Multi-takeoff and landing station system and operating method thereof

Abstract

A multi-takeoff and landing station system according to an embodiment may comprise: a control tower including one or more stages for takeoff and landing of a first type of aircraft; and a short-range takeoff-landing platform including a plurality of runways, each of which is located such that the farther from the control tower, the lower the position of the runway, and forms a predetermined gradient to guide takeoff and landing of a second type of aircraft

Description

Multi-takeoff and landing station system and method of operation thereof

[0001] The present disclosure relates to a multi-takeoff and landing station system and a method of operating the same, and in particular to a system that can increase energy efficiency during the aircraft takeoff and landing process while also increasing the stability of the aircraft takeoff and landing by utilizing energy harvesting technology.

[0002] With the recent advancement of the aviation industry, various types of aircraft are being developed and utilized. Furthermore, active development and research are underway regarding vertical take-off and landing (VTOL) aircraft and short take-off and landing (SLOL) aircraft used for passenger and cargo transportation.

[0003] Aircraft or airframes consume a significant amount of energy during the takeoff process. Since this high energy consumption limits flight range, various studies are being conducted to address this issue.

[0004] Therefore, there is a need to develop aircraft capable of ensuring energy efficiency and takeoff and landing stability, as well as takeoff and landing station technology capable of providing a takeoff and landing environment for such aircraft.

[0005] According to one embodiment, a multi-takeoff and landing station system may be provided.

[0006] More specifically, a device may be provided that includes a control tower comprising one or more stages for the take-off and landing of multiple types of aircraft, and a plurality of runways that guide the take-off and landing of aircraft by forming a predetermined gradient as they move further away from the control tower and are located at a lower position than the control tower, and can increase energy efficiency through braking recovery using energy harvesting technology during the take-off and landing of the aircraft.

[0007] As a technical means for achieving the technical problem described above, according to one embodiment, a multi-takeoff and landing station system may be provided, comprising: a control tower including one or more stages for the takeoff and landing of a first type of aircraft; and a short-distance takeoff and landing platform including a plurality of runways that are located at a lower position than the control tower as they move further away from the control tower and induce the takeoff and landing of a second type of aircraft by forming a predetermined gradient.

[0008] According to another embodiment for achieving the technical objectives described above, the method comprises: identifying that a second type of aircraft is landing on the upper part of a landing runway; identifying that the second type of aircraft identified as having completed landing is being stored in a second parking lot; attaching a detachable power supply module to the second type of aircraft that has completed storage; and the multi-takeoff and landing station system moving the attached second type of aircraft to a pre-assigned takeoff runway for takeoff. A method may be provided comprising the step of: controlling the coupling part of the detachable power supply module to detach from the power supply part of the second type of aircraft when the system identifies that the movement speed of the second type of aircraft, which has completed the movement, has reached a preset threshold speed; controlling the coupling part to detach from the power supply part of the second type of aircraft when the system identifies that the distance between the second type of aircraft and the battery has reached a threshold ratio value of the cable length, even if the movement speed of the second type of aircraft has not reached the threshold speed; and controlling the coupling part to detach from the power supply part of the second type of aircraft when the system identifies that the load applied to the coupling part connected to the second type of aircraft has reached a threshold load value as the altitude of the second type of aircraft rises, even if the movement speed of the aircraft has not reached the threshold speed and the distance between the second type of aircraft and the battery has not reached the threshold ratio value of the cable length.

[0009] According to another embodiment for achieving the technical objectives described above, the method comprises: identifying that a second type of aircraft is landing on the upper part of a landing runway; identifying that the second type of aircraft identified as having completed landing is being stored in a second parking lot; attaching a detachable power supply module to the second type of aircraft that has completed storage; and the multi-takeoff and landing station system moving the attached second type of aircraft to a pre-assigned takeoff runway for takeoff. A computer-readable recording medium may be provided that stores a program for performing a method comprising: a step of controlling the coupling part of the detachable power supply module to detach from the power unit of the second type of aircraft when the system identifies that the movement speed of the second type of aircraft, which has completed the movement, has reached a preset threshold speed; controlling the coupling part to detach from the power unit of the second type of aircraft when the system identifies that the distance between the second type of aircraft and the battery has reached a threshold ratio value of the cable length even if the movement speed of the second type of aircraft has not reached the threshold speed; and controlling the coupling part to detach from the power unit of the second type of aircraft when the system identifies that the load applied to the coupling part connected to the second type of aircraft has reached a threshold load value as the altitude of the second type of aircraft rises, even if the movement speed of the aircraft has not reached the threshold speed and the distance between the second type of aircraft and the battery has not reached the threshold ratio value of the cable length.

[0010] According to one embodiment, a multi-takeoff and landing station system can be provided that can increase the energy efficiency of an aircraft taking off and landing by utilizing the number of braking cycles.

[0011] According to one embodiment, the flight distance of the aircraft can be increased by supplying maximum power before the aircraft takes off.

[0012] FIG. 1 is a block diagram of a multi-takeoff and landing station system according to one embodiment.

[0013] FIG. 2 is a diagram for schematically explaining the structure and operation of a multi-takeoff and landing station system according to one embodiment.

[0014] FIG. 3 is a block diagram of a multi-takeoff and landing station system according to another embodiment.

[0015] FIG. 4 is a block diagram of a control tower according to one embodiment.

[0016] FIG. 5 is a block diagram of a first type containment platform according to one embodiment.

[0017] FIG. 6 is a block diagram of a second type containment platform according to one embodiment.

[0018] FIG. 7 is a block diagram of a first type landing stage according to one embodiment.

[0019] FIG. 8 is a block diagram of a turntable-type charging module according to one embodiment.

[0020] FIG. 9 is a block diagram of a short-distance take-off and landing platform according to one embodiment.

[0021] FIG. 10 is a block diagram of a detachable power supply module according to one embodiment.

[0022] FIG. 11 is a flowchart of the operation method of a multi-takeoff and landing station system according to one embodiment.

[0023] FIG. 12 is a diagram schematically illustrating the operation process of a multi-takeoff and landing station system for energy efficiency according to another embodiment.

[0024] According to one embodiment, a multi-takeoff and landing station system may be provided, comprising: a control tower including one or more stages for the takeoff and landing of a first type of aircraft; and a short-takeoff and landing platform including a plurality of runways that are located at a lower position than the control tower as they move away from the control tower and induce the takeoff and landing of a second type of aircraft by forming a predetermined gradient.

[0025] The terms used in this specification will be briefly explained, and the present disclosure will be described in detail.

[0026] The terms used in this disclosure have been selected to be as widely used and general as possible, taking into account their functions within this disclosure; however, these terms may vary depending on the intent of those skilled in the art, case law, the emergence of new technologies, etc. Additionally, in specific cases, terms have been selected at the applicant's discretion, and in such cases, their meanings will be described in detail in the relevant description of the invention. Therefore, terms used in this disclosure should be defined not merely by their names, but based on their meanings and the overall content of this disclosure.

[0027] When a part of a specification is described as "including" a certain component, this means that, unless specifically stated otherwise, it does not exclude other components but may include additional components. Furthermore, terms such as "...part" or "module" as used in the specification refer to a unit that processes at least one function or operation, and this may be implemented in hardware or software, or as a combination of hardware and software.

[0028] Software may include computer programs, code, instructions, or a combination of one or more of these, and may configure a processing unit to operate as desired or instruct the processing unit independently or collectively. Software and / or data may be permanently or temporarily embodied in any type of machine, component, physical device, virtual equipment, computer storage medium or device, or transmitted signal wave in order to be interpreted by the processing unit or to provide instructions or data to the processing unit. Software may be distributed over networked computer systems and may be stored or executed in a distributed manner. Software and data may be stored on one or more computer-readable recording media. Software may be read into main memory from other computer-readable media, such as data storage devices, or from other devices via communication interfaces. Software instructions stored in main memory may cause the processor to perform processes or steps, which will be described in detail below. Alternatively, processes consistent with the principles of the present invention may be executed using a fixed wiring circuit instead of or in combination with software instructions. Accordingly, embodiments consistent with the principles of the present invention are not limited to any specific combination of hardware circuits and software.

[0029] Additionally, terms including ordinal numbers, such as “first,” “second,” etc., used in this specification may be used to describe various components, but said components are not limited by said terms, and said terms are used only for the purpose of distinguishing one component from another. For example, without departing from the scope of the present invention, the first component may be named the second component, and similarly, the second component may be named the first component.

[0030] Embodiments of the present disclosure are described below with reference to the attached drawings so that those skilled in the art can easily implement them. However, the present disclosure may be embodied in various different forms and is not limited to the embodiments described herein. Furthermore, in order to clearly explain the present disclosure in the drawings, parts unrelated to the explanation have been omitted, and similar parts throughout the specification are denoted by similar reference numerals.

[0031] FIG. 1 is a block diagram of a multi-takeoff and landing station system (10) according to one embodiment.

[0032] According to one embodiment, the multi-takeoff and landing station system (10) may include a control tower (11) and a short-takeoff and landing platform (12). However, it is not limited to the example described above, and the multi-takeoff and landing station system (10) may include more components or be provided with fewer components. For example, the multi-takeoff and landing station system (10) can guide the takeoff and landing process of an aircraft with improved energy efficiency through runways provided with inclined gradients that include starting points at different heights according to the aircraft weight.

[0033] For example, a multi-takeoff and landing station system (10) may include a control tower (11) having one or more stages for the takeoff and landing of a first type of aircraft, and a short-takeoff and landing platform (12) having a plurality of runways that are located at a lower position than the control tower (11) as they move further away from the control tower (11) and form a predetermined gradient to induce the takeoff and landing of a second type of aircraft.

[0034] According to one embodiment, the first type of aircraft may be an aircraft capable of taking off and landing in place without acceleration via a runway, such as a Vertical Take Off and Landing (VTOL) aircraft. It may be provided as various types of aircraft, such as drones and helicopters, without being limited to the embodiments of the present disclosure. The second type of aircraft may be an aircraft capable of taking off and landing on a short runway, such as a Short Take Off and Landing (STOL) aircraft. Likewise, it may be provided as various types of aircraft capable of taking off and landing on a short runway, without being limited to the embodiments of the present disclosure. Furthermore, as in the present disclosure, the first type of aircraft is not limited to a Vertical Take Off and Landing (VTOL) aircraft and the second type of aircraft is not limited to a Short Take Off and Landing (STOL) aircraft, and the first type of aircraft and the second type of aircraft may be the same type of aircraft.

[0035] FIG. 2 is a diagram for schematically explaining the structure and operation of a multi-takeoff and landing station system according to one embodiment.

[0036] According to one embodiment, the multi-takeoff and landing station system (20) may include a control tower (210) having one or more stages for the takeoff and landing of a first type of aircraft (215), and a short-distance takeoff and landing platform having a plurality of runways (221, 222) that are located at a lower position than the control tower (210) as they move further away from the control tower (210) and form a predetermined slope gradient to guide the takeoff and landing of a second type of aircraft (225).

[0037] As illustrated in the present disclosure, the short-distance take-off and landing platform may have a take-off runway (221) and a landing runway (222) connected to the control tower (210) arranged in different directions, or they may be located in the same direction with a predetermined distance between them. The take-off runway (221) and the landing runway (222) may be connected at different heights from the control tower (210) and may be arranged to face in the same direction. According to one embodiment, there may be one, two, or three runways connected to the control tower (210) of the multi-take-off and landing station system (20), but are not limited thereto. According to one embodiment, the multi-take-off and landing station system may include a plurality of runways.

[0038] Additionally, when there are multiple takeoff runways (221), the takeoff runways (221) connected to the control tower may each be connected at a different height. For example, the starting point of the takeoff runway (221) connected to the control tower may be connected to the control tower or to a parking lot (214) at a different height provided at the control tower.

[0039] According to another example, runways according to the present disclosure may correspond to parking lots (214) of predetermined height sections assigned to each runway. According to one embodiment, parking lots (214) inside a control tower according to the present disclosure may include a parking lot (214) of the first section formed in the highest first section according to height, a parking lot of the second section formed in the second section which is lower than the first section, and a parking lot of the third section formed in the lowest section which is lower than the second section. For example, the parking lot of the first section may be a parking lot formed on the 7th, 8th, and 9th floors, the parking lot of the second section may be a parking lot formed on the 4th, 5th, and 6th floors, and the parking lot of the third section may be a parking lot formed on the 1st, 2nd, and 3rd floors, but is not limited thereto.

[0040] Accordingly, the multi-takeoff and landing station system (20) can control the aircraft to be stored in a parking lot on a higher floor as the weight of the aircraft is heavier, based on the weight of the landed aircraft, and the multi-takeoff and landing station system (20) can control the aircraft to be moved to a takeoff runway installed on a higher floor as the weight of the aircraft is heavier. By having the heavy aircraft take off from a higher takeoff runway, the energy efficiency required for takeoff can be increased.

[0041] For example, the multi-takeoff and landing station system (20) according to the present disclosure can control aircraft stored in a parking lot of a first section to take off via a first type of runway including the highest departure point. Additionally, the multi-takeoff and landing station system can control aircraft stored in a parking lot of a second section to take off via a second type of runway. According to one embodiment, the multi-takeoff and landing station system (20) can control aircraft stored in a parking lot of a third section to take off via a third type of runway including the lowest departure point.

[0042] The multi-takeoff and landing station system (20) according to the present disclosure can effectively reduce the energy required for aircraft takeoff by allowing heavier aircraft to take off using runways located at higher starting points based on the weight of the aircraft.

[0043] In addition, the multi-takeoff and landing station system (10) according to the present disclosure can induce takeoff and landing by using different runways including different heights of starting points during the takeoff and landing process of an aircraft. For example, an aircraft that takes off using a first type of runway can land using a runway of a different type (e.g., a second type of runway, a third type of runway) other than the first type of runway.

[0044] Additionally, according to one embodiment, the multi-takeoff and landing station system (20) can guide aircraft that have taken off via a first-type runway to land by using a first-type runway, a second-type runway, or a third-type runway. According to another embodiment, the multi-takeoff and landing station system (20) can control aircraft that have taken off via a second-type runway to land via a second-type runway or a third-type runway. For example, the multi-takeoff and landing station system (20) can control aircraft that have taken off via a third-type runway to land via a third-type runway.

[0045] The multi-takeoff and landing station system (20) according to the present disclosure can effectively reduce the energy required during all processes of takeoff and landing of an aircraft using the multi-takeoff and landing station system according to the present disclosure by controlling the aircraft to land on a runway that includes a starting point at the same or lower position as the starting point of the runway used by the aircraft during takeoff.

[0046] According to one embodiment, the second type of aircraft (225) landing on the multi-takeoff and landing station system (20) according to the present disclosure may store electrical energy obtained from the kinetic energy of a motor connected to the wheel of the second type of aircraft (225) while decelerating during landing on the upper part of the landing runway (222) in a battery included in the second type of aircraft.

[0047] Accordingly, since the aircraft landing on the multi-takeoff and landing station system (20) according to the present disclosure stores energy obtained through braking cycles from motors connected to the wheels in the aircraft's internal batteries, the multi-takeoff and landing station system (20) according to the present disclosure can charge the batteries of the aircraft landing on the multi-takeoff and landing system (20) with less energy.

[0048] According to another embodiment, the multi-takeoff and landing station system (20) may not only recover energy stored in the aircraft's internal battery through the recovery of the aircraft's own braking, but may also store electrical energy obtained through an induction coil inside the runway in a battery (232) included inside the runway or the control tower (210). For example, while the second type of aircraft is landing on the landing runway (222) and decelerating, the multi-takeoff and landing station system (20) may obtain electrical energy from an electromagnet included in the second type of aircraft and an induction coil inside the runway. The obtained electrical energy is stored in a battery (232) included inside the runway or the control tower (210), and the battery (232) may be used to supply power when the aircraft takes off.

[0049] Accordingly, the multi-takeoff and landing station system (20) according to the present disclosure has the effect of inducing the takeoff and landing of aircraft with lower energy costs by utilizing not only the first type of braking cycle performed through an internal motor of the aircraft, but also the second type of braking cycle that generates electrical energy through an induction coil inside the runway.

[0050] According to one embodiment, the multi-takeoff and landing station system (20) may include at least one station capable of guiding the takeoff and landing of a first type of aircraft. The at least one station may be installed outside the control tower (210) and may include a first type takeoff stage (211) providing a takeoff area where the first type of aircraft can take off, and a first type landing stage (212) providing a landing area where the first type of aircraft (215) can land.

[0051] For example, a portion of the upper surface of the first type of takeoff stage (211) may be made of a certain elastic material. Accordingly, the first type of takeoff stage (211) made of a certain elastic material can reduce vibrations and friction and shocks received from the ground when the first type of aircraft (215) lands. Thus, stable takeoff of the aircraft may be possible. According to one embodiment, the multi-takeoff and landing station system (20) can control the first type of takeoff stage (211), which is stored inside the control tower (210), to be moved outside the control tower (210) when the first type of aircraft takes off.

[0052] According to one embodiment, the multi-takeoff and landing station system (20) can guide the first type of aircraft (215) to land on the first type landing stage (212) when landing. For example, the first type landing stage (212) may have a portion of its upper surface made of a certain elastic material, or it may include a landing platform made of a certain elastic material. For example, the landing platform made of the elastic material can reduce friction, shock, and vibration received from the ground when the first type of aircraft (215) lands. Thus, a stable landing of the aircraft may be possible.

[0053] According to one embodiment, the multi-takeoff and landing station system (20) can control the movement of the first-type landing stage (212) so that the first-type aircraft (215) that has landed on the first-type landing stage (212) is stored in a parking space inside the control tower (210). Although not shown in the drawings, the multi-takeoff and landing station system (20) may include a means of movement capable of moving the first-type landing stage (212), including the landed first-type aircraft (215), to a parking space inside the control tower (210). The means of movement may be a conveyor belt capable of moving in a horizontal direction and a lift capable of moving in a vertical direction. However, it is not limited to the examples described above, and it is understood that various means of movement capable of moving in horizontal and vertical directions may be provided. Additionally, the multi-takeoff and landing station system (20) can control the first type landing stage (212), including the landed first type aircraft (215), to be stored in a parking space inside the control tower (210), and can control the movement means to move the stored first type aircraft (215) to the first type takeoff stage (211) for the takeoff of the first type aircraft (215).

[0054] FIG. 3 is a block diagram of a multi-takeoff and landing station system (100) according to another embodiment.

[0055] According to one embodiment, the multi-takeoff and landing station system (100) may include a control tower (110), a short-takeoff and landing platform (120), and a detachable power supply module (130). However, it is not limited to the above-described example, and the multi-takeoff and landing station system (100) may be provided with more components or fewer components.

[0056] According to one embodiment, the control tower (110) comprises a control processor (115) capable of controlling at least one device included in the multi-takeoff and landing station system (100), a first type takeoff stage (111) provided outside the control tower (110) and including a takeoff platform for the first type of aircraft to take off, a first type landing stage (112) separated from the first type takeoff stage (111) and including a landing platform for the first type of aircraft to land, and when the first type of aircraft lands on the first type landing stage (112), the first type landing stage (112) in the state where the first type of aircraft landed is moved to house the first type of aircraft, and a first type storage platform (113) separated from the first type storage platform (113), and when the second type of aircraft lands on the landing runway, the second type of aircraft is moved to house the second type of aircraft It may include a second type storage platform (114) that is stored in a storage space.

[0057] For example, the control processor (115) included in the control tower (110) can control the means of movement so that when the first type of aircraft lands on the first type landing stage (112), the first type landing stage including the landed first type of aircraft is stored in the parking lot included in the first type hangar platform (113). Additionally, the control processor (115) can control the means of movement so that the first type of aircraft stored in the parking lot of the hangar platform (113) is moved to the first type takeoff stage for the takeoff of the first type of aircraft.

[0058] According to one embodiment, the short-distance take-off and landing platform (120) may include a take-off runway (121), a landing runway (122), and a guideline (123). However, it is not limited to the example described above, and the short-distance take-off and landing platform (120) may be provided with more components or fewer components.

[0059] According to one embodiment, the takeoff runway (121) may be formed with a predetermined slope gradient and may be located at a lower position than the control tower (110) as it moves further away from the control tower (110), thereby providing a takeoff area for the takeoff of the second type of aircraft. For example, the takeoff runway (121) may be connected to the control tower (110) at different heights, or connected at the same height of the control tower (110) with a predetermined spacing. Additionally, the takeoff runway (121) may be formed with a descending section where the altitude decreases as it moves further away from the control tower (110), and an ascending section where the altitude rises again from the descending section to allow the second type of aircraft to take off.

[0060] According to one embodiment, the landing runway (122) is formed with a predetermined slope gradient and is located at a lower position than the control tower (110) as it moves further away from the control tower (110), and can provide a landing area for landing the second type of aircraft. For example, the landing runway (122) may be connected to the control tower (110) at different heights, or it may be connected at the same height of the control tower (110) with a predetermined spacing. Additionally, the landing runway (122) may include a descending section where the altitude decreases as it moves further away from the control tower (110), and an ascending section where the altitude rises again from the descending section to allow the second type of aircraft to take off.

[0061] According to one embodiment, the guideline (123) may be provided along the edge of the takeoff runway (121). For example, the guideline (123) may provide a path for a detachable power supply module that is attached to the second type of aircraft and supplies power to the aircraft. While the second type of aircraft is moving on the takeoff runway (121) for takeoff, the cable of the detachable power supply module attached to the second type of aircraft may move along the guideline (123) along the edge of the takeoff runway (121) so that the movement of the second type of aircraft is not obstructed by the cable of the detachable power supply module attached to the second type of aircraft.

[0062] According to one embodiment, the short-distance takeoff and landing platform (120) may include at least one takeoff runway (121) which is formed with a predetermined slope and is located at a lower position than the control tower (110) as it moves further away from the control tower (110), and provides a takeoff area for the takeoff of the second type of aircraft. Additionally, the short-distance takeoff and landing platform (120) may include at least one landing runway (122) which is formed with the predetermined slope and is located at a lower position than the control tower (110) as it moves further away from the control tower (110), and provides a landing area for the landing of the second type of aircraft. The short-distance take-off and landing platform (120) may be provided along the edge of the take-off runway (121) and may include a guideline (123) that provides a path for a detachable power supply module to supply power to the second type of aircraft while the second type of aircraft is taking off.

[0063] For example, when the second type of aircraft lands on the landing runway (122) of the short-distance take-off and landing platform (120), the electrical energy generated from the energy induction device installed inside the landing runway (122) by the landing of the second type of aircraft can be stored in an energy storage device installed on the short-distance take-off and landing platform.

[0064] According to another embodiment, the second type of aircraft landing on the short-distance take-off and landing platform (120) can store electrical energy obtained from the kinetic energy of a motor connected to the wheels of the second type of aircraft, which is decelerating while landing on the upper part of the landing runway (122), in a battery included in the second type of aircraft.

[0065] Accordingly, the multi-takeoff and landing station system according to the present disclosure has the effect of inducing the takeoff and landing of aircraft with lower energy costs by utilizing not only a first type of braking cycle performed through an internal motor of the aircraft, but also a second type of braking cycle that generates electrical energy through an induction coil inside the runway.

[0066] According to one embodiment, the detachable power supply module (130) may include a coupling part (131), a battery (132), and a cable (133). For example, the detachable power supply module (130) may supply electrical energy required for takeoff by being detached from the second type of aircraft according to preset coupling conditions. According to one embodiment, the detachable power supply module (130) may be included in a multi-takeoff and landing station system (100), but according to another example, it may be included in a short-takeoff and landing platform (120).

[0067] According to one embodiment, the coupling part (131) can be attached to the power supply part of the second type of aircraft according to the preset coupling conditions. The above coupling conditions include a first coupling condition in which the coupling part (131) can be detached from the power supply of the second type of aircraft when it is identified that the movement speed of the second type of aircraft has reached a preset threshold speed; a second coupling condition in which the coupling part (131) can be detached from the power supply of the second type of aircraft when the distance between the second type of aircraft and the battery (133) reaches a threshold ratio value of the cable (133) length even if the movement speed of the second type of aircraft has not reached the threshold speed and the distance between the second type of aircraft and the battery (132) has not reached the threshold ratio value of the cable (133) length, and when the load applied to the coupling part (131) connected to the second type of aircraft reaches a threshold load value as the altitude of the second type of aircraft rises. It may be a third coupling condition that can be detached.

[0068] According to one embodiment, the battery (132) may be contained within the control tower (110) or installed in an area adjacent to the control tower (110) on the takeoff runway (121). However, it is not limited to the above-described example, and the battery (132) may be contained in multiple units in an area where the takeoff of the second type of aircraft is not obstructed.

[0069] According to one embodiment, one end of the cable (133) may be connected to the power supply unit of the second type of aircraft, and the other end may be connected to a battery (132) installed in an area adjacent to the control tower (110) or the takeoff runway (121). For example, the cable (133) may move along a guide line (123) provided at the edge of the takeoff runway (121) as the second type of aircraft moves along the takeoff runway for takeoff. Thus, the detachable power supply module (130) can stably supply power to the second type of aircraft without obstructing the takeoff path of the second type of aircraft.

[0070] FIG. 4 is a block diagram of a control tower according to one embodiment.

[0071] According to one embodiment, the control tower (400) may include a first type takeoff stage (410), a first type landing stage (420), a first type hangar platform (430), a second type hangar platform (440), and a control processor (450). However, it is not limited to the above-described example, and the control tower (400) may include more components or be provided with fewer components. The control tower (400) can control the short-distance takeoff and landing platform and internal devices of the control tower so that aircraft taking off and landing on the short-distance takeoff and landing platform can take off and land safely.

[0072] According to one embodiment, the first type takeoff stage (410) can provide a takeoff area where the first type of aircraft can take off. For example, a portion of the upper surface of the first type takeoff stage (410) may be made of a certain elastic material and can absorb friction, vibration, and shock received from the ground when the first type of aircraft takes off. The first type takeoff stage (410) may be installed and fixed outside the control tower (400), or it may be movable inside the control tower (400). Accordingly, the first type takeoff stage (410) can be stored inside the control tower (400) when the first type of aircraft is not taking off, and when the first type of aircraft takes off, it can be moved outside the control tower (400) to provide a takeoff area where the first type of aircraft can take off.

[0073] According to one embodiment, the first type landing stage (420) may provide a landing area where a first type aircraft can land. For example, a portion of the upper surface of the first type landing stage (420) may be made of a predetermined elastic material, and the upper surface of the landing platform provided on the upper part of the first type landing stage may be made of a predetermined elastic material. Thus, when the first type aircraft lands, it can absorb friction, vibration, and shock received from the ground. Additionally, the first type landing stage (420) may include a turntable-type charging module. For example, the first type landing stage (420) on which the first type aircraft has landed is moved to a parking space of a first hangar platform, and when the first type landing stage (420) including the first type aircraft is stored in the parking space, the first type aircraft can be charged by the charging module included in the first type landing stage (420).

[0074] According to one embodiment, the first type hangar platform (430) may include a parking area capable of hanging the first type aircraft and a means of transport. For example, the first type landing stage (420) including the landed first type aircraft may be moved to the parking area via the means of transport included in the first hangar platform (430). The means of transport may be a conveyor belt capable of moving in a horizontal direction and a lift capable of moving in a vertical direction. However, it is not limited to the example described above, and the first type hangar platform (430) may include various means of transport.

[0075] According to one embodiment, the second type hangar platform (440) may include a parking area and a means of transport capable of storing the second type aircraft. For example, the second type aircraft that has landed on the landing runway may move into the control tower (400). The second type aircraft that has moved into the control tower (400) may be moved to the parking area of ​​the second type hangar platform and stored via the means of transport included in the second type hangar platform (440). The means of transport may be a conveyor belt capable of moving in a horizontal direction and a lift capable of moving in a vertical direction. However, it is not limited to the example described above, and the second type hangar platform (440) may include various means of transport.

[0076] According to one embodiment, the control processor (450) can store aircraft of the first and second types in a parking lot inside the control tower (400) by controlling the means of movement included in the first and second hangar platforms. Additionally, it can control a turntable-type charging module included in the first type landing stage so that the aircraft of the first type can be stably charged. However, it is not limited to the above-described example, and the control processor (450) can control the operation of the multi-takeoff and landing station system by controlling at least one device included in the multi-takeoff and landing system.

[0077] FIG. 5 is a block diagram of a first type containment platform (800) according to one embodiment.

[0078] According to one embodiment, the first type storage platform (800) may include a first parking lot (810), a first conveyor belt (820), and a first lift (830). However, it is not limited to the above-described example, and the first type storage platform (800) may include more components or be provided with fewer components.

[0079] According to one embodiment, the first parking lot (810) is provided in multiple layers inside the control tower and can provide a storage space in which a first type of aircraft can be stored. The first parking lot (810) may include a monitoring device inside. For example, the first type of aircraft that has landed on the first type landing stage can move horizontally into the control tower along with the first type landing stage via the first conveyor belt (820). Additionally, the first type landing stage including the first type of aircraft can move vertically via the first lift (830) to a storage space at a pre-allocated height in the first parking lot (810).

[0080] According to one embodiment, the aircraft type information of the first type of aircraft and the location of the charging unit can be identified through a monitoring device installed inside the first parking lot (810). The monitoring device may be provided in the form of a CCTV, may be a monitoring device of various forms, and may be provided in multiple units at various angles.

[0081] According to one embodiment, the first conveyor belt (820) and the first lift (830) can be moved by the control of a control processor included inside the control tower. For example, the first conveyor belt (820) can move a first type landing stage, including a landed first type aircraft, horizontally into the control tower by the control of the control processor. Additionally, the first lift (830) can move the first type landing stage, including the first type aircraft, vertically to a parking space of a pre-allocated height in the first parking lot (910) by the control of the control processor.

[0082] FIG. 6 is a block diagram of a second type containment platform (900) according to one embodiment.

[0083] According to one embodiment, the second type storage platform (900) may include a second parking lot (910), a second conveyor belt (920), and a second lift (930). However, it is not limited to the example described above, and the second type storage platform (900) may include more components or be provided with fewer components.

[0084] According to one embodiment, the second parking lot (910) is provided in multiple layers inside the control tower and can provide a storage space in which a second type of aircraft can be stored. The second parking lot (910) may include a monitoring device inside. For example, a second type of aircraft that has landed on a landing runway can enter the control tower. The second type of aircraft that has entered the control tower can move horizontally via the second conveyor belt (920) to the space where the second parking lot (910) is provided inside the control tower. Additionally, the second type of aircraft can move vertically via the second lift (930) to a storage space at a pre-allocated height in the second parking lot. At this time, the storage space at the pre-allocated height may be assigned to a higher layer of storage space as the weight of the second type of aircraft increases.

[0085] According to one embodiment, the aircraft type information and the location of the charging unit of the second type aircraft can be identified through a monitoring device installed inside the first parking lot (910). The monitoring device may be provided in the form of a CCTV, may be a monitoring device of various forms, and may be provided in multiple units at various angles.

[0086] According to one embodiment, the second conveyor belt (920) and the second lift (930) can be moved by the control of a control processor included inside the control tower. For example, the second conveyor belt (920) can move a second type of aircraft that has entered the control tower after landing in a horizontal direction to a space where a second parking lot (910) is provided inside the control tower, by the control of the control processor. Additionally, the second lift (930) can move the second type of aircraft in a vertical direction to a parking space of a pre-allocated height in the second parking lot (910) by the control of the control processor.

[0087] FIG. 7 is a block diagram of a first type landing stage (300) according to one embodiment.

[0088] According to one embodiment, the first type landing stage (300) may include a landing platform (310), a leg section (320), an MR damper (330), and a turntable-type charging module (340). However, it is not limited to the above-described example, and the first type landing stage (300) may be provided with more components or fewer components.

[0089] According to one embodiment, the landing platform (310) is provided on the upper part of the first type landing stage (300) and may include a guide mark on the upper surface indicating the landing position of the first type aircraft. Additionally, a portion of the upper surface may be provided with a predetermined elastic material to absorb friction, vibration, and shock received from the ground when the first type aircraft lands. For example, the guide mark on the landing platform (310) may be pre-marked at a position that allows the charging robot included in the turntable-type charging module (340) to be attached to the charging part of the first type aircraft without the process of adjusting the position of the first type aircraft when the first type aircraft lands.

[0090] According to one embodiment, the landing platform (310) is provided with a plurality of sensors within the landing platform along the guide mark, and when the first type of aircraft lands on the landing platform (310) and the first type landing stage (300) including the landed first type of aircraft moves to the first type hangar platform, the landing platform may include a pressure sensor capable of detecting pressure applied to the plurality of sensors from the first type of aircraft that has completed the movement. For example, a control processor included in the control tower may identify that the landing position of the first type of aircraft and the guide mark match if the number of pressure sensors that detect pressure transmitted from the first type of aircraft is greater than or equal to a threshold value. The control processor may identify that the landing position of the first type of aircraft and the guide mark do not match if the number of pressure sensors that detect pressure transmitted from the first type of aircraft is less than a threshold value. If it is identified that the landing position of the first type of aircraft and the guide indicator are inconsistent, the turntable-type rotating device included in the turntable-type charging module (340) provided on the upper part of the landing platform (310) rotates, thereby allowing the direction of the first type of aircraft to be adjusted to the correct position.

[0091] According to one embodiment, the leg portion (320) may be provided in the form of a leg with adjustable length at the four corners of the lower part of the landing platform (310). For example, the length of the leg portion (320) may be adjusted based on a load pattern applied to each leg under the control of a control processor, and the length of the leg may be adjusted based on the position of the charging portion of the first type of aircraft. Accordingly, the control processor can adjust the position of the first type of aircraft to the correct position by adjusting the leg length of the leg portion (320).

[0092] According to one embodiment, the MR damper (330) may be installed inside the leg portion (320), and when the first type of aircraft lands, the damping force can be adjusted through a change in the viscosity of the MR fluid by applying an electric current to form an electromagnetic field. For example, the MR damper (330) may include a cylinder capable of storing the MR fluid, a piston inserted into the internal space of the cylinder, and having a coil installed in its head, which controls the flow of the MR fluid by performing a linear motion relative to the cylinder. Additionally, it may further include a piston rod that is connected to the piston at one end and connected to a part of the upper surface of the first type landing stage adjacent to the internal space of the leg portion (320) at the other end, thereby providing a connection between the piston and the outside, and is provided in a telescopic form so that its length can be adjusted according to the weight of the first type of aircraft. However, it is not limited to the examples described above, and the MR damper (330) may include more components or fewer components.

[0093] For example, if the weight of the first type aircraft that has landed on the first type landing stage is greater than or equal to a critical weight, the piston rod can increase the damping force by increasing the length of the piston rod, thereby increasing the movable distance of the piston, and if the weight of the first type aircraft that has landed on the first type landing stage is less than a critical weight, the piston rod can decrease the movable distance of the piston, thereby decreasing the damping force.

[0094] According to another embodiment, the MR damper (330) may be operated in a first mode by controlling a control processor included in the control tower, such that when the speed of the first type of aircraft acquired by the control tower is above a critical speed, current is applied to the MR damper (330) to form a magnetic field and the viscosity of the MR fluid is increased, thereby increasing the damping force and reducing the vibration of the first type of landing stage. Additionally, the MR damper (330) may be operated in a second mode by controlling a control processor included in the control tower, such that when the speed of the first type of aircraft acquired by the control tower is below a critical speed, the application of current to the MR damper is stopped and the viscosity of the MR fluid is lowered, thereby reducing the damping force.

[0095] According to one embodiment, a turntable-type charging module (340) can be attached to a first-type aircraft that has landed on a first-type landing stage (300) to charge the battery of the first-type aircraft. For example, the turntable-type charging module (340) may include a charging robot in the form of a robot arm that can be provided on the first-type landing stage (300) or the landing platform (310), and the turntable-type charging module (340) may include a turntable-type rotating device provided on the landing platform (310). The turntable-type charging module (340) can rotate the first-type aircraft that has landed on the first-type landing stage (300) to a correct position through the rotation of the turntable-type rotating device. The turntable-type charging module (340) can charge the battery of the first-type aircraft by inserting the charging robot into the charging part of the first-type aircraft that has been rotated to a correct position.

[0096] FIG. 8 is a block diagram of a turntable-type charging module (400) according to one embodiment.

[0097] According to one embodiment, the turntable-type charging module (400) may include a charging robot (410) and a rotating device (420). However, it is not limited to the above-described example, and the turntable-type charging module (400) may be provided with more components or fewer components.

[0098] According to one embodiment, the charging robot (410) may be provided in the form of a robot arm and may be installed on the upper part of a first type landing stage or landing pad. For example, the position of the charging robot (410) may be adjusted so that it can be accurately inserted into the charging part of the first type of aircraft by the control of a control processor, and for this purpose, various types of sensors including a camera sensor and a control system may be included. In addition, the charging robot (410) may include an electric connector for charging the battery of the first type of aircraft, and power can be supplied stably by connecting the electric connector to the charging part of the first type of aircraft.

[0099] According to one embodiment, the rotating device (420) may be provided in the form of a turntable on the upper part of the landing platform. For example, the rotating device (420) can adjust the direction of the first type of aircraft so that the charging robot (410) can be accurately attached to the charging part of the first type of aircraft by rotating the first type of aircraft under the control of a control processor. Therefore, charging can be carried out smoothly even if the landing position of the first type of aircraft is not constant. The rotating device (420) may be rotated by the control of a control processor inside the control tower, or it may be rotated by a control system that may be included in the turntable-type charging module (400).

[0100] According to one embodiment, the control processor of the multi-takeoff and landing station system can control the operation of the turntable-type charging module (400). The control processor can identify whether the landing of an aircraft in the landing area of ​​the multi-takeoff and landing station system has been completed. When the completion of the landing is identified, the control processor can identify whether the aircraft has completed moving into the parking lot through the parking lot interior camera module of the multi-takeoff and landing station system. In addition, the control processor can identify whether the position pattern of pressure sensors mounted on the surface area of ​​the landing area of ​​the multi-takeoff and landing station system matches the guide display pattern for guiding the charging of the aircraft on the landing area.

[0101] At this time, the guide mark may be displayed in advance to guide the position where the charging robot can be attached to the charging part of the aircraft when the aircraft lands on the landing pad.

[0102] When it is identified that the position pattern of the pressure sensors and the guide indication pattern match, the control processor can acquire an image of the charging area of ​​the aircraft from the camera of the charging robot installed on the landing pad. The charging area image acquired from the camera of the charging robot may include a global charging image including the charging part of the aircraft and a part of the aircraft's body, and a local charging image focusing on the charging part of the aircraft. The control processor can acquire first feature information from the features of the global charging image and the features of the local charging image.

[0103] Additionally, the control processor may acquire a docking image including location information where the charging robot is connected, based on the type, type information, and battery information of the aircraft. The docking image may include a global docking image including the charging part of the aircraft and a part of the aircraft's body, and a local docking image focusing on the charging part of the aircraft. Second feature information may be acquired from the features of the global docking image and the features of the local charging image.

[0104] A control processor or a multi-takeoff and landing station system according to the present disclosure can identify whether a match exists based on the similarity between first feature information extracted from the charging area image and second feature information on the docking image determined based on the type and type of battery information of the aircraft.

[0105] According to one embodiment, the multi-takeoff and landing station system may identify the first feature information and the second feature information, and identify whether the matching is based on a first similarity obtained from the features of the global charging image and the features of the global docking image, and a second similarity obtained from the features of the local charging image and the features of the local docking image.

[0106] According to one embodiment, a multi-takeoff and landing station system can identify whether a match exists based on whether the weighted sum determined by applying a first weight and a second weight to the first similarity and the second similarity, respectively, is greater than or equal to a threshold value. In this case, according to one embodiment, the second weight may be set to be greater than the first weight. That is, the matching status can be identified by placing greater emphasis on feature information obtainable from a local charging image and a local docking image that focus on the charging part of the aircraft, rather than feature information obtainable from a global charging image and a global docking image that include a part of the aircraft body.

[0107] The control processor can control the charging robot (410) based on the similarity of the first feature information and the second feature information, so that the connecting part of the charging robot (410) is connected to the charging part of the aircraft and the battery of the aircraft is charged.

[0108] FIG. 9 is a block diagram of a short-distance take-off and landing platform (500) according to one embodiment.

[0109] According to one embodiment, the short-distance take-off and landing platform (500) may include a take-off runway (510), a landing runway (520), and a guideline (530). However, it is not limited to the example described above, and the short-distance take-off and landing platform (500) may be provided with more components or fewer components.

[0110] According to one embodiment, the short-distance takeoff and landing platform (500) may include at least one takeoff runway (510) which is formed with a predetermined slope and is located at a lower position than the control tower as it moves further away from the control tower, and provides a takeoff area for the takeoff of the second type of aircraft. Additionally, the short-distance takeoff and landing platform (500) may include at least one landing runway (520) which is formed with the predetermined slope and is located at a lower position than the control tower as it moves further away from the control tower, and provides a landing area for the landing of the second type of aircraft. The short-distance takeoff and landing platform (500) may include a guideline (530) which is provided along the edge of the takeoff runway and provides a movement path for a detachable power supply module that supplies power to the second type of aircraft during takeoff.

[0111] According to one embodiment, the takeoff runway (510) may be formed with a predetermined slope gradient and may be located at a lower position as it moves further away from the control tower. The takeoff runway (510) may be provided in multiple numbers, and when there are multiple takeoff runways (510), they may be connected to the control tower at different heights. The takeoff runways (510) connected to the control tower at different heights may be provided in an area that does not interfere with the takeoff of the second type of aircraft. Additionally, the takeoff runways (510) may be connected at the same height of the control tower, forming a predetermined gap.

[0112] For example, the takeoff runway (510) may include a descending section where the aircraft of the second type can accelerate for takeoff while descending a slope provided on the takeoff runway (510), and an ascending section where the aircraft can ascend for takeoff after passing through the descending section. Accordingly, by accelerating while moving through the descending section, the aircraft of the second type acquires the energy required for takeoff, thereby increasing energy efficiency.

[0113] According to one embodiment, the landing runway (520) may be formed with a predetermined slope gradient and may be located at a lower position as it moves further away from the control tower. The landing runway (520) may be provided in multiple numbers, and when there are multiple landing runways (520), they may be connected to the control tower at different heights. The landing runways (520) connected to the control tower at different heights may be provided in an area that does not interfere with the landing of the second type aircraft.

[0114] The aircraft of the second type can land on the landing runway (520) and decelerate while ascending along the slope gradient. At this time, electrical energy obtained from the kinetic energy of the motor connected to the wheels of the aircraft of the second type can be stored in a battery included in the aircraft of the second type. The energy stored in the battery can be used when the aircraft of the second type takes off. Accordingly, by storing energy obtained through braking cycles from the motor connected to the wheels of the aircraft of the second type in an internal battery of the aircraft and utilizing the stored energy during the aircraft take-off, the multi-take-off and landing station system according to the present disclosure can charge the batteries of the aircraft landing on the multi-take-off and landing system with less energy and increase energy efficiency.

[0115] According to one embodiment, the guideline (530) may be provided along the edge of the takeoff runway (510). The guideline (530) may provide a path for the detachable power supply module attached to the second type of aircraft during the takeoff of the second type of aircraft. By moving along a specific path along the guideline (530), the takeoff stability of the second type of aircraft can be increased, and power can be stably supplied to the second type of aircraft.

[0116] FIG. 10 is a block diagram of a detachable power supply module (600) according to one embodiment.

[0117] According to one embodiment, the detachable power supply module (600) may include a coupling part (610), a battery (620), and a cable (630). However, it is not limited to the above-described example, and the detachable power supply module (600) may include more components or be provided with fewer components.

[0118] According to one embodiment, the detachable power supply module (600) may include a coupling part (610) that is detachably attached to the power supply unit of the second type of aircraft according to the preset coupling conditions. Additionally, the detachable power supply module (600) may include a cable (630) that is adjustable in length, with one end connected to the coupling part and the other end connected to a battery adjacent to the runway on the short-distance takeoff and landing platform. The detachable power supply module (600) may include a battery (620) that stores energy required for the takeoff of the second type of aircraft by being installed adjacent to the takeoff runway of the short-distance takeoff and landing platform.

[0119] According to one embodiment, the coupling unit (610) may be detached from the power unit of the second type of aircraft when it is identified that the movement speed of the second type of aircraft has reached a preset threshold speed. Even if the movement speed of the second type of aircraft has not reached the threshold speed, if the distance between the second type of aircraft and the battery (620) reaches a threshold ratio value of the cable (630) length, the coupling unit (610) may be detached from the power unit of the second type of aircraft by wired or wireless (remote) control of the multi-takeoff and landing station system or control processor. According to one embodiment, although not shown in FIG. 10, the detachable power supply module may further include a wired or wireless network interface module and may transmit and receive data with a control tower or control processor through the network interface module.

[0120] Additionally, even if the movement speed of the second type of aircraft does not reach the critical speed and the distance between the second type of aircraft and the battery (620) does not reach the critical ratio value of the cable (630) length, as the altitude of the second type of aircraft rises, when the load applied to the coupling part (610) connected to the second type of aircraft reaches the critical load value, the multi-takeoff and landing station system, control tower, or control processor can control the coupling part (610) to detach from the power supply part of the second type of aircraft.

[0121] Therefore, it is possible to stably supply power until the aircraft of the second type takes off, ensuring a safe takeoff of the aircraft of the second type and preventing damage to the aircraft of the second type and the coupling part (610).

[0122] According to one embodiment, the battery (620) may be provided inside the control tower or installed in an area adjacent to the takeoff runway. For example, the battery (620) installed in the control tower or in an area adjacent to the takeoff runway is connected to the second type of aircraft via a coupling part (610) and a cable (630), thereby supplying power to the battery of the second type of aircraft until the second type of aircraft takes off. Accordingly, the second type of aircraft can take off with maximum power supplied and can fly a longer distance.

[0123] According to one embodiment, one end of the cable (630) may be connected to the coupling part (610) and the other end may be connected to the battery (620). For example, when a second type of aircraft with a detachable power supply module (630) connected moves on a takeoff runway, the cable (630) may move along a guide line provided at the edge of the takeoff runway so as not to obstruct the movement path of the second type of aircraft. Thus, power can be stably supplied from the battery (620) to the battery of the second type of aircraft without obstructing the movement path of the second type of aircraft.

[0124] FIG. 11 is a flowchart schematically illustrating the process of an aircraft landing in a multi-takeoff and landing station system according to one embodiment receiving energy to take off.

[0125] According to one embodiment, in step S710, the multi-takeoff and landing station system can identify whether the aircraft has completed moving to a pre-designated waiting position on the takeoff runway based on the weight of the aircraft.

[0126] In step S720, when the multi-takeoff and landing station system identifies whether the movement of the aircraft is complete, it can identify whether the detachable power supply module has been connected to the aircraft.

[0127] In step S730, the multi-takeoff and landing station system can control the coupling portion of the detachable power supply module to detach from the power portion of the aircraft when it is identified that the movement speed of the aircraft, to which the detachable power supply module is identified as having completed attachment, has reached a preset threshold speed.

[0128] According to another embodiment not illustrated in FIG. 11, the multi-takeoff and landing station system according to the present disclosure can control the coupling part to detach from the power supply of the second type of aircraft when it is identified that the distance between the aircraft and the battery reaches a critical ratio value of the cable length even if the speed of movement of the aircraft does not reach the critical speed, and can control the coupling part to detach from the power supply of the second type of aircraft when it is identified that the load applied to the coupling part connected to the second type of aircraft reaches a critical load value as the altitude of the second type of aircraft rises, even if the speed of movement of the aircraft does not reach the critical speed and the distance between the aircraft and the battery does not reach the critical ratio value of the cable length.

[0129]

[0130] FIG. 12 is a diagram schematically illustrating the operation process of a multi-takeoff and landing station system (1200) for energy efficiency according to another embodiment.

[0131] According to one embodiment, the takeoff runway (1205) and landing runway (1206) included in the short-distance takeoff and landing platform may be provided with a predetermined gradient. For example, the takeoff runway (1205) and landing runway (1206) provided with the gradient may include a descending section (1220) in which the altitude decreases as it moves away from the control tower (1201), and an ascending section (1210) in which the altitude increases after passing the descending section (1220) to allow the aircraft to take off. The aircraft can obtain the energy required for takeoff by accelerating while moving through the descending section (1220). Additionally, the aircraft can take off by moving through the descending section (1220) and the ascending section (1210) in which the altitude increases.

[0132] As illustrated in FIG. 12, the descent section (1220) may be provided for a length of 54m from the control tower (1201) and at an angle of 30° from the ground. The ascent section (1210) may be provided for a length of 10 to 20m from the point where the descent section (1220) ends and at an angle of 3 to 10° from the ground. Additionally, the takeoff runway (1205) is connected to the control tower (1201) at a height of 27m, and the total length of the takeoff runway (1205) may be provided for 80 to 100m. However, it is not limited to the examples described above, and the lengths of the ascending section (1210) and the descending section (1220), the total length of the takeoff runway (1205), and the connecting height can be provided at various lengths and angles, taking into account the environment in which the multi-takeoff and landing station system (1200) is provided and the height of the control tower (1201).

[0133] According to one embodiment, the control tower (1201) may be provided with a hangar space (1204) capable of housing an aircraft inside. For example, the aircraft may land on a landing runway (1206) and enter the control tower (1201). A control processor included in the control tower (1201) may control a means of transport so that the aircraft can be housed in a pre-allocated hangar (1204) according to the weight of the aircraft.

[0134] According to one embodiment, the multi-takeoff and landing station system (1200) can increase energy efficiency during the aircraft takeoff and landing process by allowing an aircraft that has taken off via a takeoff runway (1205) to land on a landing runway (1206) installed at a lower height than the takeoff runway (1205) used by the aircraft when landing on the multi-takeoff and landing station system (1200). For example, the aircraft may be stored in a hangar (1204) located higher based on the weight of the aircraft, the heavier the aircraft, the higher the weight. The aircraft stored in the hangar at the higher position may use a takeoff runway (1205) connected to a higher position of the control tower (1201). When the aircraft that has taken off via the above-mentioned takeoff runway (1205) lands at the above-mentioned multi-takeoff and landing station system (1200), the landing runway (1206) available to the aircraft may be a landing runway (1206) connected to a lower position of the above-mentioned control tower (1201).

[0135] For example, an aircraft stored in a hangar (1204) located on the 9th floor of a control tower (1201) may use the takeoff runway (1205) located on the 7th floor among the takeoff runways (1205) located on the 5th and 7th floors of the control tower (1201). When the aircraft that has taken off via the takeoff runway (1205) located on the 7th floor lands at the multi-takeoff and landing station system (1200), the aircraft may use the landing runway (1206) located on the 4th floor among the landing runways (1206) located on the 4th and 8th floors of the control tower (1201).

[0136] The method according to the present disclosure may be implemented in the form of program instructions that can be executed through various computer means and recorded on a computer-readable medium. The computer-readable medium may include program instructions, data files, data structures, etc., either alone or in combination. The program instructions recorded on the medium may be those specifically designed and configured for the present invention, or they may be those known and available to those skilled in the art of computer software.

[0137] Examples of computer-readable recording media include magnetic media such as hard disks, floppy disks, and magnetic tapes; optical recording media such as CD-ROMs and DVDs; magneto-optical media such as floptical disks; and hardware devices specifically configured to store and execute program instructions, such as ROM, RAM, and flash memory. Examples of program instructions include machine code, such as that generated by a compiler, as well as high-level language code that can be executed by a computer using an interpreter, etc.

[0138] Although embodiments of the present invention have been described in detail above, the scope of the present invention is not limited thereto, and various modifications and improvements by those skilled in the art using the basic concept of the present invention as defined in the following claims also fall within the scope of the present invention.

Claims

1. In a multi-takeoff and landing station system, A control tower comprising one or more stages for the take-off and landing of a first type of aircraft; and A multi-takeoff and landing station system comprising: a short-takeoff and landing platform including a plurality of runways that are located at a lower position than the control tower as they move further away from the control tower, and induce the takeoff and landing of a second type of aircraft by forming a predetermined gradient.

2. In paragraph 1, the short take-off and landing platform is At least one takeoff runway formed with the above-mentioned predetermined slope gradient, positioned lower than the control tower as it moves away from the control tower, and providing a takeoff area for the takeoff of the second type of aircraft; At least one landing runway formed with the above-mentioned predetermined slope gradient, positioned lower than the control tower as it moves away from the control tower, and providing a landing area for the landing of the second type of aircraft; and A multi-takeoff and landing station system comprising: a guideline provided along the edge of the takeoff runway and providing a path for a detachable power supply module that supplies power to the second type of aircraft during takeoff.

3. In paragraph 2, the short take-off and landing platform is A multi-takeoff and landing station system characterized by storing electrical energy generated from an energy induction device installed inside the landing runway by the landing of the aircraft of the second type above on the upper part of the landing runway, in an energy storage device installed on the short-distance takeoff and landing platform.

4. In paragraph 3, the short take-off and landing platform is A multi-takeoff and landing station system comprising: a detachable power supply module that supplies electrical energy required for takeoff by being detached from the second type of aircraft according to preset coupling conditions.

5. In paragraph 4, the detachable power supply module is A coupling part detachably attached to the power supply of the second type of aircraft according to the above preset coupling conditions; One end of the cable is connected to the coupling part, and the other end is connected to a battery adjacent to the takeoff runway of the short-distance takeoff and landing platform, and the cable is adjustable in length; and A multi-takeoff and landing station system comprising: a battery that stores energy required for the takeoff of the second type of aircraft by being installed adjacent to the takeoff runway of the short-takeoff and landing platform.

6. In paragraph 5, the above coupling condition is A multi-takeoff and landing station system characterized by being determined based on at least one of the following: the movement speed of the second type of aircraft, the distance between the position of the second type of aircraft determined based on the position value of the second type of aircraft and the battery, or the length of the cable.

7. In paragraph 5, the coupling part When it is identified that the movement speed of the aircraft of the second type has reached a preset threshold speed, the aircraft of the second type is detached from the power supply unit, and Even if the movement speed of the aircraft of the second type above does not reach the critical speed, when the distance between the aircraft of the second type above and the battery reaches the critical ratio value of the cable length, it is detached from the power supply of the aircraft of the second type above, A multi-takeoff and landing station system characterized by being detached from the power supply of the second type of aircraft when the load applied to the coupling part connected to the second type of aircraft reaches a critical load value as the altitude of the second type of aircraft rises, even if the movement speed of the aircraft does not reach the critical speed and the distance between the second type of aircraft and the battery does not reach the critical ratio value of the cable length.

8. In paragraph 1, the control tower is A control processor capable of controlling at least one device included in the above multi-takeoff and landing station system; A first type takeoff stage provided outside the above control tower and including a takeoff platform capable of taking off a first type aircraft; A first type landing stage that is distinguished from the first type takeoff stage and includes a landing area on which the first type aircraft can land; A first type hangar platform that hangs the first type aircraft by moving the first type landing stage in the state where the first type aircraft has landed when the first type aircraft lands on the first type landing stage; and A multi-takeoff and landing station system comprising: a second type hangar platform distinguished from the first type hangar platform, and which, when the second type aircraft lands on a landing runway, moves the second type aircraft to store the second type aircraft in a hangar space.

9. A method of operation of a multi-takeoff and landing station system controlling the takeoff and landing of multiple types of aircraft, A step of identifying whether the aircraft has completed moving to a pre-designated waiting position on the takeoff runway based on the weight of the aircraft; When it is identified whether the movement of the aircraft is complete, a step of identifying whether a detachable power supply module has been successfully connected to the aircraft; and A method comprising the step of controlling the coupling portion of the detachable power supply module to detach from the power portion of the aircraft when the movement speed of the aircraft, identified as having completed connection of the detachable power supply module, is identified as having reached a preset threshold speed.

10. A computer-readable recording medium storing a program that enables the operation of a multi-takeoff and landing station system controlling the takeoff and landing of multiple types of aircraft, A step of identifying whether the aircraft has completed moving to a pre-designated waiting position on the takeoff runway based on the weight of the aircraft; When it is identified whether the movement of the aircraft is complete, a step of identifying whether a detachable power supply module has been successfully connected to the aircraft; and A computer-readable recording medium storing a program that enables a method including the step of controlling the coupling portion of the detachable power supply module to detach from the power portion of the aircraft when the movement speed of the aircraft, identified as having completed the attachment of the detachable power supply module, is identified as having reached a preset threshold speed.

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