KR102611808B1 - Station apparatus for aircraft capable of checking the drive system - Google Patents

Abstract

The present invention relates to a station device for an aircraft capable of inspecting a drive system. One embodiment of the station device for an aircraft capable of inspecting a drive system includes a take-off and landing part where an aircraft takes off and lands, and the aircraft can take off and land through the take-off and landing part. A station housing unit having an opening, a station opening and closing unit that opens and closes the opening of the station housing unit, and an aircraft inspection unit provided in the takeoff and landing unit to check for abnormalities in the driving system of the aircraft, including charging the aircraft and driving system of the aircraft. Since inspections can be performed simultaneously, the time and cost required for inspection can be greatly reduced, greatly improving the inspection efficiency of the aircraft and greatly reducing accidents that occur during the flight of the aircraft.

Description

Station device for aircraft capable of checking the drive system {STATION APPARATUS FOR AIRCRAFT CAPABLE OF CHECKING THE DRIVE SYSTEM}

The present invention relates to a station device for an aircraft capable of inspecting a drive system. More specifically, it relates to a station device for an aircraft that allows takeoff and landing of an aircraft, safely stores the aircraft, and inspects the drive system.

In general, aircraft are mainly used to transport people or cargo by flying in the air.

Small aircraft that can take off and land vertically using electric motors, such as drones, are being expanded into various fields such as filming or transportation due to the advantage that they can be operated unmanned and do not require a runway for takeoff and landing.

In particular, interest in air mobility has recently increased due to environmental pollution and traffic problems in urban areas, and technology for small aircraft capable of vertical takeoff and landing using electric motors, such as drones, has rapidly developed. The development of air taxis and drone taxis is actively taking place.

Additionally, an aircraft capable of vertical takeoff and landing is operated by a drive system that includes a propeller and an electric motor that rotates the propeller.

An aircraft capable of vertical takeoff and landing includes a rechargeable battery to operate a drive system including an electric motor, and flight distance and time are limited depending on the capacity of the rechargeable battery.

Accordingly, in order to solve the problem of limitations on the flight distance and time of aircraft capable of vertical takeoff and landing, station devices for aircraft that can charge the aircraft are being used.

The station device for aircraft includes an airfield where the aircraft takes off and lands, a station housing unit containing a charging system for charging the rechargeable battery, and a station opening/closing unit that opens and closes the open upper side of the station housing, while safely storing the aircraft within the station housing unit. It has a rechargeable structure.

However, the conventional station device for an aircraft does not have an inspection device that can check for abnormalities in the driving system of the aircraft, so there was the inconvenience of having to separately perform inspection and maintenance at a preset maintenance location.

In addition, there is a risk that a major accident may occur in the case of an aircraft malfunction during flight, so periodic inspection of the driving system is required. In particular, small aircraft flying in urban areas such as air taxis or drone taxis are required to be inspected during flight. If a breakdown occurs in the driving system, it may collide with surrounding buildings, causing significant damage to life and property.

Korean Patent Publication No. 2021-0129843 “Unmanned Aerial Vehicle Failure Diagnosis Method and Device” (published on October 29, 2021)

The purpose of the present invention is to provide a station device for an aircraft capable of inspecting a drive system that can simultaneously charge the aircraft and inspect the drive system of the aircraft.

Another object of the present invention is to provide a station device for an aircraft capable of inspecting the drive system, which is an inspection unit that inspects the drive system of the aircraft and can also inspect the opening and closing operation device of the station opening and closing unit.

In order to achieve the above object, an embodiment of the station device for an aircraft capable of inspecting the drive system according to the present invention is located inside a takeoff and landing part where the aircraft takes off and lands, and has an opening through which the aircraft can take off and land as the takeoff and landing part. It is characterized by including a station housing part, a station opening and closing part that opens and closes the opening of the station housing part, and an aircraft inspection part that is provided in the takeoff and landing part and checks whether there is an abnormality in the driving system of the aircraft.

One embodiment of the station device for an aircraft capable of inspecting the drive system according to the present invention may further include a charging unit for charging the charging battery of the landed aircraft.

In the present invention, the station opening and closing unit may include an opening and closing cover part that covers the opening part of the station housing unit and an opening and closing operation device that opens and closes the opening part by rotating or moving the opening and closing cover part.

In the present invention, the opening and closing cover part includes a pair of cover door members that rotate to cover the opening portion, and the opening and closing operation device may include a door rotating device that includes a rotation motor and rotates the cover door member.

The cover door member is rotatably hinged to the station housing, and includes a rotating bracket on which the door rotating device is positioned, which is located on a side of the station housing, overlaps at least a portion of the side of the station housing, and is located on the lower end. It may include a side cover panel on which a rotating bracket is located, and an upper cover panel that is bent and positioned at the upper end of the side cover panel and covers the upper part of the opening.

In the present invention, the opening and closing operation device may further include a door raising and lowering device that moves the door rotating device and the cover door member up and down to adjust the height of the cover door member.

In the present invention, the pair of cover door members is lifted and lowered by the door elevating and lowering device with the upper cover panels facing each other to create a flight space between the lower part of the upper cover panel and the takeoff and landing section where an aircraft can fly. After the aircraft lands on the take-off and landing unit, it is lowered by the door elevating and lowering device, and the upper cover panel is seated on the upper part of the station housing unit to close the opening part of the station housing unit.

In the present invention, the aircraft inspection unit is provided at the take-off and landing unit and receives the information detected by the inspection sensor unit and the inspection sensor unit to detect whether there is an abnormality in the driving system of the aircraft to determine whether there is an abnormality in the driving system. It may include a determination control unit.

In the present invention, the inspection sensor unit may further include a thermal imaging camera unit that photographs the aircraft and checks the heat distribution state generated inside the aircraft or in the drive system.

In the present invention, the aircraft inspection unit may further include a camera unit for confirming the model of the aircraft by photographing the aircraft.

In the present invention, the aircraft inspection unit may further include a camera unit for external inspection that is located in the station opening and closing unit and photographs the aircraft to inspect external damage to the aircraft.

In the present invention, the exterior inspection camera unit may include an inspection camera that photographs the flying vehicle, and a camera moving unit that moves the inspection camera in a straight line in the longitudinal direction of the flying vehicle.

In the present invention, it is possible to check whether the opening and closing operation device that operates the station opening and closing unit is abnormal using the inspection sensor unit.

In the present invention, the take-off and landing part is provided with a sensor insertion space in which the sensor housing part of the inspection sensor part can be located, and the sensor housing part is positioned separably from the take-off and landing part within the sensor insertion space, and the driving according to the present invention One embodiment of the station device for an aircraft capable of inspecting the system may further include a sensor moving part that moves the inspection sensor part and positions it toward the opening and closing operation device.

In the present invention, the sensor moving part includes a sensor lifting and lowering device that moves the inspection sensor unit up and down, a sensor rotation bracket member rotatably coupled to the inspection sensor unit with a horizontally positioned rotation axis, and a sensor rotation bracket member. It may include a first sensor rotation device that is mounted on and rotates the inspection sensor unit toward the side of the station housing unit.

In the present invention, the sensor moving unit may further include a second sensor rotation device that rotates the sensor rotation bracket member around a vertical rotation axis.

In the present invention, the sensor moving unit may further include a sensor linear moving device that moves the sensor rotation bracket member forward and backward toward the side of the station housing unit.

In the present invention, the sensor linear movement device is located on the upper side of the second sensor rotation device and can be rotated by the second sensor rotation device together with the sensor rotation bracket member.

The present invention can simultaneously perform charging of the aircraft and inspection of the driving system of the aircraft, greatly reducing the time and cost required for inspection, greatly improving the inspection efficiency of the aircraft, and greatly reducing accidents that occur during flight. It has a reducing effect.

The present invention is an inspection unit that inspects the driving system of an aircraft, and can also inspect the opening and closing driving unit of the station opening and closing unit, preventing malfunction of the station, reducing the cost and time for inspection of station equipment, and stably maintaining the station for a long period of time. It has the effect of maintaining .

Figure 1 is a perspective view showing an embodiment of a station device for an aircraft capable of inspecting a drive system according to the present invention.
Figure 2 is a cross-sectional view showing an embodiment of a station device for an aircraft capable of inspecting a drive system according to the present invention.
Figures 3 and 4 are enlarged views showing an example of the operation of the aircraft inspection unit in the station device for an aircraft capable of inspecting the drive system according to the present invention.

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

A preferred embodiment of the present invention will be described in detail with the accompanying drawings as follows. Prior to the detailed description of the present invention, the terms or words used in the specification and claims described below should not be construed as limited to their ordinary or dictionary meanings. Therefore, the embodiments described in this specification and the configurations shown in the drawings are only the most preferred embodiments of the present invention and do not represent the entire technical idea of the present invention, so various equivalents that can replace them at the time of filing the present application It should be understood that variations and variations may exist.

Figure 1 is a perspective view showing an embodiment of a station device for an aircraft capable of inspecting a drive system according to the present invention, and Figure 2 shows an embodiment of a station device for an aircraft capable of inspecting a drive system according to the present invention. This is a cross-sectional view.

With reference to FIGS. 1 and 2 , an embodiment of a station device for an aircraft capable of inspecting a drive system according to the present invention will be described in detail below.

In one embodiment of the station device for an aircraft capable of inspecting the drive system according to the present invention, the takeoff and landing unit 110 where the aircraft 10 takes off and lands is located inside, and the aircraft 10 can take off and land with the takeoff and landing unit 110. It includes a station housing unit 100 having an opening that can be accessed, and a station opening and closing unit 300 that opens and closes the opening of the station housing unit 100.

In addition, the aircraft inspection unit 200 is located in the takeoff and landing unit 110 to check whether there are any abnormalities in the driving system of the aircraft 10.

As an example, the flying vehicle 10 is an unmanned or manned aircraft capable of vertical takeoff and landing. In more detail, it is an unmanned or manned aircraft such as a drone capable of vertical takeoff and landing using a drive system including an electric motor and a propeller rotated by the electric motor. Take an airplane as an example.

In addition, an embodiment of the station device for an aircraft capable of inspecting the drive system according to the present invention further includes a charging unit 100a for charging the charging station of the aircraft 10 that lands on the takeoff and landing unit 110.

The aircraft 10 capable of vertical takeoff and landing is equipped with a charging unit for supplying electric power to the drive system, and the charging unit 100a is provided in the takeoff and landing unit 110 to wirelessly supply electric power to the drive system of the landed aircraft 10. As an example, it is a wireless charging unit that charges.

In addition to the wireless charging unit 100a, the charging unit 100a can be implemented in various modifications using a known charging structure for charging the rechargeable battery of the flying vehicle 10 at a station for flying vehicles such as drones. A more detailed description will be omitted. Let it be known.

The station housing portion 100 has a shape in which an open portion is provided on the upper surface, and a takeoff and landing portion 110 on which an aircraft 10 capable of vertical takeoff and landing is positioned.

The takeoff and landing unit 110 is an open part of the station housing unit 100, and its upper surface is exposed so that the aircraft 10 capable of vertical takeoff and landing can take off and land.

The station opening and closing unit 300 includes an opening and closing cover unit 310 that covers the opening of the station housing unit 100, and an opening and closing operation device 320 that opens and closes the opening and closing section by rotating or moving the opening and closing cover unit 310. .

The opening and closing cover part 310 is rotatably connected to the station housing part 100, and the opening and closing operation device is a rotation driving device that includes a rotation motor and rotates the opening and closing cover part 310 around the hinge. Take this as an example.

In more detail, the opening and closing cover part 310 includes a pair of cover door members 311 that are rotated to cover the opening, and the opening and closing operation device 320 includes a rotation motor to rotate the cover door member 311. Includes a rotating device (321).

The door rotating device 321 is provided at the hinge portion of the cover door member 311 and opens and closes the opening portion by rotating the pair of cover door members 311 in a direction facing each other or in an unfolding direction.

The cover door member 311 is rotatably hinged to the station housing part 100 and includes a rotation bracket 311a on which the door rotating device 321 is located, which is located on the side of the station housing part 100 and is positioned on the station housing part 100. A side cover panel (311b) that at least partially overlaps the side of the housing unit (100) and has a rotating bracket (311a) located on the lower side, and an upper part that is bent and positioned on the upper side of the side cover panel (311b) and covers the upper part of the opening. Includes a cover panel 311c.

The rotation bracket 311a is rotatably hinged to the front and rear of the station housing 100, respectively, and the pair of cover door members 311 are rotated by the door rotation device 321 to form a pair of side cover panels ( When 311b) is erected vertically, the pair of upper cover panels 11c are joined and closed to form a flat upper door.

The side cover panel 311b has a height that ensures a stable takeoff and landing space when the aircraft 10 takes off and lands vertically, and a space for the aircraft 10 to fly is formed on the lower side of the upper cover panel 311c.

The opening and closing operation device 320 further includes a door rotating device 321 and a door raising and lowering device 322 that moves the cover door member 311 up and down to adjust the height of the cover door member 311.

The door raising and lowering device 322 is mounted on the front or rear of the station housing portion 100, and the rotating bracket 311a and the rotating bracket 311a on which the door rotating device 321 is mounted are connected so that they can move up and down. , the height of the cover door member 311 is adjusted by moving the connected rotating bracket 311a up and down.

The door raising and lowering device 322 is an example of a ball screw linear actuator, and is a rack and pinion structure that converts the rotational force of the motor into linear movement, including a rack gear and a pinion gear engaged with the rack gear and rotated by a motor. It can be implemented in various modifications using a known raising and lowering structure that converts the rotational force of the motor into linear movement.

In more detail, the takeoff and landing unit 110 is located in a recessed form on the open upper side of the station housing unit 100, and the cover door member 311 is a pair of upper cover panels that are joined to each other to form a flat upper door ( 311c) is seated on the upper part of the station housing portion 100 and completely closes the opening portion.

The pair of cover door members 311 are each rotated with the rotation bracket 311a located on the upper side of the station housing portion 100, and the upper cover panels 311c are closed against each other, and then the door lifting and lowering device 322 The upper cover panel 311c may be lowered and seated on the upper part of the station housing portion 100.

The side cover panel 311b is supported on the side of the station housing unit 100 when the cover door member 311 moves up and down by the door lifting and lowering device 322, thereby moving the cover door member 311 up and down. guide you through

The cover door member 311 is used when the aircraft 10 capable of vertical takeoff and landing descends and lands on the takeoff and landing section 110, or when it takes off from the takeoff and landing section 110, the upper cover panel 311c is operated at a low altitude with respect to the takeoff and landing field. It can cover the upper side of the aircraft 10.

Accordingly, the cover door member 311 protects the aircraft 10 during takeoff and landing from the external environment with the upper cover panel 311c and the side cover panel 311b, allowing the aircraft 10 to take off and land stably at the takeoff and landing section 110. there is.

In addition, when inspecting the drive system, the aircraft 10 landing at the top of the takeoff and landing unit 110 flies in a stationary state for a preset time, and at this time, the rotation bracket 311a is attached to the upper side of the station housing unit 100. In the state where the cover door member 311 is rotated, the upper cover panel 311c is brought into contact with the upper cover panel 311c and the side cover panel 311b to cover the upper and side parts of the aircraft 10.

Then, when the aircraft 10 lands on the takeoff and landing unit 110, the cover door member 311 is lowered by the door elevating and lowering unit, and the upper cover panel 311c is seated on the upper part of the station housing unit 100, thereby completely opening the opening. It will be closed.

In addition, when the aircraft 10 completes charging of the rechargeable battery in the charging unit 100a and takes off from the takeoff and landing unit 110, the cover panel 311c is seated on the upper part of the station housing unit 100. The door member 311 is raised and lowered by the door elevating and lowering unit to form a free space for the aircraft 10 to take off at the lower side of the upper cover panel 311c.

When the free space for the aircraft 10 to take off is formed in the upper part of the takeoff and landing section 110 by the elevation of the cover door member 311, the aircraft 10 takes off, and the pair of cover door members 311 After (10) takes off, it is rotated and opened by the door rotating device 321 to completely open the opening of the station housing portion 100, allowing the aircraft 10 to fly outside of the station housing portion 100. .

Meanwhile, the aircraft inspection unit 200 is provided in the takeoff and landing unit 110, and the inspection sensor unit 210 detects any abnormalities in the driving system of the aircraft 10 and the information detected by the inspection sensor unit 210. It includes an abnormality determination control unit 220 that receives the signal and determines whether the driving system is abnormal.

As an example, the abnormality determination control unit 220 receives information detected by the inspection sensor unit 210 through wireless or wired communication.

As an example, the abnormality determination control unit 220 is located within the station housing unit 100 and informs the manager of the inspection results through wired or wireless communication, or is located in a control center that controls the operation or operation of the aircraft 10. do.

As an example, the inspection sensor unit 210 includes a drive unit inspection sensor unit 211 that measures the physical state when the drive system is in operation and detects whether the drive system of the aircraft 10 is deteriorated or malfunctions.

For example, the drive unit inspection sensor unit 211 measures the vibration physical quantity of the drive system, measures the magnetic field generated in the drive system, or measures noise, that is, sound waves, generated in the drive system.

As an example, the drive unit inspection sensor unit 211 is located on the upper surface of the takeoff and landing unit 110, is located to correspond to the drive system of the aircraft 10, and is located within the sensor housing unit 250.

The sensor housing unit 250 is made of aluminum or a transparent synthetic resin material such as acrylic through which magnetic fields, sound waves, and vibrations detected by the drive unit inspection sensor unit 211 can be transmitted and detected.

In the case of an unmanned or manned airplane such as a drone capable of vertical takeoff and landing, it is provided with a plurality of driving systems, so for example, the inspection sensor unit 210 is provided in plural numbers to correspond to the plurality of driving systems.

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

The magnetic field detector 211a detects the magnetic fields generated in the driving system, that is, the electric motor and the electronic speed controller (ESC) that controls the speed of the electric motor.

The Electronic Speed Controller (ESC) is installed to change the speed of the electric motor in the flying vehicle 10, such as a drone, and further detailed description will be omitted.

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

The magnetic field detection unit 211a detects the magnetic field generated from the electric motor, that is, the permanent magnetic field and the induced magnetic field generated when the motor operates, and detects the magnetic field from the motor control signal of the ESC, that is, the electronic speed controller, and determines whether there is an abnormality. The control unit 220 Pass it to

The magnetic field detection unit 211a is exposed and positioned facing the drive system in the take-off and landing unit 110 and detects the permanent magnetic field and induced magnetic field generated when the electric motor operates and the motor control signal of the electronic speed controller.

The magnetic field detector 211a is positioned to be exposed and faces the aircraft 10 and detects the permanent magnetic field and induced magnetic field generated when the motor operates and the motor control signal of the electronic speed controller.

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

As an example, the vibration detection unit 211b for the driving unit is a radar sensor unit that measures the vibration physical quantity of the driving system, that is, the vibration physical quantity of the propeller and electric motor, using radio waves.

The radar sensor unit emits radio waves to the propeller of the drive system and measures the vibration physical quantity of the propeller.

The take-off and landing unit 110 is equipped with a sensor housing unit 250 in which a physical motion detection unit is mounted inside, and the sensor housing unit 250 emits radio waves from a radar sensor unit installed inside, and is made of a material through which radio waves can pass through. An opening for emitting radio waves (not shown), which is blocked by a cover member for transmitting radio waves, is located.

The radar sensor unit is located within the sensor housing unit 250 and is protected from external environments such as moisture.

The opening for radio wave emission (not shown) is positioned so that the center of the radio wave emitted, that is, the center of the directional radio beam, is directed to the motor so that vibrations generated from the electric motor and propeller can be accurately measured.

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

That is, the radar sensor unit can individually detect and measure the vibration physical quantity of the electric motor and the vibration physical quantity of the propeller during the flight of the aircraft 10 and transmit this to the abnormality determination control unit 220.

In addition, the drive unit inspection sensor unit 211 includes a sound wave detection unit 211c that can measure sound waves generated in the drive system, that is, noise.

As an example, the sound wave detection unit 211c is a microphone that can receive sound waves and convert them into voice current. It includes a plurality of microphones and receives sound, that is, sound waves generated by the driving system, and converts the sound waves into electrical signals, that is, voice current. It is transmitted to the control unit 220 to determine whether there is an abnormality.

A hole for measuring sound waves in which a microphone is mounted is formed in the sensor housing portion 250, and the holes for measuring sound waves are circular, and may be arranged in a plurality of circles or in a straight line.

It should be noted that the size of the hole for measuring sound waves can be designed in consideration of the shape of the sound wave generated by the propeller and the distance between the aircraft 10 and the microphone, which is preset when detecting sound waves during takeoff and landing of the aircraft 10. .

In addition, the drive unit inspection sensor unit 211 includes a sound wave detection unit 211c that can measure sound waves generated in the drive system, that is, noise.

As an example, the sound wave detection unit 211c is a microphone that can receive sound waves and convert them into voice current. It includes a plurality of microphones and receives sound, that is, sound waves generated by the driving system, and converts the sound waves into electrical signals, that is, voice current. It is transmitted to the control unit 220 to determine whether there is an abnormality.

A hole for measuring sound waves in which a microphone is mounted is formed in the sensor housing portion 250, and the holes for measuring sound waves are circular, and may be arranged in a plurality of circles or in a straight line.

It should be noted that the size of the hole for measuring sound waves can be designed in consideration of the shape of the sound wave generated by the propeller and the distance between the aircraft 10 and the microphone, which is preset when detecting sound waves during takeoff and landing of the aircraft 10. .

The driving unit inspection sensor unit 211 transmits the detected physical information to the abnormality determination control unit 220 through wireless or wired communication.

The abnormality determination control unit 220 detects the information detected by the driving unit inspection sensor unit 211, that is, the magnetic field measurement value detected by the magnetic field detection unit 211a, the vibration measurement value detected by the vibration detection unit 211b for the driving unit, and sound wave detection. The sound wave signal detected by the unit 211c is received to determine whether the driving system of the aircraft 10 is aging or malfunctioning.

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

The vibration detection unit 211b for the driving unit, that is, the radar sensor unit, transmits RF of a specific waveform model to the electric motor and propeller, receives the form of the signal returned by hitting the object, and determines whether the form of the returned signal is abnormal by a control unit ( 220).

The abnormality determination control unit 220 can derive frequency components related to rotation through FFT analysis of the received signal processing and determine the abnormal state by deriving a waveform pattern.

For example, the abnormality determination control unit 220 determines that the state of the electric motor or propeller is normal when the pattern of the signal received from the radar sensor unit shows a repeating pattern of a relatively smooth waveform.

Additionally, the abnormality determination control unit 220 determines that an abnormality has occurred in the operation of the electric motor or propeller when the vibration value received from the radar sensor unit exceeds the preset vibration value.

If the propeller blade is broken and rotates unbalanced and generates more than the preset vibration value, noise is interspersed in the pattern of the received signal, and large and small irregular patterns occur.

If noise is interspersed in the pattern of the signal received from the radar sensor unit and large or small irregular patterns occur, the abnormality determination control unit 220 determines that an abnormality has occurred in the operation of the electric motor or propeller.

In the abnormality determination control unit 220, the normal vibration range and aged vibration range of the electric motor and propeller are preset, and the shape of the normal signal pattern, aged signal pattern, and failure signal pattern for the signal pattern transmitted through the radar sensor unit. Many are pre-stored, and in the case of aged signal patterns, they are pre-stored separately by aging state.

The abnormality determination control unit 220 determines normal operation if the vibration value transmitted through the radar sensor unit is within the normal vibration range, and determines the operation to be malfunctioned if the vibration value transmitted through the radar sensor unit is outside the normal vibration range.

In addition, if the abnormality determination control unit 220 is located within the aging vibration range, it determines the aging state by comparing it with the aging signal pattern preset for each aging state, and if the aging signal pattern is different from the normal signal pattern, the electric motor or propeller is operated. It is determined that a failure has occurred in the driving system included.

In addition, the abnormality determination control unit 220 can determine whether the driving system is aged or malfunctioned through the signal pattern of the magnetic field detected and received from the magnetic field detection unit 211a.

When the electric motor operates normally, it ideally generates rotational force, that is, because the rotational force is generated regularly, the magnetic field signal pattern of the electric motor detected by the magnetic field detector 211a is symmetrical and continues regularly.

On the other hand, when the winding of the electric motor is broken or the axis is tilted, the magnetic field signal pattern detected by the magnetic field detector 211a is not symmetrical, is irregular, and patterns such as large and small noise are generated in the middle.

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

In addition, if the magnetic field signal pattern detected by the magnetic field detection unit 211a is not symmetrical, is irregular, and patterns such as large or small noise are generated in the middle, the abnormality determination control unit 220 determines whether the electric motor is aged or malfunctions. It is judged that

That is, the abnormality determination control unit 220 has a pre-stored first motor magnetic field signal pattern range that can check the normal state of the electric motor, and a second motor magnetic field signal pattern range that can check the aged state of the electric motor. It is pre-stored for each state, and the third motor magnetic field signal pattern range that can confirm a failure of the electric motor is pre-stored.

The abnormality determination control unit 220 compares the magnetic field signal pattern of the electric motor detected by the magnetic field detection unit 211a with the previously stored first motor magnetic field signal pattern range, second motor magnetic field signal pattern range, and third motor magnetic field signal pattern range. This allows you to check the aging condition and failure of the electric motor.

In addition, when the motor control signal of the electronic speed controller (ESC) detected by the magnetic field detector 211a is normal, the width and size of the PWM (pulse width modulation) waveform for motor control are within a preset range, and when a failure occurs, the width and size of the PWM (pulse width modulation) waveform for motor control are within the preset range. The PWM (pulse width modulation) waveform for motor control falls outside the preset range.

The abnormality determination control unit 220 determines whether the electronic speed controller (ESC) operates normally when the PWM (pulse width modulation) of the motor control signal detected by the magnetic field detection unit 211a has a waveform width and size within a preset range. If the PWM (pulse width modulation) of the motor control signal has a waveform width and size outside the preset range, it can be determined that the electronic speed controller (ESC) is broken.

That is, the abnormality determination control unit 220 has a pre-stored first control magnetic field signal pattern range that can check the normal state of the electronic speed controller (ESC), and a second control magnetic field signal pattern range that can check the aging state of the electronic speed controller (ESC). The 2nd control magnetic field signal pattern range is pre-stored for each aging state, and the 3rd control magnetic field signal pattern range that can check the failure of the electronic speed controller (ESC) is pre-stored.

The abnormality determination control unit 220 uses the magnetic field signal pattern of the electronic speed controller (ESC) detected by the magnetic field detection unit 211a as the pre-stored first control magnetomagnetic field signal pattern range, second control magnetomagnetic field signal pattern range, and third control magnetomagnetic field signal. By comparing the pattern range, you can check whether the electronic speed controller (ESC) is worn or malfunctioning.

In addition, the abnormality determination control unit 220 can determine the degree of aging and abnormality of the component using the sound wave signal detected by the sound wave detection unit 211c.

The sound wave detection unit 211c detects sound, that is, noise generated by the aerodynamic phenomenon caused by the rotation of the propeller and the wear of the bearing of the electric motor, and transmits this to the abnormality determination control unit 220.

When the propeller rotates normally, tornal noise is generated in a balanced manner due to the aerodynamic force generated by the rotation of the propeller. On the other hand, when the propeller is unbalanced or the bearings deteriorate, causing vibration or vibration in the propeller, noise is generated from the aerodynamic phenomenon. occurs, which is buried in the received sound waves.

In addition, when the bearing of the electric motor is worn, a high-frequency sound is generated, and the sound wave detection unit 211c detects this high-frequency sound and transmits it along with the sound wave to the abnormality determination control unit 220. Through the wave pattern and high frequency of the transmitted sound waves, the abnormality or degree of deterioration of the electric motor or propeller is determined.

That is, the abnormality determination control unit 220 pre-stores the first sound wave pattern range that can check the normal state of the driving system, and the second sound wave pattern range that can check the aging state of the driving system is pre-stored for each aging state. And the third sound wave pattern range that can confirm a failure of the driving system is pre-stored.

The abnormality determination control unit 220 compares the sound wave signal pattern detected by the sound wave detection unit 211c with the pre-stored first sound wave pattern range, second control magnetic field signal pattern range, and third control magnetic field signal pattern range to determine the electronic speed controller. You can check the aging condition and malfunction of the (ESC).

The abnormality determination control unit 220 stores reference values and signal patterns for vibration, magnetic fields, and sound waves classified by the normal operating state and degree of deterioration of the electric motor, propeller, and electronic speed controller (ESC) obtained through multiple experiments. do.

The abnormality determination control unit 220 compares the measurement values or signal patterns measured or detected in real time by the vibration detection unit 211b for the driving unit, the magnetic field detection unit 211a, and the sound wave detection unit 211c with previously stored reference values and signal patterns. By doing so, the failure and aging status of the driving system can be checked in real time.

In addition, the inspection sensor unit 210 further includes a thermal imaging camera unit 230 that photographs the aircraft and confirms the heat distribution state generated inside or in the driving system of the aircraft 10.

The thermal imaging camera unit 230 is a well-known camera that forms an image by visualizing infrared rays (heat rays) emitted by an object. A further detailed description is omitted. Let it be known.

The thermal imaging camera unit 230 can check the heat distribution state generated inside the aircraft 10 that has completed flight and landed, or can check the heat distribution state generated in the electric motor during operation of the electric motor.

The abnormality determination control unit 220 has an internal heat distribution image in a normal state according to the model of the aircraft 10 pre-stored, and compares the heat distribution image captured by the thermal imaging camera unit 230 with the pre-stored internal heat distribution image to determine whether the aircraft (10) has an internal heat distribution image. 10) Check the internal or electric motor for damage or deterioration.

In addition, the aircraft inspection unit 200 is located in the takeoff and landing unit 110, and is a camera for confirming the model of the aircraft 10 by photographing the aircraft 10 or confirming the position or direction of the aircraft 10. It further includes part 240.

The camera unit 240 for confirming the aircraft type checks not only the model of the aircraft 10 to be inspected, but also whether the aircraft 10 is in the inspection position at the takeoff and landing site, and the direction of the aircraft 10.

The camera unit 240 for confirming the aircraft type checks the model of the aircraft 10 to be inspected, confirms the location and number of drive systems according to the model, and checks the size of the aircraft to drive according to the model when inspecting the aircraft 10. It is possible to inspect the aircraft 10 more accurately using system information and aircraft size information.

Since the inspection standards for the aircraft 10 are different depending on the model, the model of the aircraft 10 can be confirmed using a model confirmation camera, and the driving system and appearance of the aircraft 10 can be inspected using the corresponding inspection standards.

The aircraft inspection unit 200 verifies that the aircraft 10 is positioned immediately after takeoff or just before landing on the takeoff and landing unit 110 with the camera unit 240 for confirming the model, and the inspection sensor unit 210 checks the aircraft 10. ), it is possible to check whether there is an abnormality in the driving system using the inspection sensor unit 210 while confirming that it is aligned with the driving system.

In addition, the aircraft inspection unit 200 further includes an exterior inspection camera unit 260 that is located on the lower side of the upper cover panel 311c and photographs the aircraft 10 to inspect external damage to the aircraft 10. .

The camera unit 240 for confirming the aircraft type is provided in the takeoff and landing unit 110 and photographs the exterior of the aircraft 10 from the lower side of the aircraft 10 to check whether there is any damage to the exterior of the aircraft 10.

The exterior inspection camera unit 260 is located on the lower side of the upper cover panel 311c and photographs the exterior of the aircraft 10 from the upper side of the aircraft 10 to check whether there is any damage to the exterior of the aircraft 10. do.

The exterior inspection camera unit 260 includes an inspection camera 261 that photographs the aircraft 10 and a camera moving unit 262 that moves the inspection camera 261 in a straight line in the longitudinal direction of the aircraft 10. The entire exterior of the aircraft 10 can be photographed and inspected while moving the inspection camera 261 using the camera moving unit 262.

The abnormality determination control unit 130 compares the image of the aircraft captured through the model confirmation camera unit and the exterior inspection camera unit 260 with the previously stored image of the aircraft in a normal state to check for damage to the exterior of the aircraft. You can.

Meanwhile, in one embodiment of the station device for an aircraft capable of inspecting the driving system according to the present invention, the inspection sensor unit 210 is used to check whether the opening and closing operation device 320 that operates the station opening and closing unit 300 is abnormal. You can.

The opening and closing operation device 320 includes a rotation motor, and the inspection sensor unit 210 operates the opening and closing operation device 320 through a vibration detection unit 211b for the driving unit, a magnetic field detection unit 211a, and a sound wave detection unit 211c. By detecting vibration, magnetic field or sound waves generated from the rotating motor and comparing the detected measured value or signal pattern with previously stored reference values and signal patterns, it is possible to check whether the opening/closing operation device 320 is broken or is in an aging state.

In more detail, the takeoff and landing unit 110 is provided with a sensor insertion space where the sensor housing unit 250 of the inspection sensor unit 210 can be located, and the sensor housing unit 250 is a sensor insertion space of the takeoff and landing unit 110. It is positioned separable from the takeoff and landing unit 110 in space.

In addition, one embodiment of the station device for an aircraft capable of inspecting the driving system according to the present invention further includes a sensor moving part 400 that moves the inspection sensor part 210 and positions it toward the opening and closing operation device 320. Includes.

The opening and closing operation device 320 includes a door rotating device 321 that rotates the cover door member 311 and a door raising and lowering device 322 that moves the cover door member 311 up and down, and a door rotating device ( 321) and the door lifting and lowering device 322 are mounted on the side of the station housing portion 100.

The sensor moving unit 400 is a sensor lifting device 410 that moves the inspection sensor unit 210 up and down, and the inspection sensor unit 210 is rotatably coupled to a horizontally positioned rotation axis for rotating the sensor. It includes a bracket member 420 and a first sensor rotation device 430 that is mounted on the sensor rotation bracket member 420 and rotates the inspection sensor unit 210 toward the side of the station housing unit 100.

The sensor lifting and lowering device 410 is an example of a ball screw linear actuator, and is a rack and pinion structure that converts the rotational force of the motor into linear movement, including a rack gear and a pinion gear engaged with the rack gear and rotated by a motor. It can be implemented in various modifications using a known raising and lowering structure that converts the rotational force of the motor into linear movement.

The first sensor rotation device 430 includes a motor and rotates the inspection sensor unit 210 about a horizontally positioned rotation axis so that the upper surface of the inspection sensor unit 210 faces the side of the station housing unit 100. It can be placed vertically facing towards you.

The upper surface of the inspection sensor unit 210 is positioned to be exposed upward from the upper surface of the take-off and landing unit 110 when inspecting the aircraft and is positioned to face the driving system of the aircraft to block vibration, magnetic fields or sound waves generated from the driving system. It can be detected as efficiently as possible.

The upper surface of the inspection sensor unit 210 is a sensor housing unit 250 in which the vibration detection unit 211b for the driving unit, the magnetic field detection unit 211a, and the sound wave detection unit 211c can detect vibration, magnetic fields, or sound waves as efficiently as possible. ), and the first sensor rotating device 430 rotates the inspection sensor unit 210 to rotate the door rotating device 321 and the door raising and lowering device 322 located on the side of the station housing unit 100. It can be positioned towards.

Inside the station housing unit 100, a support pillar unit 120 is provided at the center to support the position of the takeoff and landing unit 110, and the sensor elevating and lowering device 410 is located on the outer surface of the support pillar unit 120. An example is a ball screw type linear actuator that is installed vertically.

The opening/closing operation device 320 is mounted on the side of the station housing portion 100, and the sensor elevating and lowering device 410 is mounted on the station housing portion 100 with the door elevating and lowering device 322 and the door rotating device 321. As an example, it is mounted on the support pillar portion 120 in a direction different from the side of the support column 120 in a direction rotated by 90 degrees.

The sensor moving unit 400 further includes a second sensor rotation device 440 that rotates the sensor rotation bracket member 420 about a vertical rotation axis.

The second sensor rotation device 440 rotates the sensor rotation bracket member 420 around a vertical rotation axis and adjusts the direction of the upper surface of the sensor housing part 250, which is erected at 90 degrees, to a 360-degree radius to move it to the desired direction. In other words, it can be positioned in the direction where the inspection target is.

In addition, the sensor moving unit 400 further includes a sensor linear moving device 450 that moves the sensor rotation bracket member 420 forward and backward toward the side of the station housing unit 100.

The sensor linear movement device 450 is located on the upper side of the second sensor rotation device 440 and is rotated by the second sensor rotation device 440 together with the sensor rotation bracket member 420.

The sensor linear movement device 450 moves the inspection sensor unit 210 forward and backward toward the inspection target to position the inspection sensor unit 210 as close as possible to the inspection target, thereby eliminating the noise generated from the inspection target's motor. Vibration, magnetic fields, or sound waves can be detected as efficiently as possible using the vibration detection unit 211b, magnetic field detection unit 211a, and sound wave detection unit 211c for the driving unit.

The sensor linear movement device 450 is an example of a ball screw linear actuator, and is a rack and pinion structure that converts the rotational force of the motor into linear movement, including a rack gear and a pinion gear engaged with the rack gear and rotated by a motor. It can be implemented in various modifications using a known raising and lowering structure that converts the rotational force of the motor into linear movement.

The second sensor rotation device 440 rotates the sensor rotation bracket member 420 around a vertical rotation axis to change the direction of the top surface of the sensor housing part 250, so that the top surface of the sensor housing part 250 becomes a sensor. It can be positioned to face the lifting device.

In addition, the second sensor rotation device 440 changes the linear movement direction of the sensor linear movement device 450 and moves the sensor rotation bracket member 420 back and forth toward the sensor raising and lowering device to inspect the sensor unit. The upper surface of (210) is positioned as close to the sensor lifting and lowering device as possible to enable inspection of the driving part of the sensor lifting and lowering device (410).

The sensor inspection unit detects the vibration, magnetic field, or sound wave generated by the motor of the sensor raising and lowering device 410 as efficiently as possible with the vibration detection unit 211b, the magnetic field detection unit 211a, and the sound wave detection unit 211c for the driving unit. By comparing the measured value or signal pattern with previously stored reference values and signal patterns, it is possible to check whether the sensor raising and lowering device 410 is broken or is in an aging state.

Figure 3 is an enlarged view showing an example of the operation of the aircraft inspection unit 200 in the station device for an aircraft capable of inspecting the drive system according to the present invention, and the inspection sensor unit 210 is positioned on the side of the station housing unit 100. This shows an example of being positioned towards and moving up and down by the sensor lifting and lowering device 410 to correspond to the motor position of the door rotating device 321 and the motor position of the door lifting and lowering device 322.

Referring to FIG. 3, the sensor housing unit 250, that is, the inspection sensor unit 210, is lowered by the sensor elevating and lowering device 410 and separated from the takeoff and landing section 110 by the first sensor rotation device 430. It is rotated.

And, before being rotated by the first sensor rotation device 430, the inspection sensor unit 210 is moved linearly by the sensor linear movement device 450 to a space where it can be rotated by the first sensor rotation device 430. can be moved

The inspection sensor unit 210 is lowered by the sensor elevating and lowering device 410 and then rotated 90 degrees by the first sensor rotating device 430, so that the upper surface is connected to the door elevating and lowering device 322 and the door rotating device 321. is positioned to face the side of the station housing unit 100 on which it is mounted.

The inspection sensor unit 210 is located facing the side of the station housing unit 100, is then raised and lowered by the sensor raising and lowering device, and is positioned facing the motor of the door lifting and lowering device 322. The vibration, magnetic field, or sound wave generated by the motor of (322) is detected, and the abnormality determination control unit compares the detected measured value or signal pattern with the pre-stored reference value and signal pattern to control the motor of the door lifting and lowering device (322). You can check whether there is a breakdown or aging condition.

In addition, the inspection sensor unit 210 is raised and lowered by the sensor raising and lowering device and positioned to face the motor of the door rotating device 321, and then the vibration, magnetic field or The control unit that detects sound waves and determines whether there is an abnormality can check whether the sensor lifting and lowering device 410 is broken or is in an aging state by comparing the detected measurement value or signal pattern with a pre-stored reference value and signal pattern.

In addition, the inspection sensor unit 210 is moved forward and backward by the sensor linear movement device 450 so that the distance between the motor of the door raising and lowering device 322 or the motor of the door rotating device 321 can be adjusted, It is located as close to the motor of the door raising and lowering device 322 or the motor of the door rotating device 321 as possible to detect vibration, magnetic field or sound waves generated by the motor through the vibration detection unit 211b for the driving unit, the magnetic field detection unit 211a and the sound wave. It can be detected as efficiently as possible with the detection unit 211c.

In addition, Figure 4 is an enlarged view showing an example of the operation of the aircraft inspection unit 200 in the station device for an aircraft capable of inspecting the drive system according to the present invention, and the inspection sensor unit 210 is connected to the support pillar unit 120. This shows an example of being positioned toward, moved up and down by the sensor lifting and lowering device 410, and positioned corresponding to the motor position of the sensor lifting and lowering device 410.

Referring to FIG. 4, the sensor housing unit 250, that is, the inspection sensor unit 210, is lowered by the sensor elevating and lowering device 410, is separated from the take-off and landing section 110, and is moved by the first sensor rotation device 430. It is rotated.

And, before being rotated by the first sensor rotation device 430, the inspection sensor unit 210 is moved linearly by the sensor linear movement device 450 to a space where it can be rotated by the first sensor rotation device 430. can be moved

The inspection sensor unit 210 is lowered by the sensor elevating and lowering device 410 and then rotated 90 degrees by the first sensor rotating device 430, so that the upper surface is connected to the door elevating and lowering device 322 and the door rotating device 321. is positioned to face the side of the station housing unit 100 on which it is mounted, and is then rotated 90 degrees by the second sensor rotation unit 440 to face the sensor elevating and lowering unit 410 mounted on the support pillar unit 120. is located.

The inspection sensor unit 210 is positioned to face the sensor lifting and lowering device 410, is then raised and lowered by the sensor lifting and lowering device, and is positioned facing the motor of the sensor lifting and lowering device 410. Then, the sensor lifting and lowering device ( 410), the vibration, magnetic field, or sound wave generated from the motor is detected, and the abnormality determination control unit compares the detected measurement value or signal pattern with the pre-stored reference value and signal pattern to detect a failure of the motor of the sensor lifting device 410. You can check the presence and aging status.

In addition, the inspection sensor unit 210 is moved forward and backward by the sensor linear moving device 450 so that the distance between the motors of the sensor lifting and lowering device 410 can be adjusted, and the sensor lifting and lowering device 410 as much as possible. Located close to the motor, vibration, magnetic fields, or sound waves generated by the motor can be detected as efficiently as possible using the vibration detection unit 211b, the magnetic field detection unit 211a, and the sound wave detection unit 211c for the drive unit.

In addition, the inspection sensor unit 210 is a vibration, magnetic field, or The sound wave is detected by the vibration detection unit 211b, the magnetic field detection unit 211a, and the sound wave detection unit 211c for the driving unit, and the first sensor rotation device 430, the second sensor rotation device 440, and the sensor linear movement device 450 ) can be checked by operating each individually.

The inspection sensor unit 210 detects vibration, magnetic fields, or sound waves generated from the motor of the first sensor rotation device 430, the motor of the second sensor rotation device 440, and the motor of the sensor linear movement device 450. , the abnormality determination control unit 220 compares the detected measured value or signal pattern with the previously stored reference value and signal pattern to determine the motor of the first sensor rotation device 430, the motor of the second sensor rotation device 440, and the sensor straight line. The failure and aging status of the motor of the mobile device 450 can be individually checked.

That is, referring to FIGS. 3 and 4, in the station device for an aircraft capable of inspecting the drive system according to the present invention, the aircraft inspection unit 200 connects the inspection sensor unit 210 to the door included in the opening/closing operating device 320. The sensor moving part 400 moves the inspection sensor part 210 to check the malfunction and aging state of the rotating device 321 and the door lifting and lowering device 322 as well as to check the opening and closing operation device 320. ) can be individually checked for malfunction and aging status.

The station device for an aircraft capable of inspecting a driving system according to the present invention can individually check the failure and aging state of all driving parts included therein, thereby preventing accidents due to malfunction.

The present invention can simultaneously perform charging of the aircraft and inspection of the driving system of the aircraft, greatly reducing the time and cost required for inspection, greatly improving the inspection efficiency of the aircraft, and greatly reducing accidents that occur during flight. It can be reduced.

The present invention is an inspection unit that inspects the driving system of an aircraft, and can also inspect the opening and closing operation device 320 of the station opening and closing unit 300, thereby preventing malfunction of the station and reducing the cost and time for inspection of station equipment. You can save money and maintain the station stably for a long time.

It should be noted that the present invention is not limited to the above-described embodiments, but can be implemented with various changes without departing from the gist of the present invention, and these are included in the configuration of the present invention.

10: Air vehicle 100: Station housing unit
100a: charging part 110: takeoff and landing part
120: support pillar part
200: Aircraft inspection unit 210: Inspection sensor unit
211: Driving unit inspection sensor unit 211a: Magnetic field detection unit
211b: Vibration detection unit for driving unit 211c: Sound wave detection unit
220: abnormality determination control unit 230: thermal imaging camera unit
240: Camera unit for model confirmation 250: Sensor housing unit
260: Camera unit for exterior inspection 261: Camera for inspection
262: Camera moving part 300: Station opening and closing part
310: Cover part for opening and closing 311: Cover door member
311a: Rotation bracket 311b: Side cover panel
311c: upper cover panel 320: opening and closing operating device
321: door rotating device 322: door raising and lowering device
400: Sensor moving part 410: Sensor lifting and lowering device
420: Bracket member for sensor rotation 430: First sensor rotation device
440: Second sensor rotation device 450: Sensor linear movement device

Claims (18)

A station housing portion having an inside of a takeoff and landing section where an aircraft takes off and lands, and an opening through which an airplane can take off and land into the takeoff and landing section;
a station opening/closing unit that opens and closes the opening of the station housing unit; and
It is provided in the take-off and landing section and includes an aircraft inspection unit that checks for abnormalities in the driving system of the aircraft,
The station opening and closing part,
a pair of cover door members that rotate to cover the opening portion; and
It includes a door rotation device that includes a rotation motor to rotate the cover door member,
The cover door member,
a rotating bracket rotatably hinged to the station housing and on which the door rotating device is positioned;
a side cover panel located on a side of the station housing, at least partially overlapping with the side of the station housing, and having a rotating bracket located on the lower end; and
A station device for an aircraft capable of inspecting a drive system, comprising an upper cover panel that is bent and positioned on the upper side of the side cover panel and covers the upper part of the opening. In claim 1,
A station device for an aircraft capable of inspecting a driving system, further comprising a charging unit for charging the charging unit of the landed aircraft. delete delete delete In claim 1,
A station device for an aircraft capable of inspecting a driving system, further comprising a door raising and lowering device that moves the door rotating device and the cover door member up and down to adjust the height of the cover door member. In claim 6,
The pair of cover door members is raised and lowered by the door elevating and lowering device while the upper cover panels are closed against each other, forming a flight space in which an aircraft can fly between the lower part of the upper cover panel and the takeoff and landing section,
After the aircraft lands on the take-off and landing section, it is lowered by the door elevating and lowering device, and the upper cover panel is seated on the upper part of the station housing section to completely close the opening part of the station housing section, making it possible to inspect the driving system. Station device for air vehicles. In claim 1,
The aircraft inspection department,
An inspection sensor unit provided at the takeoff and landing unit and detecting abnormalities in the driving system of the aircraft; and
A station device for an aircraft capable of inspecting a driving system, comprising an abnormality determination control unit that receives information detected by the inspection sensor unit and determines whether there is an abnormality in the driving system. In claim 8,
The inspection sensor unit,
A station device for an aircraft capable of inspecting a driving system, further comprising a thermal imaging camera unit for photographing the aircraft to check the heat distribution state generated inside the aircraft or in the driving system. In claim 8,
A station device for an aircraft capable of inspecting a driving system, wherein the aircraft inspection unit further includes a camera unit for confirming the model of the aircraft by photographing the aircraft. In claim 8,
The aircraft inspection department,
A station device for an aircraft capable of inspecting a driving system, further comprising a camera unit for external inspection located in the station opening and closing unit to photograph the aircraft and inspect external damage to the aircraft. In claim 11,
The exterior inspection camera unit,
Inspection cameras that film aircraft; and
A station device for an aircraft capable of inspecting a driving system, comprising a camera moving unit that moves the inspection camera in a straight line in the longitudinal direction of the aircraft. A station housing portion having a take-off and landing portion inside of which the aircraft takes off and lands, and a station opening and closing portion that opens and closes an opening through which the aircraft can take off and land with the takeoff and landing portion;
a station opening/closing unit that opens and closes the opening of the station housing unit; and
It is provided in the station housing and includes an aircraft inspection unit that checks for abnormalities in the driving system of the aircraft,
The station opening and closing part,
An opening/closing cover portion that covers the opening portion of the station housing portion; and
It includes an opening and closing operation device that opens and closes the opening portion by rotating or moving the opening and closing cover portion,
The aircraft inspection department,
A sensor unit for inspection that detects abnormalities in the driving system and the opening/closing operation device; and
A station device for an aircraft capable of inspecting a driving system, comprising a sensor moving part that moves the inspection sensor unit to a position for checking whether the driving system is abnormal and a position for checking whether the opening/closing operating device is abnormal. In claim 13,
The take-off and landing unit is provided with a sensor insertion space where the sensor housing of the inspection sensor unit can be located,
A station device for an aircraft capable of inspecting a driving system, wherein the sensor housing portion is positioned separably from the takeoff and landing portion within the sensor insertion space. In claim 13,
The sensor moving part,
A sensor elevating and lowering device that moves the inspection sensor unit up and down;
A sensor rotation bracket member rotatably coupled to the inspection sensor unit on a horizontally positioned rotation axis; and
A station device for an aircraft capable of inspecting a driving system, comprising a first sensor rotation device that is mounted on the sensor rotation bracket member and rotates the inspection sensor unit toward a side of the station housing unit. In claim 15,
The sensor moving part,
A station device for an aircraft capable of inspecting a driving system, further comprising a second sensor rotation device that rotates the sensor rotation bracket member about a vertical rotation axis erected vertically. In claim 16,
The sensor moving part,
A station device for an aircraft capable of inspecting a driving system, further comprising a sensor linear movement device that moves the sensor rotation bracket member forward and backward toward the side of the station housing. In claim 17,
The sensor linear moving device is located on the upper side of the second sensor rotating device and is rotated by the second sensor rotating device together with the sensor rotation bracket member. A station device for an aircraft capable of inspecting the driving system. .

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