JP7409225B2 - Vehicle-mounted aircraft launch and landing platform device - Google Patents

Description

TECHNICAL FIELD The present invention relates to a landing pad device on which an aircraft capable of flying above a vehicle takes off and lands.

In recent years, it has been proposed to attach a flying object to a vehicle for the purpose of photographing the surroundings of the vehicle. For example, Patent Document 1 listed below discloses a vehicle navigation system that uses a flying object equipped with a camera to support vehicle travel. In this document, the flying object is stored in a storage section formed on the roof of a vehicle, and is connected to the vehicle via a wire. The flying object takes off from the storage section in response to instructions from the navigation device inside the vehicle, photographs an image including the own vehicle in the air above the vehicle, and transmits the photographed data to the navigation device. The navigation device analyzes the transmitted image and provides predetermined driving support (for example, assistance such as finding an empty parking space and guiding the own vehicle) based on the analysis result.

Japanese Patent Application Publication No. 2016-138853

In the system of Patent Document 1, since a concave storage section for storing the flying object is provided in the roof section, there is a problem that the ceiling height of the vehicle cabin is significantly reduced, and the comfort of the occupants is impaired. Therefore, it has been proposed to provide a landing and take-off platform device for the aircraft to take off and land in a state where it is exposed to the outside of the vehicle. In this way, it becomes possible to take off and land the flying object with respect to the vehicle without sacrificing cabin space.

However, when the take-off and landing platform device is provided in the above position, there is a possibility that it becomes difficult to stably take off and land the aircraft while the vehicle is running. For example, if a landing pad device is installed in a position where turbulence is likely to occur while the vehicle is running, when an aircraft takes off and lands on the landing pad device, the flying object will be affected by the turbulence and swing greatly, causing the aircraft to automatically move. There is a concern that a situation may arise in which the flying object comes into contact with a vehicle or surrounding obstacles.

The present invention has been made in view of the above-mentioned circumstances, and an object of the present invention is to provide a take-off and landing platform device for a vehicle-mounted flying vehicle that can stably take off and land a flying vehicle while the vehicle is running. do.

In order to solve the above problems, the present invention provides a take-off and landing platform device on which an aircraft capable of flying above a vehicle takes off and lands, comprising a platform member including a take-off and landing surface that is a surface on which the aircraft takes off and lands; a winding device disposed below the base member and capable of winding up or pulling out the connecting member connected to the flying object; In the upper part, the landing surface is attached so that it is located rearward and below the rear end position of the roof panel (claim 1).

According to the present invention, since the platform member including the takeoff and landing surface is placed behind the roof panel (above the back window), it is not possible to make special modifications to the roof panel, such as providing a storage section for an aircraft. This is no longer necessary, and the departure and landing platform device can be attached to the vehicle while ensuring sufficient cabin space.

Further, since the take-off and landing surface is arranged behind and below the rear end position of the roof panel, the aircraft can take off and land stably with respect to the take-off and landing surface. That is, the region behind and below the rear end position of the roof panel is a region where a weak positive pressure near zero is generated while the vehicle is running, and it is difficult to generate a large negative pressure here. By providing the landing and takeoff surfaces in such a region, it is difficult for the flying object to swing greatly due to the pulling force caused by the negative pressure, for example, just before the flying object lands on the landing and takeoff surface. Furthermore, for the same reason, a situation in which the aircraft swings significantly immediately after the aircraft takes off from the landing and takeoff surface is less likely to occur. As a result, the take-off and landing operations of the flying object can be stabilized, and the situation where the flying object comes into contact with the outer wall of the vehicle, such as the roof panel, can be prevented.

Furthermore, since the winding device disposed below the platform member and the flying object are connected via the connecting member, by winding up the connecting member when the flying object lands, the flying object can be moved using the connecting member. It is possible to approach the departure and landing surface while being restrained. This, together with the fact that the landing surface is located behind and below the rear edge of the roof panel, increases the stability of the landing operation of the aircraft, so it can be stably positioned at a predetermined position on the landing surface. Able to land an aircraft.

Moreover, since the take-up device is arranged below the base member, the take-up device does not protrude above the take-off and landing surface, and the airflow on the take-off and landing surface is prevented from being disturbed by the presence of the take-up device. It can be prevented. This reduces the possibility that turbulence or the like will affect the aircraft just before landing or just after takeoff, making it possible to further stabilize the takeoff and landing operations of the aircraft.

Preferably, the winding device is disposed below the front of the base member, and the base member has a guide portion located at a rear side of the winding device and guiding the connecting member above the base member. (Claim 2).

According to this configuration, the position where the flying object lands on the takeoff and landing surface can be positioned directly above the guide portion behind the winding device. This prevents the flying object from landing at a position closer to the front of the take-off and landing surface, so it is possible to effectively avoid a situation where the flying object comes into contact with the roof panel during takeoff and landing.

Preferably, the guide portion is a through hole formed near the center of the base member (Claim 3).

According to this configuration, by passing the connecting member through the through hole formed in the base member, the lead-out position of the connecting member can be easily and reliably regulated.

Preferably, the back window is arranged to extend rearward and downward from the rear end position of the roof panel, and the winding device is arranged between the front end of the back window and the base member. (Claim 4).

According to this configuration, the winding device can be appropriately disposed by effectively utilizing the gap created between the base member and the back window.

Preferably, the base member and the winding device are removably attached to the vehicle (Claim 5).

According to this configuration, the take-off and landing platform device can be removed when the aircraft is not in use, and good visibility through the back window can be ensured.

As described above, according to the present invention, it is possible to stably take off and land a flying object with respect to a landing pad device even while the vehicle is running.

1 is a perspective view showing the appearance of a vehicle to which a departure and landing platform device according to an embodiment of the present invention is applied. FIG. 2 is a side view of the vehicle. FIG. 2 is a cross-sectional view showing the vehicle body structure of the departure and landing platform device and its vicinity. FIG. 2 is a perspective view showing the departure and landing platform device alone. FIG. 2 is a perspective view showing the appearance of the aircraft. FIG. 2 is a block diagram showing the functional configuration of a vehicle, a landing pad device, and a flying object. 2 is a flowchart illustrating an example of control for taking off and landing an aircraft.

Hereinafter, preferred embodiments of the present invention will be described in detail using the drawings. Note that elements given the same reference numerals in different drawings indicate the same or corresponding elements.

FIG. 1 is a perspective view showing the appearance of a vehicle 1 according to an embodiment of the present invention, and FIG. 2 is a side view of the vehicle 1. As shown in this figure, a vehicle 1 is equipped with a flying object 2 that can fly outside the vehicle 1 (outside the vehicle). A take-off and landing platform device 3 for the aircraft 2 to take off and land is removably attached to the rear of the vehicle 1. The flying object 2 is a lightweight unmanned aircraft generally referred to as a drone. Note that FIG. 1 shows the vehicle 1 with the flying object 2 taking off from the landing pad device 3, and FIG. 2 shows the vehicle 1 with the flying object 2 landing on the landing pad device 3.

FIG. 3 is a cross-sectional view showing the departure and landing platform device 3 and the vehicle body structure in the vicinity thereof. As shown in FIG. 3 and FIGS. 1 and 2 above, the vehicle 1 includes a roof panel 6 that covers the upper surface of the vehicle interior, and a back door 5 connected to the rear side of the roof panel 6. .

The back door 5 is hinged to the rear edge of the roof panel 6 so as to be able to rotate in the vertical direction, and covers a luggage compartment opening 11a formed at the rear of the vehicle 1 so as to be openable and closable. The back door 5 includes a frame-shaped door body 11 coupled to a roof panel 6, and a transparent (or translucent) glass back window 12 fixed to the door body 11 so as to cover the frame opening of the door body 11. It is equipped with The back window 12 is attached to the door body 11 in an inclined position such that the height becomes lower toward the rear.

As shown in FIG. 3, a roof trim 23 that constitutes the ceiling surface of the vehicle interior is formed below the roof panel 6. A roof header 21 and an extension member 22 extending in the vehicle width direction are arranged between the rear end portions of the roof panel 6 and the roof trim 23. The roof header 21 is a member having a predetermined closed cross-sectional shape and extending in the vehicle width direction, and is coupled to the rear end of the roof panel 6 so as to support the roof panel 6 from below. The extension member 22 is a member that extends in the vehicle width direction on the rear side of the roof header 21 and is coupled to the rear surface of the roof header 21.

An upper end frame portion 13 is disposed below the front end (upper end) of the back window 12 . The upper end frame portion 13 is a member that constitutes the upper edge of the door body 11 (in other words, the upper frame of the window), and is formed to have a predetermined closed cross-sectional shape and extend in the vehicle width direction. The upper end frame portion 13 is bonded (adhered) to the front end portion of the back window 12 so as to support the back window 12 from below. Further below the upper end frame portion 13, a back door trim 14 is attached which forms a design surface that is substantially continuous with the surface of the roof trim 23.

A region on the lower surface of the front end of the back window 12, including the above-mentioned joint portion with the upper end frame portion 13, is covered with a shield member 15 containing a magnetic material. This shield member 15 functions as a shield to prevent structures such as the upper end frame portion 13 from being seen through the transparent (or semi-transparent) back window 12, and also functions as a shield for preventing structures such as the upper end frame portion 13 from being seen through the transparent (or semi-transparent) back window 12. 39) It is a sheet material that also has the function of a magnetic body that attracts and fixes.

The upper end frame portion 13 is coupled to the extension member 22 via a door hinge (not shown). In other words, the back door 5 is attached to the vehicle body (roof part) so as to be pivotable in the vertical direction about the door hinge provided between the upper end frame part 13 and the extension member 22 as a fulcrum.

A weather strip 24 made of an elastic material such as rubber is attached to the rear end of the extension member 22. The weather strip 24 seals between the upper end frame portion 13 and the extension member 22 by coming into contact with the upper end frame portion 13 when the back door 5 is closed.

FIG. 4 is a perspective view showing the departure and landing platform device 3 alone. As shown in FIG. 4 and FIG. 3 above, the departure and landing platform device 3 includes a platform member 31, a base portion 32, a pair of left and right leg portions 33, and a reel 34. The reel 34 corresponds to an example of a "winding device" in the present invention.

The base member 31 is a flat member having a predetermined thickness. The upper surface 31a of the platform member 31 functions as a takeoff and landing surface on which the flying object 2 takes off and lands. Hereinafter, the upper surface 31a of the platform member 31 will also be referred to as the landing and departure surface 31a. The landing and departure surface 31a is a flat surface that is substantially parallel to the horizontal surface. A predetermined design may be written on the takeoff and landing surface 31a to indicate that it is a place where the flying object 2 takes off and lands. Note that FIG. 1 shows an example in which a design pattern in which the letter H is surrounded by a circle is written on the departure and landing surface 31a.

The base member 31 is disposed immediately behind the central portion of the roof panel 6 in the vehicle width direction so as to partially cover the upper surface of the back window 12. That is, the base member 31 is arranged so as to cover the central part of the front part of the back window 12 in the vehicle width direction. As shown in FIGS. 2 and 3, the height of the upper surface of the base member 31, that is, the landing surface 31a, is set to be slightly lower than the rear end position Y of the roof panel 6. In other words, the landing and departure surface 31a is arranged rearward and below the rear end position Y of the roof panel 6. Note that the rear end position Y of the roof panel 6 refers to the roof when the roof panel 6 is cut along a vertical plane that includes the center line of the vehicle 1 extending in the front-rear direction (the center line dividing the vehicle 1 into two in the width direction). This is the position of the rear end of the panel 6.

The base part 32 is a hollow case attached to the lower surface of the front part of the platform member 31. The base portion 32 is formed so as to increase in thickness toward the rear so as to fill a gap between the front portion of the base member 31 and the back window 12.

The reel 34 is disposed between the front end of the back window 12 and the base member 31, and is housed inside the base portion 32. As mainly shown in FIG. 4, the reel 34 includes a cylindrical reel body 35 and an electric reel motor 36 that rotationally drives the reel body 35. A tether 4 (FIGS. 1 to 4) is wound around the reel body 35, and the tether 4 is wound around the reel body 35 or pulled out from the reel body 35 as the reel body 35 rotates. There is. The tip of the tether 4 (the end opposite to the reel body 35) is connected to the flying object 2. The tether 4 corresponds to an example of a "connecting member" in the present invention.

The tether 4 is a flexible cable that functions as a tether that connects the aircraft 2 to the landing pad device 3 and as a power line that supplies power to the aircraft 2. The tether 4 is wired so as to extend rearward from the reel 34 (reel main body 35), pass through the upper end of the rear wall of the base portion 32, and extend along the lower surface of the base member 31. A guide hole h1 for passing the tether 4 passes through the base member 31 near the center of the base member 31 located behind the reel 34, that is, at or near the center of the base member 31 in the front-rear direction and width direction. It is set up like this. That is, the tether 4 pulled out from the reel 34 is further pulled out above the take-off and landing surface 31a through the guide hole h1 of the platform member 31, and is connected to the flying object 2 above the take-off and landing surface 31a. In this way, the guide hole h1 plays a role in regulating the position at which the tether 4 is led out above the base member 31. Note that the guide hole h1 corresponds to an example of a "guide portion" or a "through hole" in the present invention.

The reel 34 changes the amount of withdrawal of the tether 4 in accordance with the takeoff and landing of the aircraft 2. That is, when the aircraft 2 takes off, the reel motor 36 is controlled so that the reel body 35 rotates in the pull-out direction (the direction in which the tether 4 is pulled out), and the amount of pull-out of the tether 4 with respect to the reel body 35 is increased. On the other hand, when the aircraft 2 lands, the reel motor 36 is driven so that the reel body 35 rotates in the winding direction (the direction in which the tether 4 is wound up), and the amount of the tether 4 pulled out from the reel body 35 is reduced. . Thereby, while allowing the flying object 2 to take off and land on the take-off and landing platform device 3, the flying object 2 can be restrained so that the flying object 2 that has taken off is not blown away by strong winds or the like. Further, when the flying object 2 lands, the position where the flying object 2 lands on the landing surface 31a can be positioned near the center of the landing surface 31a where the guide hole h1 is formed.

A magnet 39 (FIG. 3) is attached to the upper surface of the bottom wall of the base portion 32. The magnet 39 is, for example, a plate-shaped strong magnet (or a plurality of block-shaped strong magnets distributed in the vehicle width direction) extending in the vehicle width direction, and is attached to the base portion 32 in a region in front of the reel 34. fixed to the bottom wall. The magnet 39 serves to fix the base portion 32 to the upper surface of the back window 12 by being attracted to the magnetic shield member 15 .

The pair of left and right leg portions 33 are rod-shaped members that extend in the vertical direction, and their upper ends are coupled to both left and right sides of the rear end of the base member 31 . Each leg 33 has a suction portion 33a at its lower end for removably fixing each leg 33 to the back window 12. As the suction part 33a, for example, a glass suction cup that exhibits a strong suction force based on vacuum can be used.

As described above, in the landing/launch device 3 of this embodiment, the base portion 32 located on the front side is removably fixed to the back window 12 via the magnet 39, and the leg portions 33 located on the rear side hold the adsorption portion 33a. It is removably fixed to the back window 12 through the cover. Moreover, the departure and landing platform device 3 is formed into a unit by having its component parts (base member 31, base portion 32, leg portion 33, and reel 34) coupled to each other. That is, the departure and landing platform device 3 can be attached to and removed from the back window 12 while maintaining its integrity. When the aircraft 2 is not in use, the take-off and landing platform device 3 can be manually removed from the back window 12.

A connector 38 is attached to the front end of the base member 31. As shown in FIG. 4, a relay cable 9 is routed between the connector 38 and the reel motor 36 and inside the base portion 32. As shown in FIG. The relay cable 9 is a multicore cable that includes a power line that supplies power to the reel motor 36 and a power line that is connected to the tether 4 wound around the reel body 35 and supplies power to the aircraft 2 via the tether 4. It's a cable. Although not shown in FIG. 4, a signal line 9' (FIG. 6) for supplying control signals to the reel motor 36 is arranged in parallel with the relay cable 9 between the connector 38 and the reel motor 36. be searched.

As shown in FIG. 3, a cable 8 extending from inside the vehicle is detachably connected to the front end of the connector 38. Since the connection of the cable 8 is removable, the cable 8 can be pulled out from the connector 38 when the departure and landing platform device 3 is removed.

The cable 8 is a cable for supplying electric power stored in a battery 41 (FIG. 6) in the vehicle, and is routed to connect the battery 41 and the connector 38 to each other. That is, the cable 8 supplies the power of the battery 41 to the reel motor 36 via the connector 38 and the relay cable 9, and also supplies the power of the battery 41 to the aircraft 2 via the connector 38, the relay cable 9, and the tether 4. It is possible to supply. Although not shown in FIG. 3, a signal line 8' (FIG. 6) for supplying a control signal to the reel motor 36 is also connected to the connector 38. This signal line 8' is detachably connected to the connector 38 in parallel with the cable 8. The cable 8 and the signal line 8' can be connected together to the connector 38 via, for example, a single terminal.

The cable 8 is routed to pass through the extension member 22 slightly before the connector 38. A through hole (not shown) for passing the cable 8 is formed in the middle of the extension member 22 in the front-rear direction, and a grommet 25 for protecting the cable 8 is attached to a portion corresponding to the through hole. ing. The cable 8 that has passed through the extension member 22 is led out of the vehicle through a gap between the roof panel 6 and the back window 12, and is connected to a connector 38.

FIG. 5 is a perspective view showing the appearance of the flying object 2. As shown in FIG. As shown in FIG. 5 and the previous FIG. It includes four propellers 113 arranged in the same direction, a pair of shafts 114 extending left and right from the main body 111, and a mesh spherical buffer member 115 that encloses the main body 111. The main body portion 111 and the buffer member 115 are connected to each other by a shaft 114. The above-mentioned tether 4 is connected to the lower surface of the main body portion 111. In addition, in FIG. 3, the buffer member 115 is simplified and represented by a two-dot chain line sphere.

The flying object 2 gains buoyancy through the rotation of the propeller 113 and flies. Electric power for rotating the propeller 113, that is, electric power for making the flying object 2 fly, is supplied from the battery 41 inside the vehicle via the tether 4 described above. Therefore, in this embodiment, mounting of a battery on the flying object 2 is omitted, thereby reducing the weight of the flying object 2. The total weight of the flying object 2 is set to be less than a weight limit (for example, 200 grams) that is subject to flight regulations.

FIG. 6 is a block diagram showing the functional configurations of the vehicle 1, the landing pad device 3, and the flying object 2. As shown in FIG. As shown in this figure, the vehicle 1 includes a navigation device 42, a display section 43, an operation section 44, and a communication section 45 in addition to the battery 41 described above. The vehicle 1 also includes an ECU 50 that collectively controls the operations of these elements.

The ECU 50 is a microprocessor including a well-known CPU, ROM, RAM, and the like. This ECU 50 functionally includes a vehicle control section 51 that controls the operation of the vehicle 1, and an aircraft control section 52 that controls the operation of the aircraft 2.

The navigation device 42 is a device that provides route guidance to a destination while specifying the driving position of the own vehicle. The navigation device 42 includes, for example, a GPS receiver that receives signals representing position information transmitted from GPS satellites, a map data storage unit that stores road map data, traffic regulation information, etc., and a destination set by the user. The vehicle has a route guidance section that calculates and presents to the user an optimal travel route (recommended travel route) to the destination when the user is asked to do so, and a display that displays information on the recommended travel route together with a road map.

The display unit 43 includes a display using an LCD, an organic EL, or the like. The display of this display unit 43 may be a display included in the navigation device 42.

The operation unit 44 includes various switches that can accept manual operations by an occupant (driver or fellow passenger) on board the vehicle 1. The operation unit 44 includes, for example, any one of a steering switch provided on a steering wheel, a console switch provided in a console portion of the vehicle interior, and a touch switch (touch panel) applied to the display of the display unit 43.

The communication unit 45 performs bidirectional data communication with the aircraft 2 (the communication unit 125 described in detail later) using a short-range wireless communication method such as Bluetooth (registered trademark). The communication unit 45 transmits control signals (maneuvering signals) to the aircraft 2 for causing the aircraft 2 to perform desired operations such as takeoff and landing, and also transmits video data, position data, and attitude transmitted from the aircraft 2. It is possible to receive data.

The flying object 2 includes a photographing section 120, a driving section 121, a position detecting section 122, an attitude detecting section 123, an illumination section 124, and a communication section 125. The aircraft 2 also includes a flight controller 130 that collectively controls the operations of these elements.

Flight controller 130 is a microprocessor that includes a well-known CPU, ROM, RAM, and the like. The flight controller 130 receives commands from the flying object control section 52 of the vehicle 1 via the communication section 125, and controls operations such as takeoff and landing of the flying object 2 and photographing by the photographing section 120 based on the received commands.

The photographing unit 120 includes the above-described camera 112 (see also FIG. 5) and an image processing unit that processes image data acquired by the camera 112. The images photographed by the photographing unit 120 may include both still images (photographs) and moving images (videos), but the following explanation will be given using the case where a moving image is photographed by the photographing unit 120 as an example. . The photographing unit 120 outputs photographed moving image data (video data) in real time.

The drive unit 121 includes a motor for rotationally driving the four propellers 113 (FIG. 5) described above. The drive unit 121 individually controls the rotational direction and rotational speed of the four propellers 113. Thereby, the flying object 2 can perform arbitrary flight operations such as forward movement, backward movement, ascent, descent, turning, and hovering.

The position detection unit 122 includes a GPS receiver, an altitude sensor, and the like. The position detection unit 122 outputs position data of the flying object 2 specified from these elements in real time.

The attitude detection unit 123 includes an acceleration sensor, a gyro sensor, a magnetic direction sensor, and the like. The position detection unit 122 outputs attitude data of the flying object 2 specified from these elements in real time.

The illumination section 124 includes a light source such as an LED placed at a predetermined location on the main body section 111 of the flying object 2 .

The communication unit 125 performs bidirectional data communication with the communication unit 45 of the vehicle 1 described above using a short-range wireless communication method such as Bluetooth (registered trademark).

FIG. 7 is a flowchart showing an example of control for causing the aircraft 2 to take off and land. When this control starts, the ECU 50 of the vehicle 1 determines in step S1 whether or not the crew member has performed an operation to instruct the aircraft 2 to take off. Specifically, the ECU 50 determines, based on the input signal from the operating unit 44, whether a predetermined operation that is predetermined as an operation for instructing the aircraft 2 to take off is performed on the operating unit 44.

If it is confirmed that the takeoff instruction has been performed by determining YES in step S1, the ECU 50 (aircraft control unit 52) and flight controller 130 instruct the aircraft 2 to take off and take pictures in step S2. Have them do it. That is, the ECU 50 (flying object control unit 52) outputs a command to the flight controller 130 via the communication units 45 and 125 to take off and photograph. Upon receiving the command, the flight controller 130 controls the drive of the propeller 113 (driving unit 121) so that the flying object 2 takes off from the landing pad device 3 and flies over the vehicle 1, and also controls the driving of the propeller 113 (drive unit 121) so that the flying object 2 takes off from the landing pad device 3 and flies over the vehicle 1. The photographing section 120 (camera 112) is controlled to photograph a prescribed video from the following. The ECU 50 (flying object control unit 52) also drives the reel motor 36 in the drawing direction so that the tether 4 is pulled out from the reel 34 in accordance with the takeoff (increase in altitude) of the flying object 2, and adjusts the amount by which the tether 4 is drawn out. increase. At this time, the amount by which the tether 4 is pulled out is set so that the distance from the vehicle 1 (departure and landing platform device 3) to the aircraft 2 does not exceed a predetermined upper limit.

The image photographed in step S2 is transmitted in real time via the communication units 45, 125 and displayed on the display unit 43 inside the vehicle. Various images can be taken here, but for example, it is conceivable to take an image that looks down on the vehicle 1 from above and from behind, that is, an image that looks down on the area in front of the vehicle 1, including the vehicle 1 itself, from above. . Such an image (hereinafter referred to as a vehicle overhead image) is created by controlling the flying object 2 so that it flies above and behind the flying object 2, while changing the orientation of the camera 112 of the flying object 2 (the shooting direction). ) can be photographed by pointing the camera forward and downward. By displaying such a vehicle bird's-eye view image on the display unit 43, the occupant can check the running status of the vehicle 1 that he or she is driving (riding) as if looking down from the sky. Note that the video captured by the imaging unit 120 (camera 112) can not only be displayed on the display unit 43, but also be stored in a predetermined storage medium. The storage medium in which the video is stored may be an internal storage medium provided in the navigation device 42 or the like, or an external storage medium such as a USB memory.

Next, in step S3, the ECU 50 determines whether the crew member has performed an operation to instruct the aircraft 2 to land. Specifically, the ECU 50 determines whether a predetermined operation predetermined as an operation for instructing the landing of the aircraft 2 has been performed on the operation section 44 based on an input signal from the operation section 44 .

If the determination in step S3 is YES and it is confirmed that the landing instruction operation has been performed, the ECU 50 (aircraft control unit 52) and the flight controller 130 move the aircraft 2 to the takeoff and landing platform device in the next step S4. Land on 3. That is, the ECU 50 (flight control unit 52) outputs a landing command to the flight controller 130 via the communication units 45 and 125. Upon receiving the command, the flight controller 130 controls the propeller 113 (drive unit 121) in a direction in which the altitude of the aircraft 2 decreases, moves the aircraft 2 to the takeoff and landing platform device 3 (departure and landing surface 31a), and moves the aircraft 2 to the takeoff and landing surface 31a. 31a, the propeller 113 is stopped. Further, the ECU 50 (aircraft control unit 52) drives the reel motor 36 in the reeling direction to control the amount of pullout of the tether 4 so that the tether 4 is reeled on the reel 34 as the altitude of the aircraft 2 decreases. reduce By winding the reel 34, the tether 4 is stretched between the reel 34 and the flying object 2 that has completed landing (the flying object 2 located on the take-off and landing surface 31a), whereby a predetermined tension is applied to the tether 4. occurs. This tension restrains the flying object 2 at a predetermined landing position on the takeoff and landing surface 31a. Specifically, the flying object 2 is restrained directly above the guide hole h1 (FIG. 3), which is the position at which the tether 4 is pulled out from the takeoff and landing surface 31a.

As described above, in this embodiment, the reel 34 that retracts the tether 4 connected to the aircraft 2 so that it can be pulled out is disposed below the platform member 31 of the take-off and landing platform device 3, and A landing surface 31a, which is an upper surface, is arranged rearward and below the rear end position Y of the roof panel 6. According to such a configuration, there is an advantage that the flying object 2 can be stably taken off and landed from the take-off and landing platform device 3 even while the vehicle 1 is traveling.

That is, since the platform member 31 including the take-off and landing surface 31a is arranged behind the roof panel 6 (above the back window 12), special modifications are made to the roof panel 6, such as providing a storage section for the aircraft 2. This eliminates the need for the departure and landing platform device 3 to be attached to the vehicle 1 while ensuring sufficient cabin space.

Further, since the takeoff and landing surface 31a is arranged behind and below the rear end position Y of the roof panel 6, the flying object 2 can be stably taken off and landed on the takeoff and landing surface 31a.

That is, the area behind and below the rear end position Y of the roof panel 6 is an area where a weak positive pressure near zero is generated while the vehicle 1 is running, and a large negative pressure is unlikely to be generated here. If the takeoff and landing surface 31a is provided in such an area, for example, a situation may occur in which the flying object 2 receives a pulling force due to negative pressure and swings greatly just before the flying object 2 lands on the taking off and landing surface 31a. It becomes difficult. More specifically, the pressure of the air flowing along the top surface of the vehicle 1 while driving generally becomes positive pressure in the front region X1, negative pressure in the roof region X2, and weakly positive pressure in the rear region X3. . Note that the front area X1 is an area along the top surface of the hood and the front window, the roof area X2 is an area along the top surface of the roof panel 6, and the rear area X3 is an area along the top surface of the roof panel 6. , an area along the top surface of the back window 12 (back door 5). In other words, while the vehicle 1 is running, positive pressure acts on the top surface of the bonnet and front window, negative pressure acts on the top surface of the roof panel 6, and weak pressure acts on the top surface of the back window 12 (back door 5). Pressure acts.

Air flowing in from the front of the vehicle 1 collides with the bonnet and the front window, so that the pressure in the front region X1 becomes positive. The air flow diagonally upward along the front window is bent downward as it passes through the front window, and is converted into a flow rearward along the roof panel 6. The flow after this conversion, that is, the flow velocity of the air flowing rearward along the roof panel 6 (flow velocity in the roof region X2) becomes faster than the flow velocity in the front region X1, and as a result, the pressure in the roof region X2 increases. The pressure decreases and becomes negative. The air that has passed through the roof panel 6 is separated at the rear end of the roof panel 6, and this separated air flows toward the top surface of the back window 12 (back door 5), thereby recovering the pressure in the rear region X3. . As a result, the pressure in the rear region X3 tends to be a weak positive pressure, that is, zero (atmospheric pressure) or a value slightly higher than this.

The departure and landing surface 31a located behind and below the rear end position Y of the roof panel 6 is included in the rear region X3 described above. In other words, the landing and departure surface 31a is arranged in a region where weak positive pressure can be obtained (large negative pressure is difficult to generate) during travel. Thereby, for example, a situation in which the flying object 2 receives a pulling force due to negative pressure and swings greatly just before the flying object 2 lands on the landing surface 31a becomes less likely to occur. Furthermore, for the same reason, a situation in which the flying object 2 swings significantly immediately after the flying object 2 takes off from the takeoff and landing surface 31a becomes less likely to occur. As a result, the takeoff and landing operations of the flying object 2 can be stabilized, and a situation in which the flying object 2 comes into contact with the outer wall of the vehicle 1, such as the roof panel 6, can be prevented.

Furthermore, since the reel 34 disposed below the platform member 31 and the flying object 2 are connected via the tether 4, by winding up the tether 4 when the flying object 2 lands, it is possible to fly using the tether 4. It is possible to approach the departure and landing surface 31a while restraining the body 2. This, together with the fact that the take-off and landing surface 31a is located behind and below the rear end position Y of the roof panel 6, increases the stability of the landing operation of the aircraft 2, so that a predetermined position on the take-off and landing surface 31a The flying object 2 can be stably landed at a certain position.

Moreover, since the reel 34 is disposed below the base member 31, the reel 34 does not protrude above the departure and landing surface 31a, and the airflow on the departure and landing surface 31a is prevented from being disturbed by the presence of the reel 34. It can be prevented. This further reduces the possibility that turbulence or the like will affect the aircraft 2 immediately before landing or immediately after takeoff, so that the takeoff and landing operations of the aircraft 2 can be made more stable.

Further, in the above embodiment, the reel 34 is arranged below the front of the platform member 31, and the tether 4 is led out above the platform member 31 near the center of the platform member 31 located behind the reel 34. Since the guide hole h1 is formed for this purpose, the position where the flying object 2 lands on the takeoff and landing surface 31a can be positioned directly above the guide hole h1 behind the reel 34. This prevents the flying object 2 from landing at a position closer to the front on the take-off and landing surface 31a, so it is possible to effectively avoid a situation where the flying object 2 comes into contact with the roof panel 6 during takeoff and landing.

Further, in the above embodiment, since the reel 34 is arranged between the front end of the back window 12 that slopes backward and downward and the base member 31, the gap created between the base member 31 and the back window 12 is effectively utilized. Thus, the reels 34 can be properly arranged.

Further, in the embodiment described above, since the take-off and landing pad device 3 is detachably attached to the back window 12, it is possible to remove the take-off and landing pad device 3 when the aircraft 2 is not in use, for example, and the landing pad device 3 can be removed through the back window 12. Good visibility can be ensured.

In the above embodiment, the base member 31 of the departure/arrival platform device 3 is attached to the immediate rear side of the center part of the roof panel 6 in the vehicle width direction (the center part of the front part of the back window 12 in the vehicle width direction). 31 only needs to be placed in an area that overlaps with the back window 12 when viewed from above, and is placed in an area that is shifted to the left or right from the center line of the vehicle 1 (the center line that bisects the vehicle 1 in the width direction). may have been done.

Further, in the above embodiment, the front part of the departure and landing platform device 3 is removably fixed to the vehicle body (back window 12) using the magnet 39. By providing a locking member and locking the locking member to a locking portion such as a recess formed at the rear end of the roof panel 6, the front part of the landing platform device 3 can be detachably fixed to the vehicle body. good.

Further, in the above embodiment, the platform member 31 of the take-off and landing platform device 3 is formed into a flat plate shape, but a concave portion is formed in the area including the center of the platform member so as to be able to receive the lower part of the aircraft. You can. For example, when using a spherical flying object similar to the above embodiment, a partially spherical concave portion (a concave portion having a downwardly convex arc shape in cross-section ) is formed on the base member. In this way, the overall height of the flying object when it lands on the upper surface (takeoff and landing surface) of the platform member is reduced, so that the flying object can be more stably held on the platform member.

Further, in the above embodiment, the guide hole h1, which is a through hole formed near the center of the base member 31, is formed as a guide portion for regulating the position where the tether 4 is led out above the base member 31. The guide portion in the present invention may be any member as long as it can regulate the position at which the tether is led out, and its specific example is not limited to a through hole. For example, the position at which the tether is led out may be regulated by attaching a relatively small-diameter pipe member as a guide to the surface of the base member and passing the tether through the pipe member.

Further, in the above embodiment, the guide hole h1 was formed near the center of the base member 31 in the front-rear direction and the width direction, but the guide hole (guide portion) was formed at a position slightly shifted rearward from the center of the base member. You can. In this way, the landing position of the aircraft can be further spaced from the roof panel, so the possibility that the aircraft will come into contact with the roof panel during landing can be further reduced.

Further, in the above embodiment, the reel 34 is arranged below the front of the base member 31, but the reel may be arranged below the base member, and the reel is arranged below the front-rear center or the rear of the base member. You may.

Furthermore, in the above embodiment, the cable 8 for supplying power to parts such as the reel motor 36 provided in the landing/launch device 3 is introduced from outside the vehicle into the interior of the vehicle through the gap between the roof panel 6 and the back window 12. However, it is not essential to introduce the cable for the departure and landing platform device 3 into the vehicle. For example, in recent vehicles, a fin-shaped component (so-called shark antenna) containing a built-in antenna for receiving various radio waves is often attached to the rear end of the roof panel 6. Therefore, it is conceivable to provide an outlet for receiving signals and electric power on the rear end surface of such a shark antenna, and to insert a cable for the landing and departure platform device 3 into the outlet. In this way, it becomes unnecessary to introduce a cable for the departure/arrival platform device 3 into the vehicle.

Further, in the embodiment described above, power is supplied from the vehicle 1 to the flying object 2 through the tether 4 that connects the reel 34 and the flying object 2, while the communication unit handles the exchange of control signals between the flying object 2 and the vehicle 1. 45 and 125, however, the control signals may be exchanged by wire by adding a function as a signal line to the tether. Conversely, by incorporating a battery into the aircraft and exchanging control signals between the aircraft and the vehicle wirelessly, the functions of power lines and signal lines can be omitted from the tether, and the aircraft and reel can be connected. It is also possible to connect by a pure tether (just a flexible wire).

1: Vehicle 2: Aircraft 3: Landing and takeoff device 4: Tether (connection member)
6: Roof panel 12: Back window 31: Base member 31a: Landing and departure surface 34: Reel (winding device)
Y: Rear end position (of the roof panel) h1: Guide hole (guide part)

Claims (5)

A take-off and landing platform device on which an aircraft capable of flying above a vehicle takes off and lands,
a platform member including a take-off and landing surface that is a surface on which the aircraft takes off and lands;
a winding device arranged below the platform member and capable of winding up or pulling out the connecting member connected to the flying object;
The platform member is mounted above a back window provided at the rear of a roof panel of the vehicle so that the takeoff and landing surface is located behind and below a rear end position of the roof panel. Body launch device. The winding device is arranged below the front of the base member,
2. The take-off and landing platform device for a vehicle-mounted aircraft according to claim 1, wherein the platform member has a guide portion located behind the winding device and guides the connecting member above the platform member. The take-off and landing platform device for a vehicle-mounted aircraft according to claim 2, wherein the guide portion is a through hole formed near the center of the platform member. The back window is arranged to extend rearward and downward from the rear end position of the roof panel, and
The take-off and landing platform device for a vehicle-mounted aircraft according to claim 2 or 3, wherein the winding device is disposed between the front end of the back window and the platform member. The take-off and landing platform device for a vehicle-mounted aircraft according to any one of claims 1 to 4, wherein the platform member and the winding device are detachably attached to a vehicle.

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