signal processing and deriving a waveform pattern.

[0248] For example, the abnormality judgment control unit (220) determines that the state of the electric motor or propeller is normal when the pattern of the signal received from the radar sensor unit shows a relatively smooth waveform repetition pattern.

[0249] And, the abnormality judgment control unit (220) determines that there is an abnormality in the operation of the electric motor or propeller when the vibration value received from the radar sensor unit exceeds the preset vibration value.

[0250] When the propeller blades break and rotate unevenly, and the vibration value exceeds the preset value, noise is interspersed in the pattern of the received signal, and large and small irregular patterns are generated.

[0251] The abnormality judgment control unit (220) determines that there is an abnormality in the operation of the electric motor or propeller when noise is intermittent in the pattern of the signal received from the radar sensor unit and large and small irregular patterns occur.

[0252] In the abnormality judgment control unit (220), the normal vibration range and the aging vibration range of the electric motor and propeller are preset, and a plurality of forms for the normal signal pattern, aging signal pattern, and failure signal pattern for the signal pattern transmitted through the radar sensor unit are pre-stored, and in the case of the aging signal pattern, it is pre-stored by being classified according to the aging status.

[0253] The abnormality judgment control unit (220) determines that the vibration value transmitted through the radar sensor unit is within the normal vibration range, and determines that the vibration value transmitted through the radar sensor unit is outside the normal vibration range, and determines that the operation is abnormal.

[0254] In addition, the abnormality judgment control unit (220) determines the aging state by comparing it with the aging signal pattern set for each aging state when it is located within the aging vibration range, and if the aging signal pattern is different from the normal signal pattern, it determines that a failure has occurred in the driving system including the electric motor or propeller.

[0255] In addition, the abnormality judgment control unit (220) can judge the aging status or failure of the driving system through the signal pattern of the magnetic field detected and transmitted from the magnetic field detection unit (211a).

[0256] When the electric motor is operating normally, the magnetic field signal pattern of the electric motor detected by the magnetic field detection unit (211a) is symmetrical and continues regularly because the electric motor ideally generates rotational force, that is, because the rotational force is generated regularly.

[0257] On the other hand, if the winding of the electric motor is broken or the axis is tilted, the magnetic field signal pattern detected by the magnetic field detection unit (211a) is not symmetrical, is irregular, and patterns such as large and small noises are generated in the middle.

[0258] Accordingly, the abnormality judgment control unit (220) determines that the driving system is operating normally when the magnetic field signal pattern of the electric motor detected by the magnetic field detection unit (211a) is symmetrical and continues regularly.

[0259] And, the abnormality judgment control unit (220) determines that the electric motor is old or broken if the magnetic field signal pattern detected by the magnetic field detection unit (211a) is not symmetrical, is irregular, and has large and small noise-like patterns in the middle.

[0260] That is, the abnormality judgment control unit (220) pre-stores a first motor magnetic field signal pattern range that can confirm the normal state of the electric motor, a second motor magnetic field signal pattern range that can confirm the aging state of the electric motor is pre-stored according to the aging state, and a third motor magnetic field signal pattern range that can confirm a failure of the electric motor is pre-stored.

[0261] The abnormality judgment control unit (220) can compare the magnetic field signal pattern of the electric motor detected by the magnetic field detection unit (211a) with the first motor magnetic field signal pattern range, the second motor magnetic field signal pattern range, and the third motor magnetic field signal pattern range that are stored to check the aging status and whether the electric motor is broken.

[0262] And, the motor control signal of the electronic speed controller (ESC) detected by the magnetic field detection unit (211a) is within the preset range in the width and size of the PWM (pulse width modulation) waveform for motor control in the normal case, and in the case of a failure, the PWM (pulse width modulation) waveform for motor control goes beyond the preset range.

[0263] The abnormality judgment control unit (220) can determine that the electronic speed controller (ESC) is operating normally if the PWM (pulse width modulation) of the motor control signal detected by the magnetic field detection unit (211a) has a waveform width and size within a preset range, and can determine that the electronic speed controller (ESC) is malfunctioning if the PWM (pulse width modulation) of the motor control signal has a waveform width and size outside the preset range.

[0264] That is, the abnormality judgment control unit (220) has a first control magnetic field signal pattern range that can confirm the normal state of the electronic speed controller (ESC) pre-stored, a second control magnetic field signal pattern range that can confirm the aging state of the electronic speed controller (ESC) pre-stored by aging state, and a third control magnetic field signal pattern range that can confirm a failure of the electronic speed controller (ESC) pre-stored.

[0265] The abnormality judgment control unit (220) can compare the magnetic field signal pattern of the electronic speed controller (ESC) detected by the magnetic field detection unit (211a) with the stored first controller magnetic field signal pattern range, second controller magnetic field signal pattern range, and third controller magnetic field signal pattern range to check the aging status and failure of the electronic speed controller (ESC).

[0266] In addition, the abnormality judgment control unit (220) can judge the degree of aging and abnormality of the part using the sound wave signal detected by the sound wave detection unit (211c).

[0267] The sound wave detection unit (211c) detects noise, i.e., sound generated by the aerodynamic phenomenon caused by the rotation of the propeller and the wear of the bearing of the electric motor, and transmits it to the abnormality judgment control unit (220).

[0268] When the propeller rotates normally, noise (tornal noise) is generated in a balanced manner due to the aerodynamic force generated by the rotation of the propeller. On the other hand, when the propeller is unbalanced or the bearings are aged and cause vibration or shaking in the propeller, noise is generated due to the aerodynamic phenomenon, and this is buried in the received sound waves.

[0269] And, when the bearing of the electric motor is worn out, a high-frequency sound is generated, and the sound wave detection unit (211c) detects this high-frequency sound and transmits it together with the sound wave to the abnormality judgment control unit (220), so that the abnormality judgment control unit (220) determines whether the electric motor or propeller is abnormal or has a degree of aging through the waveform pattern of the sound wave and the high frequency received.

[0270] That is, the abnormality judgment control unit (220) has a first sound wave pattern range that can confirm the normal state of the driving system pre-stored, a second sound wave pattern range that can confirm the aging state of the driving system pre-stored according to the aging state, and a third sound wave pattern range that can confirm a failure of the driving system pre-stored.

[0271] The abnormality judgment control unit (220) can compare the sound wave signal pattern detected by the sound wave detection unit (211c) with the first sound wave pattern range, the second control magnetic field signal pattern range, and the third control magnetic field signal pattern range that are stored to check the aging status and failure of the electronic speed controller (ESC).

[0272] The abnormality judgment control unit (220) stores reference values ​​and signal patterns for vibration, magnetic fields, and sound waves classified by the normal operating status and degree of aging of the electric motor, propeller, and electronic speed controller (ESC) obtained through a number of experiments.

[0273] The abnormality judgment control unit (220) can check in real time whether the drive system is faulty or in an aging state by comparing the measured values ​​or signal patterns measured or detected in real time by the vibration detection unit (211b), magnetic field detection unit (211a), and sound wave detection unit (211c) for the drive unit with the pre-stored reference values ​​and signal patterns.

[0274] In addition, the inspection sensor unit (210) further includes a thermal imaging camera unit (230) that photographs the aircraft to check the heat distribution status generated inside or in the drive system of the aircraft (1).

[0275] The thermal imaging camera unit (230) is a camera that visualizes infrared rays (heat rays) emitted by a subject to form an image, and is a camera known to detect radiant heat emitted by an object and display it on a screen. A more detailed description thereof will be omitted.

[0276] The thermal imaging camera unit (230) can check the heat distribution status generated inside an aircraft (1) that has completed flight and landed, or can check the heat distribution status generated from an electric motor during operation of the electric motor.

[0277] The abnormality judgment control unit (220) stores a normal internal heat distribution image according to the type of aircraft (1) and compares the heat distribution image captured by the thermal imaging camera unit (230) with the stored internal heat distribution image to check for damage or aging of the interior or electric motor of the aircraft (1).

[0278] In addition, the aircraft inspection unit (200) is located on the takeoff and landing unit (110) and further includes a camera unit (240) for confirming the aircraft type by photographing the aircraft (1) or confirming the location or direction of the aircraft (1).

[0279] The camera unit (240) for aircraft type confirmation not only checks the type of aircraft (1) to be inspected, but also checks whether the aircraft (1) is in the inspection position at the takeoff and landing site and the direction of the aircraft (1).

[0280] The camera unit (240) for confirming the aircraft type confirms the aircraft type (1) to be inspected, confirms the location and number of drive systems according to the aircraft type, and confirms the size of the aircraft, enabling more accurate inspection of the aircraft (1) by using the information on the drive system according to the aircraft type and the information on the aircraft size when inspecting the aircraft (1).

[0281] Since the inspection standards for the aircraft (1) differ depending on the aircraft type, the aircraft type (1) can be confirmed using an aircraft type confirmation camera, and inspection of the drive system and exterior of the aircraft (1) can be performed based on the inspection standards.

[0282] The aircraft inspection unit (200) uses a camera unit (240) for confirming the aircraft type to confirm that the aircraft (1) is positioned immediately after takeoff or immediately before landing on the takeoff and landing unit (110), and while confirming that the inspection sensor unit (210) is aligned with the drive system of the aircraft (1), the inspection sensor unit (210) can check for abnormalities in the drive system.

[0283]

[0284] Meanwhile, the inspection sensor unit (210) is mounted on the inner surface of the side cover panel (311b) and is positioned so as to enable inspection of the door rotation device (321) and the door elevation device (322), which are opening and closing operating devices (320) mounted on the front or rear of the station housing unit (100), as an example.

[0285] A pair of cover door members (311) are rotated by a door rotation device (321) to spread out on the inner surface of the side cover panel (311b) so as to be parallel to the landing section (110), thereby opening the opening of the station housing section (100).

[0286] In addition, a pair of cover door members (311) are raised and lowered by a door raising and lowering device, and the ends of a pair of upper cover panels (311c) are brought into contact to form a free space for the aircraft (1) to stop and fly toward the lower side of the upper cover panel (311c), or are lowered by the door raising and lowering device and are settled on the upper surface of the station housing part (100) to close the opening.

[0287] When the ends of the upper cover panel (311c) are joined together to form a free space on the lower side of the upper cover panel (311c), the side cover panel (311b) can be positioned vertically so that the driving system of the flying aircraft (1) and the sensor mounting surface (311d) of the inspection sensor unit (210) face each other in the free space.

[0288] The inspection sensor unit (210) is mounted on the side cover panel (311b) and is provided in a number corresponding to the number of drive systems of the aircraft (1) to be inspected. In the case of an aircraft (1) capable of vertical takeoff and landing, four drive systems are generally provided, so four are provided correspondingly as an example.

[0289] In addition, one embodiment of the station device for an aircraft according to the present invention further includes a sensor moving unit (400) for moving the inspection sensor unit (210).

[0290] The sensor moving unit (400) confirms the position of the driving system based on the position of the aircraft (1) confirmed by the aircraft type confirmation camera unit (240) or the size of the signal detected by the drive inspection sensor unit (211), and moves the inspection sensor unit (210) to a position facing the driving system, thereby allowing the inspection sensor unit (210) to effectively detect magnetic fields, sound waves, vibrations, etc. generated by the driving system, thereby improving the inspection accuracy of the driving system of the aircraft (1).

[0291] A sensor mounting surface (311d) on which a sensor moving part (400) and an inspection sensor part (210) are positioned is formed in a hollow shape on the inner surface of the side cover panel (311b), so that the sensor mounting surface of the inspection sensor part (210) mounted on the sensor moving part (400) is flush with the inner surface of the side cover panel (311b) or positioned lower than the inner surface of the side cover panel (311b).

[0292] The inner surface of the side cover panel (311b) is supported by the side of the station housing part (100) to guide the raising and lowering of the cover door member (311) when the side cover panel (311b) is lowered by the door lifting and lowering device (322) in a vertically erected state. At this time, the sensor moving part (400) and the inspection sensor part (210) are mounted on the sensor mounting surface (311d) formed in a hollow shape so as not to protrude from the inner surface, so that the inner surface of the side cover panel (311b) excluding the sensor mounting surface (311d) can be supported by the side of the station housing part (100) to guide the raising and lowering of the cover door member (311) when the side cover panel (311b) is lowered by the door lifting and lowering device (322) in a vertically erected state.

[0293] The sensor moving unit (400) includes a first sensor moving device (410) that moves the inspection sensor unit (210) in the Y-axis direction on a plane parallel to the ground, and a second sensor moving device (420) that moves the inspection sensor unit (210) in the X-axis direction on a plane parallel to the ground.

[0294] As an example, the second sensor moving device (420) moves the first sensor moving device (410) in the X-axis direction to move the sensor housing part (250) in the Y-axis direction and the X-axis direction, respectively.

[0295] Although not shown, it is to be noted that the first sensor moving device (410) can move the second sensor moving device (420) in the Y-axis direction to move the inspection sensor unit (210) in the X-axis direction and the Y-axis direction, respectively.

[0296] The sensor moving unit (400) moves the inspection sensor unit (210) in the Y-axis direction and the X-axis direction when the side cover panel (311b) is unfolded and the inner surface is positioned in a plane parallel to the take-off and landing unit (110), and moves the inspection sensor unit (210) in the Y-axis direction and the Z-axis direction when the side cover panel (311b) is raised and the inner surface is positioned vertically parallel to the side of the sensor housing.

[0297] That is, the first sensor moving device (410) moves the inspection sensor unit (210) in the Y-axis direction when the side cover panel (311b) is unfolded and the inner surface is positioned in a plane parallel to the take-off and landing unit (110) or when the side cover panel (311b) is raised and the inner surface is positioned vertically.

[0298] And, the second sensor moving device (420) moves the inspection sensor unit (210) in the X-axis direction when the side cover panel (311b) is unfolded and the inner surface is positioned in a plane parallel to the take-off and landing unit (110), and moves the inspection sensor unit (210) in the Z-axis direction when the side cover panel (311b) is raised and the inner surface is positioned vertically.

[0299] The inspection of the driving system of the aircraft (1) is performed while the aircraft (1) is in a state of hovering flight on the upper side of the landing section (110) just before or immediately after landing on the landing section (110). At this time, a pair of cover door members (311) are folded by a door rotation device (321) while being raised and lowered by a door raising and lowering device, and the ends of a pair of upper cover panels (311c) are brought into contact with each other while the side cover panels (311b) are in an upright state, thereby forming a free space on the lower side of the upper cover panel (311c) in which the aircraft (1) can hover and fly.

[0300] And, with the side cover panel (311b) erected and positioned so that a space is formed on the lower side of the upper cover panel (311c) for the aircraft (1) to be stationary in flight, the sensor mounting surface (311d) of the inspection sensor unit (210) is erected and positioned to face the driving system of the aircraft (1) in stationary flight, thereby inspecting the driving system.

[0301] When inspecting the drive system, the inspection sensor unit (210) is moved in the Y-axis direction or the Z-axis direction by the first sensor moving device (410) and the second sensor moving device (420) to match the position of the aircraft (1) in stationary flight or the position of the drive system according to the type of the aircraft (1).

[0302] The first sensor moving device (410) and the second sensor moving device (420) are, for example, ball screw type linear actuators, and can be implemented in various ways by using a known linear movement structure that converts the rotational force of the motor into linear movement, such as a rack and pinion structure that includes a rack gear and a pinion gear that is meshed with the rack gear and rotated by the motor.

[0303] The inspection sensor unit (210) can move along the first sensor moving device (410) and the second sensor moving device (420) to check for failure and aging status of the motor of the first sensor moving device (410) and the motor of the second sensor moving device (420).

[0304] That is, the inspection sensor unit (210) detects vibrations, magnetic fields, or sound waves generated from the motor of the first sensor mobile device (410) and the motor of the second sensor mobile device (420) by the vibration detection unit (211b), the magnetic field detection unit (211a), and the sound wave detection unit (211c) for the driving unit, and the abnormality judgment control unit (220) compares the detected measurement values ​​or signal patterns with the pre-stored reference values ​​and signal patterns, thereby individually checking whether the motors of the first sensor mobile device (410) and the motors of the second sensor mobile device (420) are broken and their aging states can be individually checked.

[0305]

[0306] In addition, the sensor mounting surface (311d) is positioned so that both sides are open on both sides of the side cover panel (311b) in the width direction of the side cover panel (311b), i.e., in the Y-axis direction, and the first sensor moving device (410) can be positioned so that the inspection sensor unit (210) is at least partially out of the way on both sides of the side cover panel (311b).

[0307]

[0308] FIG. 10 is a perspective view showing an example of inspecting an opening / closing operating device using an aircraft inspection unit (200) in an aircraft station device according to the present invention. Referring to FIG. 10, the inspection sensor unit (210) is positioned partially off the side of the side cover panel (311b) by the first sensor moving device (410) so that inspection can be performed on the motor of the door rotation device (321) located at the front or rear of the station housing unit (100).

[0309] The door rotation device (321) is located on the upper side of the station housing part (100) at the front or rear of the station housing part (100) and rotates the cover door member (311) located on both sides of the station housing part (100).

[0310] Accordingly, when a pair of cover door members (311) are rotated and unfolded or folded by the door rotation device (321), the inspection sensor unit (210) is positioned so as to protrude from both sides of the side cover panel (311b) toward the front of the station housing unit (100), so that vibrations, magnetic fields, or sound waves generated from the motor of the door rotation device (321) located at the front or rear of the station housing unit (100) can be efficiently detected by the vibration detection unit (211b), the magnetic field detection unit (211a), and the sound wave detection unit (211c) for the driving unit.

[0311] In addition, the abnormality judgment control unit (220) can individually check whether there is a failure and the aging status of the motor of the door rotation device (321) by comparing the measured value or signal pattern detected by the inspection sensor unit (210) with the pre-stored reference value and signal pattern.

[0312]

[0313] In addition, FIG. 11 is a cross-sectional view illustrating another embodiment of a station device for an aircraft according to the present invention, in which the station housing portion is closed by a station opening / closing portion (300).

[0314] Referring to Fig. 11, in a state where the side cover panel (311b) is erected, that is, a pair of cover door members (311) are closed and the upper cover panel (311c) is attached, the cover door member (311) is moved up and down by the door elevating device (322), and an inspection of the motor of the door elevating device (322) located at the front of the station housing part (100) can be performed.

[0315] When a pair of cover door members (311) are moved up and down by a door lifting device (322) in a closed state, an inspection sensor unit (210) mounted on a side cover panel (311b) detects vibrations, magnetic fields, or sound waves generated from a motor of the door lifting device (322) by a vibration detection unit (211b), a magnetic field detection unit (211a), and a sound wave detection unit (211c) for the driving unit.

[0316] At this time, while the inspection sensor unit (210) moves up and down in a state where a part of the inspection sensor unit (210) is protruded from both sides of the cover panel and toward the front of the station housing unit (100), vibrations, magnetic fields, or sound waves generated from the motor of the door lifting device (322) located at the front or rear of the station housing unit (100) can be efficiently detected by the vibration detection unit (211b), magnetic field detection unit (211a), and sound wave detection unit (211c) for the driving unit.

[0317] In addition, the abnormality judgment control unit (220) can individually check whether there is a failure and the aging status of the motor of the door lifting / lowering device (322) by comparing the measured value or signal pattern detected by the inspection sensor unit (210) with the pre-stored reference value and signal pattern.

[0318] The station device for an aircraft according to the present invention can simultaneously perform calibration work on the electronic compass of the aircraft (1) as well as charging of the aircraft (1) and inspection of the drive system of the aircraft (1), thereby greatly reducing the time and cost required for inspection, thereby greatly improving the inspection efficiency of the aircraft (1) and greatly reducing accidents occurring during the flight of the aircraft (1).

[0319] The station device for an aircraft according to the present invention can perform inspection of the opening and closing drive unit of the station opening and closing unit (300) as an inspection unit that inspects the drive system of the aircraft (1), thereby preventing malfunction of the station, reducing the cost and time for inspection of the station equipment, and stably maintaining the station for a long period of time.

[0320] In addition, referring to FIG. 11, when a pair of upper cover panels (311c) are attached to each other, the cover door member (311) is lowered by a door lifting / lowering device (322), and when a pair of upper cover panels (311c) are secured to the upper surface of the station housing (100), a calibration operation for the electronic compass of an aircraft (1) that has landed on a rotary table (21) within the station housing can be performed.

[0321] When a pair of upper cover panels (311c) are attached, a plurality of first coil connection terminals (12a) and a plurality of second coil connection terminals (12b) are connected to each other to form a second coil portion (14) for XY axis correction.

[0322] While a pair of upper cover panels (311c) are attached and secured to the upper surface of the station housing (100), a current is applied to the first coil part (13) for XY-axis correction and the second coil part (14) for XY-axis correction located on both sides of the aircraft (1) by the coil current application part (50), and to the first coil part (11) for Z-axis correction and the second coil part (12) for Z-axis correction located on the upper and lower sides of the aircraft (1), and the aircraft (1) is rotated by the turntable part (21), thereby performing a calibration operation for the electronic compass of the aircraft (1).

[0323] It is to be noted that the calibration method for performing calibration work on the electronic compass of an aircraft (1) using the first coil part (13) for XY-axis correction, the second coil part (14) for XY-axis correction, the first coil part (11) for Z-axis correction, the second coil part (12) for Z-axis correction, the rotary table part (21), and the calibration control part (40) is the same as the embodiment of the calibration device for an aircraft according to the present invention.

[0324]

[0325] The present invention can automatically calibrate an electronic compass of an aircraft, thereby improving the accuracy of calibration of the aircraft and significantly reducing the cost and time required for calibration work.

[0326] The present invention is not limited to the above-described embodiments, and can be implemented by making various changes without departing from the spirit of the present invention, and it is to be understood that this is included in the composition of the present invention.

Claims

1. An aircraft rotation unit that rotates the aircraft and changes the axial direction of the electronic compass within the aircraft by placing the aircraft on the upper part; A first coil portion for Z-axis correction and a second coil portion for Z-axis correction positioned facing each other on the lower and upper sides of the aircraft mounted on the above-mentioned aircraft rotating section; A first coil portion for XY-axis correction and a second coil portion for XY-axis correction positioned facing each other on both sides of the aircraft mounted on the above-mentioned aircraft rotating section; A geomagnetic field measurement sensor unit that measures the Earth's three-axis magnetic field; and It includes a calibration control unit that compares the magnetic field change value for the three-axis direction of the electronic compass in the aircraft with the three-axis magnetic field value of the Earth measured by the Earth magnetic field measurement sensor unit to calibrate the navigation sensor in the aircraft. The above aircraft rotating part, A rotating table section for rotating the settled aircraft on a plane and having a first coil section for Z-axis correction positioned thereon, An aircraft calibration device characterized in that an upper support body having a second coil section for Z-axis correction is provided on the upper side of the above-mentioned rotary table section.

2. In claim 1, Further comprising a first side support and a second side support, which are respectively provided with a first coil part for XY-axis correction and a second coil part for XY-axis correction, which are positioned and erected on both sides of the above rotary table part, A calibration device for an aircraft, characterized in that the upper support is supported at a preset height by having both side ends connected to the upper end of the first side support and the upper end of the second side support.

3. In claim 1, An aircraft calibration device characterized in that the aircraft rotation unit positions the X-axis of the electronic compass so as to be aligned with the axial direction of the magnetic field formed between the first coil unit for XY-axis correction and the second coil unit for XY-axis correction, and transmits the X-axis magnetic field change value of the electronic compass due to the magnetic field to the calibration control unit, and then the aircraft is rotated 90 degrees by the aircraft rotation unit so as to be aligned with the axial direction of the magnetic field formed between the first coil unit for XY-axis correction and the second coil unit for XY-axis correction, and transmits the Y-axis magnetic field change value of the electronic compass due to the magnetic field to the calibration control unit.

4. In claim 3, The calibration control unit calculates a correction value through the Z-axis magnetic field change amount, the X-axis magnetic field change amount, and the Y-axis magnetic field change amount of the electronic compass, and calculates a relative difference value of the magnetic field for each axis using the correction value and the Earth's X-axis magnetic field value, the Earth's Y-axis magnetic field value, and the Earth's Z-axis magnetic field value measured by the Earth's magnetic field measurement sensor unit, and then transmits the correction value and the relative difference value to the aircraft's navigation device, and the navigation device calibrates the navigation sensor using the received correction value and the relative difference value.

5. In claim 2, The first side support and the second side support are positioned so as to be rotatable about a hinge axis on both sides of the base support on which the above rotary table part is rotatably mounted, An aircraft calibration device characterized by further including a support rotation part that opens the upper part of the rotation table part by rotating the first side support part and the second side support part around a hinge axis or covers the upper side of the rotation table part with the upper support part.

6. In claim 2, An aircraft calibration device characterized in that the rotary table part is rotatably mounted and further includes a base support part that can move to the driving part.

7. In claim 2, A coil elevating unit for elevating and lowering an upper support provided on at least one side of the first side support and the second side support and having a second coil unit for Z-axis correction; and It further includes a coil gap adjusting moving part that moves at least one of the first side support and the second side support to widen or narrow the gap between the first side support and the second side support, The upper support member comprises a central coil support member on which the second coil portion for Z-axis correction is positioned; and A calibration device for an aircraft, characterized in that it includes a first movable support member and a second movable support member, each of which is inserted so as to be retractable on both sides of the central coil support member and connected to the first side support member and the second side support member, respectively.

8. In claim 7, The above aircraft rotating part, A rotating table section on which the aircraft is mounted and rotated; A table support part including a rotation motor that rotates the above rotation table part; and An aircraft calibration device characterized by including a support moving unit that moves the table support unit forward and backward.

9. In claim 7, The above aircraft rotating part further includes a base support part positioned on the upper surface, The above coil spacing adjusting moving part is, A movable screw positioned rotatably in the width direction inside the base support and threaded through the first side support and the second side support, but screwed in opposite directions; and An aircraft calibration device characterized by including a screw rotation motor that rotates the above-mentioned moving screw.

10. In claim 7, The above first side support is, A first side support member having a first coil portion for the above XY axis correction; and Including a first side elevation member that raises and lowers the first side support member, The above second side support is, A second side support member having a second coil portion for the above XY axis correction; and A calibration device for an aircraft, characterized in that it includes a second side elevation unit that raises and lowers the second side support member.

11. A station housing section having a rotating table section that can rotate on a plane and a pair of side walls erected on both sides of the rotating table section through which an aircraft takes off and lands through an open upper portion; A station opening / closing part for opening and closing the open upper part of the above station housing part; A first coil portion for XY-axis correction and a second coil portion for XY-axis correction are positioned facing each other on the side wall portion; A first coil part for Z-axis correction provided on the above rotary table part; A second coil part for Z-axis correction located at the above station opening and closing part and positioned facing the first coil part for Z-axis correction; A geomagnetic field measurement sensor unit that measures the Earth's three-axis magnetic field; An aircraft station device characterized by including a calibration control unit that compares the magnetic field change values ​​for the three-axis directions of the electronic compass within the aircraft with the three-axis magnetic field values ​​of the Earth measured by the Earth magnetic field measurement sensor unit to calibrate the navigation sensor within the aircraft.

12. In claim 11, An aircraft station device characterized in that the X-axis of the electronic compass is positioned so as to coincide with the axial direction of the magnetic field formed between the first coil unit for XY-axis correction and the second coil unit for XY-axis correction by the rotary table unit, and the X-axis magnetic field change value of the electronic compass due to the magnetic field is transmitted to the calibration control unit, and then the aircraft is rotated 90 degrees by the rotary table unit, and the Y-axis of the electronic compass is positioned so as to coincide with the axial direction of the magnetic field formed between the first coil unit for XY-axis correction and the second coil unit for XY-axis correction, and the Y-axis magnetic field change value of the electronic compass due to the magnetic field is transmitted to the calibration control unit.

13. In claim 12, The above calibration control unit calculates a correction value through the Z-axis magnetic field change amount, the X-axis magnetic field change amount, and the Y-axis magnetic field change amount of the electronic compass, and calculates a relative difference value of the magnetic field for each axis using the correction value and the Earth's X-axis magnetic field value, the Earth's Y-axis magnetic field value, and the Earth's Z-axis magnetic field value measured by the Earth's magnetic field measurement sensor unit, and then transmits the correction value and the relative difference value to the aircraft's navigation device, and the navigation device calibrates the navigation sensor using the received correction value and the relative difference value.

14. In claim 11, The above side wall portion is positioned so as to surround the edge of the take-off and landing section on which the rotary table portion is rotatably mounted, The above station opening and closing part is, A housing cover member that is mounted on the upper part of the side wall portion and covers the open upper part of the station housing portion, and in which the second coil portion for Z-axis correction is located; A pair of cover rotation bracket members connected to both side ends of the housing cover member and positioned to overlap each side of the station housing portion; A cover rotation part that rotates the cover rotation bracket member; and An aircraft station device characterized by including a cover raising / lowering unit that moves the housing cover member up and down from the upper portion of the station housing section.

15. In claim 12, The above station opening and closing part is, It includes a pair of cover door members that are rotated by a door rotation device to open and close the open upper portion of the station housing part, A station device for an aircraft, characterized in that the second coil portion for the above Z-axis correction is provided in a portion divided into a pair of cover door members, and the pair of cover door members are provided with a plurality of first coil connection terminals and a plurality of second coil connection terminals for connecting the divided coils to the surfaces that face each other.

16. In claim 11, An aircraft station device further comprising an aircraft inspection unit provided in the station opening / closing unit or the station housing unit to check for abnormalities in the aircraft's drive system.

17. In claim 16, The above station opening and closing part is, A pair of cover door members that rotate to cover the opening; and It includes an opening / closing operating device that opens and closes the open upper portion of the station housing part by rotating each of the pair of cover door members, The above cover door member, A rotating bracket that is hingedly connected to the above station housing portion so as to be rotatable; A side cover panel positioned on the side of the station housing portion, overlapping at least a portion of the side of the station housing portion, and having a rotation bracket positioned on the lower side; and An upper cover panel is positioned to be bent at the upper side of the side cover panel and covers the upper part of the opening, The above opening and closing operating device is, A door rotation device provided on the above rotation bracket to rotate the cover door member; and An aircraft station device characterized by including a door rotation device and a door elevation device that moves the cover door member up and down to adjust the height of the cover door member.

18. In claim 17, A pair of the above cover door members are raised and lowered by the door lifting and lowering device while the upper cover panels are in contact with each other and closed, thereby forming a flight space in which an aircraft can fly between the lower part of the upper cover panel and the rotary table. A station device for an aircraft, characterized in that after the aircraft lands on the rotary table, it is lowered by the door lifting and lowering device so that the upper cover panel is seated on the upper part of the station housing part and completely closes the opening of the station housing part.

19. In claim 17, The above station housing portion includes a landing portion having an edge surrounded by the side wall portion and having the rotary table portion, The above aircraft inspection unit, It is equipped on the above take-off and landing section and includes a sensor unit for inspection that detects abnormalities in the aircraft's drive system. An aircraft station device characterized in that the inspection sensor unit is mounted on the inner surface of the side cover panel and can inspect the door rotation device and the door elevation device mounted on the front or rear of the station housing unit.

20. In claim 19, It further includes a sensor moving unit that moves the above inspection sensor unit, The inner surface of the above side cover panel is provided with a sensor mounting surface in which the sensor moving part and the inspection sensor part are located in a dug-out form. The above sensor moving unit is a first sensor moving device that moves the inspection sensor unit in the Y-axis direction on a plane parallel to the ground; and An aircraft station device characterized by including a second sensor moving device that moves the inspection sensor unit in the X-axis direction on a plane parallel to the ground.

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