JP6936535B1 - Landing equipment - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a landing facility capable of safely landing an air vehicle even in a strong wind. The landing equipment of the present invention includes a first region for landing an air vehicle, and a windbreak portion having a predetermined height and covering at least a part of the circumference of the first region. The windbreak is a net. Part of the windbreak is disabled. The first area includes the laying part. The first area includes a high-altitude landing area. The first region is provided on both sides of the windbreak portion. The windbreak portion has a roof portion that covers the first region. All of the windbreaks are made of the same material. The first region is provided on the upper part of the structure, and the windbreak portion is further provided on the side surface of the structure. [Selection diagram] Fig. 1

Description

The present invention relates to landing equipment.

In recent years, research and demonstration experiments have been carried out toward the practical application of home delivery services using air vehicles (hereinafter collectively referred to as "air vehicles") such as drones and unmanned aerial vehicles (UAVs). .. For practical use, in addition to improving reliability, safety, and efficiency during flight, it is also desired to improve safety during landing. In view of such a situation, Patent Document 1 discloses a flight management system capable of safely landing an air vehicle at a port (see, for example, Patent Document 1).

International Publication No. 2018/155700

Aircraft with multiple rotors, so-called multicopters, are susceptible to wind during flight and takeoff and landing, and vertical descent (landing operation) performed in strong crosswinds and updrafts is particularly dangerous. It is known. In Patent Document 1, a wind sensor is installed at the port, and wind information is used to determine whether or not takeoff and landing at the port is possible, so that safe landing can be provided.

However, for example, in the case of home delivery, it is expected that the landing must be done at the designated place even in strong winds due to the characteristics of the work. In addition, in order to improve operational efficiency, it is necessary to avoid interrupting flight and takeoff and landing until the wind weakens.

At the port of Patent Document 1, it becomes difficult for the aircraft to land on the port while a strong wind is being observed, and the operational efficiency is reduced. It is desirable that the port used for takeoff and landing is a facility that not only allows the aircraft to land safely when there is no wind, but also enables stable takeoff and landing even in an environment such as strong winds in order to improve the operating rate.

Therefore, one object of the present invention is to provide a landing facility capable of safely landing an air vehicle even in a strong wind.

According to the present invention, there is provided a landing facility including a first region for landing an air vehicle, and a windbreak portion having a predetermined height and covering at least a part of the periphery of the first region. Can be done.

According to the present invention, it is possible to provide a landing facility capable of safely landing an air vehicle even in a strong wind.

It is a conceptual diagram which looked at the landing equipment by this invention from the side. It is the figure which looked at the landing equipment of FIG. 1 from the top view. It is a schematic diagram of the air flow when the wind hits the windbreak part which does not allow air to pass through. It is a schematic diagram of the air flow when the wind hits the windbreak part through which air passes. It is a figure which looked at an example of the structure of the landing equipment by this invention from the top view. It is a figure which looked at an example of the structure of the landing equipment by this invention from the top view. It is a figure which looked at an example of the structure of the landing equipment by this invention from the top view. It is a figure which looked at an example of the structure of the landing equipment by this invention from the top view. It is a figure which looked at an example of the structure of the landing equipment by this invention from the top view. It is a figure which looked at an example of the structure of the landing equipment by this invention from the top view. It is a figure which looked at an example of the structure of the landing equipment by this invention from the top view. It is a side view of the structure which provided the landing equipment by this invention on the upper part of a structure. It is a figure when the windbreak part of the landing equipment of FIG. 12 is folded. It is a side view of the structure which provided the landing equipment by this invention on a building. It is a side view of the structure which provided the windbreak part from the upper edge part of the roof. It is a top view of the landing equipment of FIG. It is a side view of the structure which provided the landing equipment by this invention on the roof of a vehicle. It is a front view of the landing equipment of FIG. It is a side view of the structure which provided the landing equipment by this invention on a ship. It is a top view of the landing equipment of FIG. It is a side view when the windbreak part is provided in the vehicle in the landing equipment by this invention. It is a rear view of the landing equipment of FIG. It is a side view when the windbreak part is provided in the vehicle in the landing equipment by this invention. It is a rear view of the landing equipment of FIG. 23. It is a conceptual diagram in the case where the landing point is surrounded by the windbreak part and the windbreak space is formed in the landing equipment by this invention. It is a front view of the landing equipment of FIG. It is a side view of the landing equipment of FIG. It is a conceptual diagram in the case where the landing point is surrounded by the windbreak part and the building, and the windbreak space is formed in the landing equipment by this invention. It is a front view in the case of providing the windbreak part which prevents the downdraft generated by a building. FIG. 29 is a view of FIG. 29 viewed from above. It is a side view at the time of providing the windbreak part which prevents the updraft and the downdraft near the landing place. It is a top view of the air vehicle. It is a functional block diagram of the flying object of FIG. 32.

The contents of the embodiments of the present invention will be described in a list. The landing equipment according to the embodiment of the present invention has the following configuration.
[Item 1]
The first area for landing the aircraft and
A windbreak portion having a predetermined height and covering at least a part, but not all, around the first region.
Landing equipment including.
[Item 2]
The windbreak portion is a net.
The landing equipment according to item 1, characterized in that.
[Item 3]
The windbreak part is partially invalidated.
The landing equipment according to any one of Item 1 or Item 2.
[Item 4]
The first area includes a laying portion.
The landing equipment according to any one of items 1 to 3 characterized by the above.
[Item 5]
The first region includes a high-altitude landing area.
The landing equipment according to any one of items 1 to 3 characterized by the above.
[Item 6]
The first region is provided on both sides of the windbreak portion.
The landing equipment according to any one of items 1 to 5, characterized in that.
[Item 7]
The windbreak portion has a roof portion that covers the first region.
The landing equipment according to any one of items 1 to 6, characterized in that.
[Item 8]
All of the windbreak parts are made of the same material.
The landing equipment according to any one of Items 1 to 7, which is characterized by the above.
[Item 9]
The first region is provided on the upper part of the structure.
The windbreak portion is further provided on the side surface of the structure.
The landing equipment according to any one of Items 1 to 8, wherein the landing equipment is characterized by the above.
[Item 10]
The structure is a dwelling,
The landing equipment according to item 9, characterized in that.
[Item 11]
The first region and the windbreak portion are provided on the upper part of the vehicle or ship.
The landing equipment according to any one of Items 1 to 7, which is characterized by the above.
[Item 12]
The first region and the windbreak portion are provided on a floor plate or a loading platform in a vehicle.
The landing equipment according to any one of Items 1 to 7, which is characterized by the above.
[Item 13]
Further including a second region adjacent to the first region,
The windbreak portion is provided at a position other than the boundary with the second region in the periphery of the first region.
The landing equipment according to item 1 to item 12, characterized in that.
[Item 14]
The windbreak portion is further provided on the side of the periphery of the second region that faces at least the first region.
The landing equipment according to item 13, characterized in that.

<Details of Embodiments According to the Present Invention>
Hereinafter, the landing equipment according to the embodiment of the present invention will be described with reference to the drawings.

<Details of the first embodiment>
As shown in FIGS. 1 and 2, in the landing equipment 10 according to the embodiment of the present invention, the windbreak portion 11 for preventing the wind hitting the flying object taking off or landing and the flying object 100 using the landing equipment 10 are stable. A first region 12 composed of an area, a shape, and a material that can be grounded, and a second region 13 adjacent to the first region 12 are provided. In the present invention, the first region 12 is a general term including not only a plane region as shown in FIG. 1 but also a three-dimensional region including a Z-axis direction region up to the height of the windbreak portion 11. be.

The windbreaker 11 has a configuration that has the effect of weakening the wind that blows from the outside of the first region 12 toward the inside of the first region 12, and is a position that prevents the wind that enters the first region 12 (for example, the position of the first region 12). It is arranged around the periphery or near the end in the first region 12). When the windbreak portion 11 is installed away from the first region 12, for example, when the height of the windbreak portion 11 is n, the distance between the first region 12 and the windbreak portion 11 is preferably 20 n or less. .. This is because the windbreak portion 11 needs to be provided at an appropriate distance from the windbreak portion 11 in order to efficiently obtain the windbreak effect of the windbreak portion 11 against the crosswind blown from the outside of the first region 12.

Examples of the windbreaker 11 include panels, nets, fences, air curtains, green curtains, water curtains, and the like. Further, as the windbreak portion 11, a plurality of types may be used in combination.

When a member such as a panel that completely blocks air is used for the windbreaker 11, the wind that hits the windbreaker 11 rises so as to avoid the windbreaker 11 as shown in FIG. 3, and the air in the region A above the windbreaker 11 rises. It is compressed. After that, in the region B beyond the windbreak portion 11, an air vortex is likely to be generated due to the difference in air pressure. The generated vortex causes the airflow in the first region 12 to be turbulent, and when the wind is particularly strong, the influence of the turbulence in the airflow becomes large, so that the takeoff and landing of the flying object 100 may become unstable. Therefore, as shown in FIG. 4, it is more preferable to use a member such as a net or a fence that has an effect of weakening the wind but does not easily generate a difference in atmospheric pressure before and after the windbreaker 11.

In the windbreak portion 11, the degree of the windbreak effect may be partially changed. For example, when the landing vehicle 100 enters the first region 12 while advancing in the Y-axis direction, the windbreak effect of the portion passing immediately after the start of the approach to the region having the windproof effect is weakened, and the stage approaches the landing. By strengthening the windbreak effect, the wind on the aircraft of the flying object 100 does not suddenly disappear, but a gradation from strong wind to weak wind enables more stable takeoff and landing. Further, in preparation for the case where the landing vehicle 100 enters the first region 12 from the Z-axis direction, the windbreak portion 11 may gradually strengthen the windbreak effect from the top to the bottom in the Z-axis direction. good.

The windbreak portion 11 has a simple and low-cost configuration in which a frame or the like is provided and a net is stretched, or a net is fixed to the roof or the like of an existing building as described later in FIGS. 14-16. .. For long-term operation, it is desirable to use outdoor building materials that can withstand rain, wind, ultraviolet rays, etc., and make them robust.

In the first region 12, soil, sand, dust, etc. are wound up by the wake of the propeller, and in order to prevent adverse effects on the flying object 100 and the transported object, concrete, asphalt, etc. are placed in a place where the wind emitted from the flying object 100 hits. It is more desirable to provide a laying part by laying a plate or a sheet made of metal or resin. Alternatively, it is possible to prevent the soil from being rolled up by providing a landing area at a high place with a platform or the like so as to keep it away from the ground.

The second region 13 is provided adjacent to the first region 12. It is desirable that the windbreak portion 11 is installed so as not to separate the boundary between the first region 12 and the second region 13.

That is, when the windbreaker 11 covers all four sides of the first region 12, the wind into the first region 12 can be prevented, but when a trouble occurs in the flying object 100 or the landing is restarted, the aircraft flies. However, there is not enough space to recover the situation. As a result, it may collide with the windbreak portion 11 and damage the airframe of the flying object 100. Therefore, by providing the second region 13 adjacent to the first region 12 and not covering the second region 13 side with the windbreak portion 11, the second region 13 can be used as an escape portion of the airframe. Become.

In particular, by providing the second region 13 in the landing equipment 10 on the leeward side of the first region 12, it can be used as an escape portion when the aircraft is swept away by a strong wind during landing or hovering.

Regarding the position determination of the second region 13 with respect to the first region 12, for example, when the landing equipment 10 is provided on the ground, the wind strength and the tendency of the direction throughout the year are calculated from the past meteorological data at that point, and the highest is obtained. You may decide the direction in which the effect can be expected. Further, as will be described later, when the windbreaker 11 has a structure in which a part thereof can be removed, the direction in which the highest effect can be expected (for example, the leeward side) is determined based on, for example, the weather forecast data of the day. You may.

In an environment where the site area is limited and there is a third party near the landing facility 10, such as a convenience store or a fast food store, the direction is safe even if the aircraft moves (for example, the first area 12 and a building or vacant lot). It is desirable that the second area 13 is used (between the garage and the like), and the first area 12 is covered with a windbreak portion except for the direction adjacent to the second area 13.

In the landing equipment installed at the point where the wind direction changes greatly or the wind direction reverses depending on the time and season, as shown in FIG. 5, the first regions 12a and 12b are switched as the landing points with the windbreak portion 11 in between. By making the equipment possible, it is possible to handle winds in two directions. Further, by providing the windbreak portion 11 as shown in FIG. 6-8, it is possible to flexibly select the landing point, and it is possible to secure a wide second region 13a-13d as an escape portion. Become. Further, the windbreak portion 11 may be provided as shown in FIG. 9 so that the relief portion can be provided in two directions, particularly for takeoff and landing in the vertical direction.

Further, in the landing facility 10 in which the landing point can be selected by providing a plurality of first regions 12 as shown in FIGS. The control device included in the body control device (not shown) may determine in which area the aircraft will land, and the aircraft 100 may be landed. The landing position may be determined automatically from meteorological data such as wind direction and wind power at the time of landing acquired by the sensor and past environmental data, or may be selected by an operator or administrator. good.

When the windbreak portion 11 to be used can be selected according to the wind direction, as shown in FIG. 10, air can be disabled from a part of the windbreak portions 11a-11d (here, the windbreak portion 11d). It is necessary to have functions such as turning on / off the operation of curtains and water curtains, stretching / winding with net wires, and opening / closing panels and fences. Regarding the invalidation / activation of the windbreaker 11, a person may give an instruction or remove the net depending on the situation, and the flight is based on meteorological data and past environmental data as well as the determination of the landing position. It may be performed automatically by controlling a motor or the like connected to the windbreaker 11 in cooperation with the selection of the route of the body 100.

Further, in preparation for a sudden change in the wind direction, as shown in FIG. 11, the windbreak portion 11 is provided on at least the side of the periphery of the second region 13 facing the first region 12. It is possible to reduce the wind direction in the opposite direction as compared with the case where the windbreak portion 11 is not provided. Further, the arrangement is not limited to that shown in FIG. 11, and may be provided in any portion of the periphery of the second region 13 other than the boundary with the first region 12.

<Second Embodiment>
The landing equipment 10 may be installed at a high place at an offset of a certain distance in the Z-axis direction from the ground. As an example, when a third party or an organism on the ground is provided at a high place with a certain distance offset (for example, an offset of about 2 meters or more) in the height direction from the ground so as not to come into contact with the flying object 100, for example, FIG. It may be provided on some structure as described in FIG. 14, or it may be provided on the upper floor, roof, rooftop, etc. of the building 30 as shown in FIG. Further, even in these cases, the safety is further improved by providing the above-mentioned second region 13.

When the landing equipment 10 is installed at a high place, it is desirable to reduce not only the crosswind but also the updraft. As illustrated in FIG. 12-14, by providing the windbreak portion 11 extending in both the vertical and horizontal directions near the upper edge of the structure, the ascent corresponding to the flying object 100 entering the first region 12 in the upper part of the structure is provided. The air flow can be suppressed. It is desirable that the windbreak portion 11 extending in the horizontal direction is near the upper edge of the building 30, but the effect can be obtained even when the windbreak portion 11 is provided on the side surface depending on the structure provided with the first region 12 or the structure of the building 30. It is possible. Further, the windbreak portion 11 is not limited to vertical or horizontal, and may be inclined at a predetermined angle. Further, although it is desirable that the windbreak portion 11 is provided with both, a certain effect can be obtained even if the windbreak portion 11 is provided on only one of the upper surface side and the side surface side.

As shown in FIG. 13, the windbreak portion 11 may be disabled by folding, shrinking, storing, or the like while not in use. These invalidation controls may be performed by the above-mentioned activation / invalidation control. In addition, a technique for identifying the landing equipment 10 to be landed based on, for example, flight destination information in cooperation with the flight object 100 or the landing facility 10, and the control device of the flight object control device (not shown), or the flight object 100. Even if it is determined that the aircraft will be used by the aircraft 100 and the activation / invalidation control is performed by using a known technology such as a technology for detecting that short-range communication is possible between the aircraft and the landing equipment 10. good. This prevents the windbreaker 11 from being damaged during a strong wind such as a typhoon, minimizes the time during which sound is generated when the wind hits the windbreaker 11, and does not spoil the aesthetic appearance of the building 30 or the like. can do.

In FIG. 14, the building 30 is, for example, a residence, and as described above, the first area 12 may be provided on the roof from the viewpoint of safety. If the upper part of the building 30 is flat, the above configuration can be applied as it is. However, when the landing surface (first region 12) is not horizontal due to an inclination at the upper part of the building 30, the building 30 is set so that the first region 12 is horizontal as illustrated in FIG. The first region 12 may be provided on the structure provided on the upper part of the above. Further, the upper surface of the structure provided with the first region 12 may be formed by a lift, and when the lift is lowered, the flying object 100 or the loading object mounted on the flying object 100 is mounted in the building 30 through the structure. May be accommodating.

As shown in FIGS. 15 and 16, the landing facility 10 may be provided in a building 30 having a roof (for example, a canopy) without a side wall on the entire surface, such as a gas station. For example, when the first area 12 is installed adjacent to the building 30 or when the first area 12 is installed under the roof, the windbreak portion 11 is provided by hanging a net or the like from the upper edge of the roof. On the other hand, by opening the windbreak portion 11 in at least one direction around the building 30, it is possible to obtain the effect of reducing crosswinds with less effort and cost. In places where it is difficult to connect the windbreak portion 11 to the upper edge of the roof, it is possible to install a support column 31 such as a pole and stretch it. Further, as shown in FIGS. 15 and 16, when another building exists adjacent to the building 30, the other building functions as the windbreak portion 11, so that the windbreak portion 11 is provided on the other building side. It does not have to be provided. With such a configuration, it is possible to reduce the influence of wind, smoothly collect the flying object 100 under the roof, attach / detach the mounted object, perform maintenance of the flying object 100, and the like. ..

<Third embodiment>
When the first area 12 of the landing facility 10 is on the moving body 200 such as a vehicle or a ship, the second area 13 is on the moving body 200 or outside the moving body 200 and is a space suitable for retreating the flying body 100. It is desirable to have. When the upper part of the vehicle such as the van body truck illustrated in FIGS. 17 and 18 and the deck or roof of the ship such as the cruiser illustrated in FIGS. 19 and 20 are the first region 12, the windbreak portion 11 is used. A wide space can be secured by providing the moving body 200 substantially parallel to the direction perpendicular to the straight direction (Y-axis direction) (X-axis direction), and especially when the ship faces the wave, the leeward side. Can be set to the second region 13, and the flying object 100 can be safely retracted.

However, in the above configuration, the windbreak portion 11 hinders the progress while the moving body 200 is moving, and the windbreak portion 11 may be damaged. It is preferable to make it. Further, although the above-mentioned advantages are impaired, the windbreak portion 11 may be provided substantially parallel to the moving body 200 in the straight-ahead direction so as not to require invalidation control.

Further, as another mode of measures in which the windbreak portion 11 does not hinder the progress of the moving body 200, as shown in FIGS. 21 and 22, a vehicle (so-called wing body truck) or the like capable of opening the side surface of the moving body 200 or the like. By providing the windbreak portion 11 on the floor plate in the moving body 200 and opening the wing side panels on both sides, it is possible to prevent the wind to the first region 12 provided on the side of the moving body 200. In this case, since the windbreak portion 11 is covered with the body of the car by closing the side surface of the moving body 200 when not in use or while the truck is running, the air resistance during running as in the trucks exemplified in FIGS. 17 and 18 and the like. There is no need to fold or disassemble in consideration of.

In addition, the open wing side panel makes it possible to avoid rain and sunlight when attaching and detaching luggage and servicing the aircraft.

Further, as shown in FIGS. 23 and 24, by installing the windbreak portion 11 on the loading platform of the vehicle with a loading platform (so-called flat body truck), the same as the wing body truck without opening and closing the door of the vehicle. Since the effect can be obtained, the required space can be reduced.

In this way, by providing the windbreak unit 11 on the moving body 200 such as a vehicle, it is possible to efficiently install the windbreak unit 11 in the experimental landing equipment used for a short period of time, the temporary landing equipment in accordance with the festival, and the like. It becomes. The first region 12 may be provided not only on the side of the moving body 200 but also on the floor plate or the loading platform in the moving body 200.

<Details of the fourth embodiment>
The landing equipment 10 shown in FIGS. 25-27 forms a windproof space by covering at least the periphery of one or more landing regions 15 (first region 12) with a windbreak portion 11, and the flying object 100 is provided in the windbreak portion 11. It is possible to land on the landing area 15 in the windbreak space through the approached portion 14. Although the landing equipment 10 shown in the figure does not have a roof, a roof may be further provided above the windbreak portion 11, and the roof may be made of the same material as the windbreak portion 11. The approach portion 14 is, for example, a passage port, and the flying object 100 enters from the passage port in a substantially horizontal flight. The position of the approach portion 14 is preferably provided above the center of the windbreak portion 11, for example. As a result, the landing operation by vertical descent, which is particularly greatly affected by the wind, can be performed while the wind is weakened by the windbreaker 11. With such a configuration, the landing equipment 10 enables stable landing of the flying object 100.

When the plurality of landing areas 15 are all surrounded, the aircraft body 100 can pass through the approach portion 14 in a substantially horizontal flight, so that the aircraft body can be swiftly compared to the case where the landing operation is performed only by vertical descent. 100 can enter the windbreak space surrounded by the windbreak portion 11. Further, after the flying object 100 enters the windbreak space surrounded by the windbreak portion 11, it is unlikely that the flying object 100 will go out of the windbreak space, so even if there is a place where a third party can enter nearby. Safety can be guaranteed.

Further, as illustrated in FIG. 28, when the landing equipment 10 of the present embodiment is attached to the building 30, the outer wall of the building 30 can be used as a part of the windbreak portion 11. In this way, by using at least one surface of the windbreak portion 11 as the outer wall of the building 30, a door connecting the building 30 and the windbreak space surrounded by the windbreak portion 11 is provided, so that a person such as a worker can prevent the wind. It is also possible to facilitate the recovery of aircraft that have landed in space.

The approach portion 14 must be able to enter the flying object 100, and has an area equal to or larger than the front projected area of the flying object at the time of approach. As shown in the figure, it does not have to be a rectangular opening that is always open, and it may have an opening / closing function by a wire, a hinge, or the like. Further, the approach portion 14 may be, for example, a slit-shaped gap without covering a part of the landing region 15 on the one-way side, or a hole having a graphic shape such as an elliptical shape.

<Details of the fifth embodiment>
Up to this point, the landing equipment 10 that improves the safety of the aircraft 100 at the time of landing even in strong crosswinds has been described. Needless to say, it also affects.

The updraft and downdraft described here include not only a wide range created by the relationship between high pressure and low pressure, but also a very narrow range generated in a building 30 or a cliff. In particular, what is likely to interfere with flight such as home delivery by the flying object 100 is an updraft or a downdraft caused by the wind blowing on a high-rise property such as a building.

As shown in FIGS. 29 and 30, when the landing equipment 10 is installed on the ground or the like adjacent to the building 30 such as a high-rise building, the aircraft 100 to land is easily affected by the downdraft from the building 30. Become. In order to reduce the influence of the downdraft blowing along the wall surface of the building 30 on the flying object 100, it is effective to provide the windbreak portion 11 on the wall surface above the landing equipment 10. For example, a fixing member such as a frame or a building material may be fixed to the wall surface of the building 30, and a windbreak member (for example, a net or the like) serving as a windbreak portion 11 may be provided therein.

As shown in FIG. 31, when the landing equipment 10 itself is provided at a high place (for example, the rooftop of a building), the windbreak portion 11 is provided adjacent to the roof by using a fixing member such as a frame or a support. It is possible to prevent the downdraft from the building 30. Further, by providing the windbreak portion 11 on the roof so as to cover a part of the route 20, it is possible to safely fly to the landing even on the route 20 (approach route) to the landing equipment 10.

Further, in FIG. 31, in the case of an environment in which an updraft is likely to occur in an adjacent building in the route 20 of the aircraft 100, in order to reduce the influence of the updraft, a windbreak is provided below the route 20. A unit 11 is provided. Since the updraft generated on the wall surface of the building 30 is generated above the ground and blows upward, for example, even if the landing equipment 10 installed near the ground is provided with a sensor or the like that detects the wind. , It is difficult to detect this updraft. Therefore, it is determined by the sensor or the like that the wind power can land from the ground, and if the building 30 exists in the vicinity of the route 20 to the landing facility 10, the aircraft 100 will enter an unexpected updraft. There can be. Therefore, by providing the windbreak portion 11 below the route 20 as described above, the influence of such an updraft can be reduced. The angle at which the windbreak portion 11 is fixed to the building 30 may be horizontal as shown in the drawing, but for example, the windbreak portion 11 may be fixed downward by a predetermined angle as a countermeasure against an updraft. Further, the windbreak portion 11 may be fixed upward by a predetermined angle in order to facilitate the flow of the updraft to the outside.

In the case of an environment in which a downdraft is likely to occur in an adjacent building 30 in the route 20 of the aircraft 100, a windbreak portion 11 is provided above the route 20 in order to reduce the influence of the downdraft. It may be provided. In this case, the angle at which the windbreak portion 11 is fixed to the building 30 may be horizontal as shown in the figure, but for example, the windbreak portion 11 may be fixed upward by a predetermined angle as a countermeasure against downdraft. Further, in order to facilitate the flow of the downdraft to the outside, the windbreak portion 11 may be fixed downward by a predetermined angle.

When the windbreak portion 11 is installed in the lower part of the route 20 of the aircraft body 100, it can be expected to be effective as an emergency shelter in case of failure of the aircraft body as well as windbreak.

Currently, when conducting a demonstration experiment of delivery of the flight body 100 by autonomous flight, the route 20 of the flight body 100 is determined before the takeoff of the flight body 100, and the flight on the route 20 is started. Further, in the future, if the home delivery service by the air vehicle 100 becomes one of the general home delivery services, there is a possibility that a route 20 determined as a delivery route will be prepared.

In this case, it is possible to effectively provide the windbreak portion 11 at an appropriate place by obtaining and verifying data on the characteristics and changes of the wind in the space used as the route 20 in advance. As a result, the safety during flight is improved as well as during takeoff and landing of the flying object 100.

The configuration of the windbreak unit 11 in each of the above embodiments can further enhance the windbreak effect by combining a plurality of the windbreak portions 11, and the configuration can be adjusted according to the environment, situation, and climate characteristics of the place where the aircraft 100 lands. It is desirable to change.

<Structure of flying object 100>
Hereinafter, the air vehicle 100 illustrated so far will be described, but these do not limit the form of the air vehicle 100, and the air vehicle 100 operated by using the landing equipment 10 in the present invention is a landing equipment. Any form that can land on 10 is sufficient. That is, the landing equipment 10 in the present invention can land substantially vertically, such as a VTOL aircraft and an aircraft having a plurality of motors called a multicopter, and it is not preferable to receive a strong wind at the time of landing. A particularly high effect can be expected in the airframe 100.

The configuration of the flying object 100 illustrated so far will be described with reference to FIG. 32. The flying object 100 is provided with at least elements such as a propeller 110 and a motor 111 for flying, and is equipped with energy for operating them (for example, a secondary battery, a fuel cell, fossil fuel, etc.). Is desirable.

It should be noted that the illustrated flying object 100 is drawn in a simplified manner for facilitating the explanation of the structure of the present invention, and for example, the detailed configuration of the control unit and the like is not shown.

The flying object 100 may have, for example, the direction of arrow D (−Y direction) in the figure as the traveling direction.

In the following explanation, terms may be used properly according to the following definitions.

Front-back direction: + Y direction and -Y direction, vertical direction (or vertical direction): + Z direction and -Z direction, left-right direction (or horizontal direction): + X direction and -X direction, traveling direction (forward): -Y direction, Retreat direction (rear): + Y direction, ascending direction (upward): + Z direction, descending direction (downward): -Z direction

The propellers 110a and 110b rotate in response to the output from the motor 111. The rotation of the propellers 110a and 110b generates a propulsive force for taking off the flying object 100 from the starting point, moving it, and landing it at the destination. The propellers 110a and 110b can rotate to the right, stop, and rotate to the left.

The propeller 110 included in the flying object of the present invention has one or more blades. Any number of blades (rotors) (eg, 1, 2, 3, 4, or more blades) may be used. Further, the shape of the blade can be any shape such as a flat shape, a bent shape, a twisted shape, a tapered shape, or a combination thereof. The shape of the blade can be changed (for example, expansion / contraction, folding, bending, etc.). The blades may be symmetrical (having the same upper and lower surfaces) or asymmetric (having different shaped upper and lower surfaces). The blades can be formed into an air foil, a wing, or a geometry suitable for generating dynamic aerodynamic forces (eg, lift, thrust) as the blades move through the air. The geometry of the blades can be appropriately selected to optimize the dynamic air characteristics of the blades, such as increasing lift and thrust and reducing drag.

Further, the propeller included in the flying object of the present invention may be a fixed pitch, a variable pitch, or a mixture of a fixed pitch and a variable pitch, but the propeller is not limited to this.

The motor 111 causes the propeller 110 to rotate. For example, the drive unit can include an electric motor, an engine, or the like. The vanes are driveable by the motor and rotate around the axis of rotation of the motor (eg, the major axis of the motor).

The blades can all rotate in the same direction or can rotate independently. Some of the blades rotate in one direction and the other blades rotate in the other direction. The blades can all rotate at the same rotation speed, or can rotate at different rotation speeds. The number of rotations can be automatically or manually determined based on the dimensions (for example, size, weight) and control state (speed, moving direction, etc.) of the moving body.

The flight body 100 determines the rotation speed and flight angle of each motor according to the wind speed and the wind direction by a flight controller, a radio, or the like. As a result, the flying object can move ascending / descending, accelerating / decelerating, and changing direction.

The aircraft body 100 can perform autonomous flight according to routes and rules set in advance or during flight, and flight by maneuvering using a radio.

The above-mentioned flying object has a functional block shown in FIG. 33. The functional block of FIG. 33 has a minimum reference configuration. The flight controller is a so-called processing unit. The processing unit can have one or more processors, such as a programmable processor (eg, a central processing unit (CPU)). The processing unit has a memory (not shown), and the memory can be accessed. Memory stores logic, code, and / or program instructions that a processing unit can execute to perform one or more steps. The memory may include, for example, a separable medium such as an SD card or random access memory (RAM) or an external storage device. The data acquired from the cameras and sensors may be directly transmitted and stored in the memory. For example, still image / moving image data taken by a camera or the like is recorded in an internal memory or an external memory.

The processing unit includes a control module configured to control the state of the rotorcraft. For example, the control module adjusts the spatial arrangement, velocity, and / or acceleration of a rotorcraft with 6 degrees of freedom (translational motion x, y and z, and rotational motion θ _x , θ _y and θ _z). Controls the propulsion mechanism (motor, etc.) of the rotorcraft. The control module can control one or more of the states of the mounting unit and the sensors.

The processing unit is capable of communicating with a transmitter / receiver configured to transmit and / or receive data from one or more external devices (eg, terminals, display devices, or other remote controls). The transmitter / receiver can use any suitable communication means such as wired communication or wireless communication. For example, the transmitter / receiver uses one or more of local area network (LAN), wide area network (WAN), infrared, wireless, WiFi, point-to-point (P2P) network, telecommunications network, cloud communication, and the like. be able to. The transmitter / receiver can transmit and / or receive one or more of the data acquired by the sensors, the processing result generated by the processing unit, the predetermined control data, the user command from the terminal or the remote control, and the like. ..

Sensors according to this embodiment may include inertial sensors (acceleration sensors, gyro sensors), GPS sensors, proximity sensors (eg, riders), or vision / image sensors (eg, cameras).

The above-described embodiments are merely examples for facilitating the understanding of the present invention, and are not intended to limit the interpretation of the present invention. It goes without saying that the present invention can be modified and improved without departing from the spirit thereof, and the present invention includes an equivalent thereof.

10 Landing equipment 11 Windbreak 12 1st area 13 2nd area 14 Approach 15 Landing area 20 Route 30 Building 31 Pillar 100 Aircraft 200 Mobile

Claims (11)

The first area for landing the aircraft and
Includes a windbreak portion that has a predetermined height and is provided only in a part around the first region so that an annular shape is not formed.
At least a part of the windbreak portion on the first region is open for landing the flying object.
At least the leeward side is open around the first region .
The first region is provided on both sides of the windbreak portion .
The windbreak portion is provided around each of the two first regions at a boundary portion between the two first regions and a portion other than the boundary portion.
Landing equipment. The windbreak portion is a net.
The landing facility according to claim 1, wherein the landing equipment is characterized by the above. The windbreak part is partially invalidated.
The landing facility according to claim 1 or 2, wherein the landing equipment is characterized by the above. The first area includes a laying portion.
The landing equipment according to any one of claims 1 to 3, wherein the landing equipment is characterized by the above. The first region includes a high-altitude landing area.
The landing equipment according to any one of claims 1 to 3, wherein the landing equipment is characterized by the above. The windbreak part partially changes the degree of windbreak effect.
The landing facility according to any one of claims 1 to 5 , characterized in that. All of the windbreak parts are made of the same material.
The landing facility according to any one of claims 1 to 6 , characterized in that. The first region is provided on the upper part of the structure.
The windbreak portion is further provided on the side surface of the structure.
The landing facility according to any one of claims 1 to 7 , wherein the landing equipment is characterized by the above. The first region and the windbreak portion are provided on the upper part of the vehicle or ship.
The landing facility according to any one of claims 1 to 7 , wherein the landing equipment is characterized by the above. The first region and the windbreak portion are provided on a floor plate or a loading platform in a vehicle.
The landing facility according to any one of claims 1 to 7 , wherein the landing equipment is characterized by the above. Further including a second region adjacent to the first region,
The windbreak portion is provided at a position other than the boundary with the second region in the periphery of the first region.
Landing facility according to claims 1 to 1 0, characterized in that.

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