CN216140201U

CN216140201U - Landing device

Info

Publication number: CN216140201U
Application number: CN202120833893.3U
Authority: CN
Inventors: 铃木阳一; 渡边鸣海
Original assignee: Yancheng Huikong Technology Co ltd; Aeronext Inc
Current assignee: Yancheng Huikong Technology Co ltd; Aeronext Inc
Priority date: 2020-08-27
Filing date: 2021-04-22
Publication date: 2022-03-29
Anticipated expiration: 2031-04-22
Also published as: CN114104319A; WO2022044212A1; JPWO2022044212A1; JP6811508B1; CN114104319B

Abstract

The utility model provides a landing facility which can make a flying object land safely even in strong wind. The landing apparatus of the present invention comprises: a first area for a flying object to land; and a wind-proof portion having a predetermined height and covering at least a part of the periphery of the first region but not the whole periphery. The windproof part is a net. A part of the wind guard is invalidated. The first area includes a paving section. The first zone includes an elevated land portion. The first areas are arranged on two sides of the windproof part. The wind-proof portion has a roof portion covering the first area. The wind-proof portions are all made of the same material. The first region is provided at an upper portion of the structure, and the wind-prevention portion is further provided at a side surface of the structure.

Description

Landing device

Technical Field

The utility model relates to a landing device.

Background

In recent years, studies and experiments have been conducted to verify the practical use of delivery services using a flying object (hereinafter, collectively referred to as "flying object") such as an Unmanned Aerial Vehicle (Drone) or an Unmanned Aerial Vehicle (UAV). In practical use, improvement in reliability, safety, and efficiency during flight, as well as improvement in safety and the like during landing, are also desired. In view of such circumstances, patent document 1 discloses a flight management system that enables a flight vehicle to land safely at a port (see, for example, patent document 1).

Documents of the prior art

Patent document

Patent document 1: international publication No. 2018/155700

SUMMERY OF THE UTILITY MODEL

Problem to be solved by the utility model

A flying body including a plurality of rotors, which is called a so-called multi-rotor helicopter, is known to be susceptible to wind during flight and during take-off and landing, and particularly, vertical descent (landing operation) performed in strong crosswind, updraft, or the like is accompanied by a risk. In patent document 1, a wind sensor is provided at a port, and whether or not the landing at the port is possible is determined using wind information, whereby a safe landing can be provided.

However, in a business such as delivery, it can be expected that it must land at a designated place even in a strong wind, in terms of the characteristics of the business. In addition, in order to improve the efficiency of the business, it is necessary to avoid interruption of flight, take-off and landing waiting wind from weakening.

In the port of patent document 1, the flight object is hard to land in the port while a strong wind is observed, and the traffic efficiency is lowered. A port used for taking off and landing is a facility that enables a flight vehicle to land safely not only in the absence of wind but also stably take off and land even in an environment such as strong wind to improve the operation rate.

Accordingly, an object of the present invention is to provide a landing apparatus capable of landing a flying object safely even in strong wind.

Means for solving the problems

According to the present invention, there can be provided a landing apparatus comprising: a first area for a flying object to land; and a wind-proof portion having a predetermined height and covering at least a part of the periphery of the first region but not the whole periphery.

Effect of the utility model

According to the present invention, it is possible to provide a landing facility that can land a flying object safely even in strong wind.

Drawings

Fig. 1 is a conceptual view of the landing apparatus of the present invention as viewed from the side.

Fig. 2 is a view of the landing gear of fig. 1 from above.

Fig. 3 is a schematic view of the air flow when wind blows on the wind-proof portion to which air is not passed.

Fig. 4 is a schematic view of the air flow when wind blows on the ventilated wind-proof portion.

Fig. 5 is a view of an example of the structure of the landing facility of the present invention as viewed from above.

Fig. 6 is a view of an example of the structure of the landing facility of the present invention as viewed from above.

Fig. 7 is a view of an example of the structure of the landing facility of the present invention as viewed from above.

Fig. 8 is a view of an example of the structure of the landing facility of the present invention as viewed from above.

Fig. 9 is a view of an example of the structure of the landing facility of the present invention as viewed from above.

Fig. 10 is a view of an example of the structure of the landing facility of the present invention as viewed from above.

Fig. 11 is a view of an example of the structure of the landing facility of the present invention as viewed from above.

Fig. 12 is a side view of a structure in which the landing facility of the present invention is installed on the upper part of a structure.

Figure 13 is a view of the wind guard of the landing gear of figure 12 when folded.

Figure 14 is a side view of a structure in which the landing gear of the present invention is disposed on a building.

Fig. 15 is a side view of a structure in which a wind-proof portion is provided from the upper edge portion of the roof.

Figure 16 is a top view of the landing gear of figure 15.

Fig. 17 is a side view of a structure in which the landing gear of the present invention is provided on the roof of a vehicle.

Figure 18 is a front view of the landing gear of figure 17.

Figure 19 is a side view of a structure in which the landing gear of the present invention is disposed on a vessel.

Figure 20 is a top view of the landing gear of figure 19.

Fig. 21 is a side view of the landing gear of the present invention when the wind guard is provided to the vehicle.

Figure 22 is a rear view of the landing gear of figure 21.

Fig. 23 is a side view of the landing gear of the present invention when the wind guard is provided to the vehicle.

Figure 24 is a rear view of the landing gear of figure 23.

Fig. 25 is a conceptual diagram of a case where a wind-proof space is formed by surrounding a landing site with a wind-proof portion in the landing facility of the present invention.

Figure 26 is a front view of the landing gear of figure 25.

Figure 27 is a side view of the landing gear of figure 25.

Fig. 28 is a conceptual view of the landing facility of the present invention in which a wind-proof space is formed by surrounding the landing site with a wind-proof portion and a building.

Fig. 29 is a front view of the wind guard for preventing a downdraft generated from a building.

Fig. 30 is a view of fig. 29 as viewed from above.

Fig. 31 is a side view of a wind guard for preventing an updraft and a downdraft in the vicinity of a landing site.

Fig. 32 is a plan view of the flight vehicle.

Fig. 33 is a functional block diagram of the flight vehicle of fig. 32.

Description of the reference numerals

10: landing equipment; 11: a wind-proof portion; 12: a first region; 13: a second region; 14: an entry section; 15: a landing area; 20: a route; 30: a building; 31: a pillar; 100: a flying body; 200: a moving body.

Detailed Description

The contents of the embodiments of the present invention are listed for explanation. The landing apparatus of the embodiment of the present invention has the following structure.

[ item 1]

A landing apparatus, comprising: a first area for a flying object to land; and

a wind-proof portion having a predetermined height and covering at least a part but not all of the periphery of the first region.

[ item 2]

The landing gear of item 1, wherein: the windproof part is a net.

[ item 3]

The landing gear of any of items 1 or 2, wherein: a part of the wind-proof portion is invalidated.

[ item 4]

The landing gear of any of items 1 to 3, wherein: the first area includes a paving section.

[ item 5]

The landing gear of any of items 1 to 3, wherein: the first region includes an elevated land portion.

[ item 6]

The landing gear of any of items 1 to 5, wherein: the first region is disposed at both sides of the wind-proof portion.

[ item 7]

The landing gear of any of items 1 to 6, wherein: the wind guard has a roof portion covering the first area.

[ item 8]

The landing gear of any of items 1 to 7, wherein: the windproof portions are all composed of the same material.

[ item 9]

The landing gear of any of items 1 to 8, wherein: the first region is provided on the upper part of the structure,

the wind-proof portion is further provided to a side surface of the structure.

[ item 10]

The landing gear of item 9, wherein: the structure is a house.

[ item 11]

The landing gear of any of items 1 to 7, wherein: the first region and the wind-proof portion are provided at an upper portion of a vehicle or a ship.

[ item 12]

The landing gear of any of items 1 to 7, wherein: the first region and the wind-proof portion are provided on a floor or a compartment in a vehicle.

[ item 13]

The landing gear of items 1 to 12, wherein: further comprising a second region adjacent to the first region,

the wind-proof portion is provided around the first region except for a boundary with the second region.

[ item 14]

The landing gear of item 13, wherein: the wind-proof portion is further provided around the second region on at least a side opposite to the first region.

< detailed description of embodiments of the utility model >

Hereinafter, a landing facility according to an embodiment of the present invention will be described with reference to the drawings.

< detailed description of the first embodiment >

As shown in fig. 1 and 2, a landing facility 10 according to an embodiment of the present invention includes: a wind guard 11 that prevents wind from blowing on a flying body that takes off or lands; a first region 12 having an area, a shape, and a material that can be stably contacted by the flying object 100 using the landing gear 10; and a second region 13 adjacent to the first region 12. In the present invention, the first region 12 is not limited to the planar region shown in fig. 1, but is a general term for a case including a three-dimensional region including a Z-axis direction region up to the height of the wind-guard portion 11.

The wind-shielding portion 11 has an effect of attenuating wind blowing from outside the first region 12 into the first region 12, and is disposed at a position where the wind is prevented from entering the first region 12 (for example, around the first region 12, near an end portion in the first region 12, or the like). When the wind screen 11 is disposed away from the first region 12, for example, when the height of the wind screen 11 is n, the distance between the first region 12 and the wind screen 11 is preferably 20n or less. This is because, for the side wind blowing from outside the first region 12, in order to effectively obtain the wind-shielding effect by the wind-shielding portion 11, it is necessary to provide it at an appropriate distance from the wind-shielding portion 11.

Examples of the wind-proof portion 11 include a flat plate, a net (mesh), a fence, an air curtain, a green plant curtain, and a water curtain. In addition, a plurality of types of the wind-proof portions 11 may be used in combination.

In the case where the wind shielding portion 11 is formed of a member that completely blocks air, such as a flat plate, as shown in fig. 3, the wind blowing on the wind shielding portion 11 rises to avoid the wind shielding portion 11, and the air in the area a above the wind shielding portion 11 is compressed. Thereafter, in the area B beyond the wind-proof portion 11, air swirl is easily generated due to the air pressure difference. The generated vortex causes turbulence in the airflow in the first region 12, and particularly when the wind is strong, the influence of the turbulence becomes large, and the flying object 100 becomes unstable in lifting and lowering. Therefore, as shown in fig. 4, it is more preferable to use a member having an effect of attenuating wind, such as a net or a fence, and hardly generating a difference in air pressure in front of and behind the wind-shielding portion 11.

In the wind-break portion 11, the degree of the wind-break effect may also be partially changed. For example, when the flying object 100 that performs the landing operation enters the first region 12 while traveling in the Y-axis direction, the wind-shielding effect of the portion that passes immediately after entering the region having the wind-shielding effect is weakened, and the wind-shielding effect is gradually increased as the landing approaches, whereby the wind of the body of the flying object 100 does not suddenly disappear, but gradually changes from strong wind to weak wind, and more stable take-off and landing can be performed. The wind-break portion 11 may increase the wind-break effect in stages from top to bottom in the Z-axis direction so as to cope with the case where the flying object 100 performing the landing operation enters the first region 12 from the Z-axis direction.

The wind guard 11 is a structure that is simple and low-cost in a method of installing a frame or the like to tension a net or fixing a net to a roof or the like of a conventional building as described later in fig. 14 to 16. In the case of long-term operation, it is desired to use an outdoor building material that can withstand rain, wind, ultraviolet rays, and the like, and to make it strong.

In the first region 12, in order to prevent soil, sand, dust, and the like from being entrained by the propeller wake and adversely affecting the flying object 100 and the transported object, it is more preferable to provide a laying portion by laying concrete, asphalt, or the like, or laying a plate, a sheet, or the like of metal, resin, or the like at a place where wind generated by the flying object 100 blows. Alternatively, a high landing part may be provided by a platform or the like so as to be separated from the ground, thereby preventing soil or the like from rolling up.

The second region 13 is disposed adjacent to the first region 12. The wind guard 11 is preferably provided so as not to separate the boundary of the first region 12 from the second region 13.

That is, in the case where the wind guard 11 covers the periphery of the first area 12, the wind can be prevented from blowing into the first area 12, but there is not enough space to recover the situation while flying when the flying object 100 breaks down or re-lands. As a result, the aircraft may strike the wind guard 11 and damage the body of the aircraft 100. Therefore, by providing the second region 13 adjacent to the first region 12 and not covering the second region 13 side with the wind-proof portion 11, the second region 13 can be used as a relief portion of the machine body.

In particular, the second region 13 of the landing facility 10 can be used as a shelter for a case where strong wind blows the body during landing or hovering by being provided on the leeward side of the first region 12.

With regard to the determination of the position of the second area 13 relative to the first area 12, for example, when the landing gear 10 is set on the ground, the direction in which the highest effect is expected can be determined by calculating the trend of the wind intensity and direction throughout the year from past meteorological data at the site. As described later, when the wind guard 11 is configured to be partially detachable, the direction in which the highest effect is expected (for example, the leeward side) may be determined from weather forecast data on the day, for example.

In an environment where a floor space is limited such as a convenience store or a fast food restaurant and a third party is present in the vicinity of the landing facility 10, a direction in which the body is safe even if the body moves (for example, between the first area 12 and a building, an open space, a garage, or the like) is set as the second area 13, and it is preferable that the first area 12 is entirely covered with the wind shield portion except for a direction adjacent to the second area 13.

In the landing facility installed at a place where the wind direction largely changes or the wind direction reverses depending on time and season, as shown in fig. 5, the facility is provided so as to be able to switch the

first areas

12a and 12b as the landing place through the wind-proof section 11, thereby being able to cope with wind in two directions. Further, as shown in fig. 6 to 8, by providing the wind guard 11, the landing place can be flexibly selected, and the second regions 13a to 13d as escape portions can also be secured wide. Further, particularly for the purpose of vertical lifting, as shown in fig. 9, the wind-proof portion 11 may be provided so as to provide escape portions in both directions.

As shown in fig. 5 to 8, in the landing facility 10 capable of selecting a landing site by providing a plurality of first areas 12, it is also possible to determine which area the aircraft 100 lands in, by the control device provided in the aircraft 100 or the landing facility 10 or the aircraft control device (not shown), and to land the aircraft 100, depending on the environment in which the aircraft lands. The landing position may be automatically determined based on weather data such as wind direction and wind force at the time of landing acquired by a sensor, or past environmental data, or may be selected by an operator, a manager, or the like.

In addition, in the case where the wind shielding part 11 to be used can be selected according to the wind direction, as shown in fig. 10, in order to disable a part of the wind shielding parts 11a to 11d (here, the wind shielding part 11d), it is necessary to have functions such as opening and closing of the operation of an air curtain, a water curtain, and the like, setting and winding of a net by a wire, and opening and closing of a flat plate and a fence. The invalidation and validation of the wind break 11 may be instructed by a person or the net may be detached depending on the situation, or may be automatically performed by controlling a motor or the like connected to the wind break 11 in cooperation with the selection of the route of the flying object 100 based on weather data and past environmental data in the same manner as the determination of the landing position.

Further, as shown in fig. 11, the wind shielding portion 11 is provided around the second region 13 at least on the side facing the first region 12 in order to cope with a sudden change in the wind direction, whereby the reverse wind direction can be reduced as compared with the case where the wind shielding portion 11 is not provided. Further, the arrangement is not limited to the arrangement shown in fig. 11, and the arrangement may be provided in any portion other than the boundary with the first region 12 around the second region 13.

< second embodiment >

The landing gear 10 is sometimes set at a high position offset from the ground by a certain distance in the Z-axis direction. For example, when the flying object 100 is installed at a high position with a certain distance (for example, approximately 2 meters or more) in the height direction from the ground so that a third party or living things on the ground do not contact with the flying object, the flying object may be installed on some structures as shown in fig. 12, or may be installed on an upper floor, a roof, or the like of the building 30 as shown in fig. 14. In addition, even in these cases, by providing the second region 13 described above, safety is further improved.

When the landing facility 10 is installed at a high place, it is desirable to reduce not only the crosswind but also the updraft. As illustrated in fig. 12 to 14, by providing the wind-break portion 11 extending in both the vertical and horizontal directions in the vicinity of the upper edge of the structure, the ascending air current blown onto the flying object 100 entering the first region 12 above the structure can be suppressed. The wind break 11 extending in the horizontal direction is preferably located near the upper edge of the building 30, but an effect can be obtained even when it is provided on the side surface in accordance with the structure of the building 30 or the structure in which the first region 12 is provided. The wind guard 11 is not limited to being vertical or horizontal, and may be inclined at a predetermined angle. Further, it is preferable that two wind-shielding portions 11 are provided, but even if the wind-shielding portion 11 is provided only on either one of the upper surface side and the side surface side, a certain effect can be obtained.

As shown in fig. 13, the wind-proof portion 11 may be invalidated by folding, shrinking, storing, or the like during non-use. These invalidation control may be performed by the above-described validation/invalidation control. In addition, in cooperation with the control device provided in the flight vehicle 100, the landing facility 10, or the flight vehicle control device (not shown), it may be determined that the validation invalidation control can be performed by using a known technique such as a technique of specifying the landing facility 10 to be a landing target based on the flight destination information or the like, a technique of detecting that the flight vehicle 100 and the landing facility 10 can perform the short-range communication, or the like, for example. This can prevent the wind screen 11 from being damaged by strong wind such as typhoon, minimize the time for which sound is generated by wind striking the wind screen 11, or prevent the aesthetic appearance of the building 30 or the like from being impaired.

In fig. 14, the building 30 is, for example, a house, and the first region 12 may be provided on a roof from the viewpoint of safety as described above. The aforementioned structure can be directly applied if the upper part of the building 30 is flat. However, when the landing surface (first zone 12) is not horizontal because of, for example, an inclination in the upper part of the building 30, the first zone 12 may be provided on a structure provided on the upper part of the building 30 so that the first zone 12 is horizontal, as illustrated in fig. 14. Further, the upper surface of the structure provided with the first region 12 may be configured by a lifter, and the lifter may be lowered to accommodate the flying object 100 or a mounted object mounted on the flying object 100 in the building 30 by the structure.

As shown in fig. 15 and 16, the landing facility 10 may be provided in a building 30 having a roof (e.g., a ceiling) with no side wall over the entire surface, such as a gas station. For example, when the first area 12 is provided adjacent to the building 30 or when the first area 12 is provided below the roof, the wind-proof unit 11 is provided by lifting a net or the like from the upper edge of the roof, and the wind-proof unit 11 is opened in at least one direction around the building 30, whereby the effect of reducing the crosswind can be obtained with a small number of steps and a low cost. A support column 31 such as a rod may be provided in a portion of the upper edge of the roof where the weather shield 11 is difficult to connect. Further, as shown in fig. 15 and 16, when another building exists adjacent to the building 30, the other building functions as the wind-proof unit 11, and therefore, the wind-proof unit 11 may not be provided on the other building side. With such a configuration, the influence of wind can be reduced, the flying object 100 can be smoothly collected below the roof, and the loading and unloading of the mounted object, the maintenance of the flying object 100, and the like can be performed.

< third embodiment >

When the first zone 12 of the landing facility 10 is located on a mobile body 200 such as a vehicle or a ship, the second zone 13 is preferably a space on the mobile body 200 or outside the mobile body 200 suitable for the retraction of the flying object 100. In the case where the upper portion of the vehicle such as a van illustrated in fig. 17 and 18 and the deck and the top of the ship such as a cruiser illustrated in fig. 19 and 20 are the first region 12, the wind guard 11 is provided substantially parallel to the direction (X-axis direction) perpendicular to the straight direction (Y-axis direction) of the moving body 200, so that a wide space can be secured, and particularly when the ship is facing a wave, the leeward side can be used as the second region 13, and the flying body 100 can be safely retracted.

However, in the above configuration, the wind-break portion 11 may obstruct traveling of the moving body 200 while the moving body is moving, and the wind-break portion 11 may be damaged, and therefore, it is preferable to perform invalidation while moving by providing the invalidation control described above. Further, although the above advantage is lost, the wind guard 11 may be provided substantially parallel to the straight traveling direction of the moving body 200 so that the invalidation control is not necessary.

As another measure for preventing the wind break 11 from interfering with the traveling of the moving body 200, as shown in fig. 21 and 22, the wind break 11 is provided on the floor in the moving body 200 such as a vehicle (so-called wing truck) capable of opening the side surface of the moving body 200, and the wing side plates on both sides are opened, thereby preventing the wind from blowing the first area 12 provided beside the moving body 200. In this case, since the side surface of the movable body 200 is closed and the wind-proof portion 11 is covered with the vehicle body when not in use or during traveling of the truck, it is not necessary to fold or disassemble the truck in consideration of air resistance during traveling as in the truck illustrated in fig. 17 and 18.

In addition, when cargo is loaded and unloaded and the machine body is maintained, the operation can be performed by using the opened wing side plates to avoid rain and sunlight.

Further, as shown in fig. 23 and 24, by providing the wind-proof portion 11 in the cabin of the vehicle with a cabin (so-called flat body wagon), the same effect as that of a wing wagon can be obtained without opening and closing the door of the vehicle, and therefore, the required space may be narrow.

By providing the wind guard 11 on the mobile body 200 such as a vehicle, the wind guard 11 can be effectively provided on an experimental landing facility for short-term use, a temporary landing facility suitable for sacrifice, or the like. The first region 12 may be provided not only beside the mobile unit 200 but also on the floor or the vehicle compartment of the mobile unit 200.

< description of the fourth embodiment >

In the landing facility 10 shown in fig. 25 to 27, the wind-proof space is formed by covering at least the periphery of one or more landing areas 15 (first areas 12) with the wind-proof portion 11, and the flying object 100 can land on the landing area 15 in the wind-proof space through the entrance portion 14 provided in the wind-proof portion 11. The landing facility 10 shown in the figure does not have a roof, but a roof may be further provided above the windbreak 11, and the roof may be made of the same material as the windbreak 11. The entrance 14 is, for example, a passage port through which the flying object 100 enters by substantially horizontal flight. The position of the inlet portion 14 is preferably set above the center of the wind-proof portion 11, for example. This makes it possible to perform a landing operation by vertical descent, which is greatly influenced by wind, in particular, while wind is attenuated by the wind shield 11. With such a configuration, the landing facility 10 can stably land the flying object 100.

When the peripheries of the plurality of landing areas 15 are all surrounded, the flying object 100 can pass through the entrance portion 14 by flying substantially horizontally, and therefore, the flying object 100 can rapidly enter the wind-proof space surrounded by the wind-proof portion 11, as compared with a case where the landing operation is performed only by vertically descending. Further, after the flying object 100 enters the wind-proof space surrounded by the wind-proof portion 11, the flying object 100 is less likely to leave the wind-proof space, and therefore, even if there is a place near which a third party can enter, safety can be ensured.

As illustrated in fig. 28, when the landing facility 10 according to the present embodiment is provided in combination with the building 30, the outer wall of the building 30 can be used as a part of the wind screen 11. In this way, by using the outer wall of the building 30 to serve as at least one surface of the wind-proof portion 11 and providing a door connecting the building 30 and the wind-proof space surrounded by the wind-proof portion 11, it is possible to facilitate the recovery of the machine body landed in the wind-proof space by the operator or the like.

The entry portion 14 must be capable of entering the flying object 100 and have an area equal to or larger than the projected area of the front surface of the flying object when entering. As shown in the drawing, the opening may not be a rectangular opening that is always open, and may have an opening and closing function by a wire, a hinge, or the like. The inlet portion 14 may be formed as a slit-shaped gap or a hole having a pattern shape such as an elliptical shape, for example, without covering a part of one direction side of the land area 15.

< description of the fifth embodiment >

Although the landing facility 10 that improves the safety of the flying object 100 when landing in strong crosswinds has been described above, it goes without saying that wind blowing in the vertical direction of the updraft or downdraft during the flight or take-off and landing of the flying object 100 also affects.

The updraft and downdraft described herein include not only a wide range of airflows resulting from the relationship between high and low air pressures, but also an extremely narrow range of airflows resulting from the building 30 and cliffs. In particular, airflows that would interfere with the flight of the flying object 100 for delivery and the like are updrafts and downdrafts caused by wind blowing to high-rise buildings such as buildings.

As shown in fig. 29 and 30, when the landing facility 10 is installed on the ground or the like adjacent to a building 30 such as a high-rise building, the flying object 100 to be landed is easily affected by the down flow from the building 30. In order to reduce the influence of the down draft blown along the wall surface of the building 30 on the flying object 100, it is effective to provide the wind shield 11 on the wall surface above the landing facility 10. A fixing member such as a frame or a building material may be fixed to a wall surface of the building 30, and a wind-proof member (e.g., a net) serving as the wind-proof portion 11 may be provided at the fixing member.

As shown in fig. 31, when the landing facility 10 itself is installed at a high place (e.g., a roof of a building), the wind guard 11 can be provided in a roof shape using a fixing member such as a frame or a pillar, for example, to prevent a down flow from the adjacent building 30. Further, by providing the wind guard 11 on the roof to cover a part of the route 20, even in the route 20 (entry way) toward the landing apparatus 10, it is possible to safely fly until landing.

In fig. 31, in the course 20 of the flight vehicle 100, in a case where there is a high possibility that an environment of an updraft will occur in an adjacent building, a wind guard 11 is provided below the course 20 in order to reduce the influence of the updraft. Since the updraft generated on the wall surface of the building 30 is generated in the air above the ground surface and further blows upward, it is difficult to sense the updraft even if a sensor for sensing wind is provided in the landing facility 10 or the like provided near the ground surface, for example. Therefore, if the wind force determined by the sensor or the like to be capable of landing from the ground is present in the vicinity of the route 20 to the landing facility 10, the aircraft 100 may enter an unexpected updraft. Therefore, by providing the wind screen 11 below the route 20 as described above, the influence of such an updraft can be reduced. The angle at which the wind guard 11 is fixed to the building 30 may be horizontal as shown in the drawing, or the wind guard 11 may be fixed to a predetermined angle downward to cope with the ascending air current. In order to facilitate the upward flow, the wind shielding portion 11 may be fixed upward at a predetermined angle.

In the course 20 of the flight vehicle 100, in a case where there is a high possibility that an environment of downdraft is generated in the adjacent building 30, the wind guard 11 may be provided above the course 20 in order to reduce the influence of the downdraft. In this case, the angle at which the wind-proof portion 11 is fixed to the building 30 may be horizontal as shown in the drawing, or the wind-proof portion 11 may be fixed to face upward at a predetermined angle, for example, so as to cope with a down draft. In order to facilitate the outward flow of the down-draft, the wind shielding portion 11 may be fixed downward at a predetermined angle.

When the wind guard 11 is provided below the flight path 20 of the aircraft 100, the effect as an emergency evacuation place can be expected at the time of a failure of the aircraft, as well as wind protection.

Currently, in the case of performing a verification experiment or the like based on delivery of autonomous flight of the flying body 100, the course 20 of the flying body 100 is determined before the flying body 100 takes off, and flight on the course 20 is started. Further, in the future, when the delivery service by the flight object 100 becomes one of the general delivery services, it is possible to prepare the route 20 determined as the delivery route.

In this case, by obtaining and verifying the characteristics and the change data of the wind in the space used as the route 20 in advance, the wind guard 11 can be effectively installed at an appropriate place. This improves the safety of the flying object 100 during take-off and landing and during flight.

The structure of the wind-guard portion 11 in each of the above embodiments can further improve the wind-guard effect by combining a plurality of portions, and it is preferable to change the structure according to the environment, the situation, and the weather characteristics of the place where the flying object 100 lands.

< Structure of flying body 100 >

The above-described illustrated flight vehicle 100 will be described below, but the form of the flight vehicle 100 is not limited thereto, and the flight vehicle 100 operated using the landing gear 10 of the present invention may be any form as long as it can land on the landing gear 10. That is, the landing apparatus 10 in the present invention can be expected to have a particularly high effect on the flying body 100 which can land substantially vertically and is not easily subjected to strong wind at the time of landing, particularly a VTOL body, a body with a plurality of motors called a multi-rotor helicopter, or the like.

The structure of the flight vehicle 100 illustrated above will be described with reference to fig. 32. The flight vehicle 100 includes at least elements such as a propeller 110 and a motor 111 for flying, and preferably carries energy (for example, a secondary battery, a fuel cell, fossil fuel, and the like) for operating them.

The illustrated flying object 100 is schematically depicted for convenience of explanation of the configuration of the present invention, and for example, the detailed configuration of the control unit and the like is not shown.

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

In the following description, terms are sometimes used in accordance with the following definitions.

Front-back direction: + Y direction and-Y direction, up-down direction (or vertical direction): + Z direction and-Z direction, left-right direction (or horizontal direction): + X direction and-X direction, direction of travel (forward): -Y direction, backward direction (rear): + Y direction, ascending direction (upward): + Z direction, descending direction (below): -Z direction

The

propellers

110a, 110b receive an output from the motor 111 to rotate. The

propellers

110a and 110b rotate to generate propulsive force for taking off the flight vehicle 100 from the departure point, moving the flight vehicle, and landing the flight vehicle at the destination. In addition, the

propellers

110a, 110b are able to rotate to the right, stop and rotate to the left.

The propeller 110 included in the flight vehicle of the present invention has one or more blades. The number of blades (rotors) may be any (e.g., 1, 2, 3, 4 or more blades). Further, the shape of the blade may be any shape such as a flat shape, a curved shape, a twisted shape, a tapered shape, or a combination thereof. In addition, the shape of the blade can vary (e.g., telescope, fold, bend, etc.). The blades may be symmetrical (having identical upper and lower surfaces) or asymmetrical (having differently shaped upper and lower surfaces). The blades can be formed as airfoils, wings, or geometries suitable for causing the blades to generate aerodynamic forces (e.g., lift, thrust) when moving in the air. The geometry of the blades may be suitably selected to optimise the aerodynamic characteristics of the blades, such as increasing lift and thrust, reducing drag, etc.

The propeller included in the flight vehicle according to the present invention may be a fixed pitch propeller, a variable pitch propeller, a mixture of a fixed pitch propeller and a variable pitch propeller, or the like, but is not limited thereto.

The motor 111 is used to rotate the propeller 110, and for example, the driving unit may include an electric motor or an engine, etc. The blades may be driven by a motor and rotate about a rotational axis of the motor (e.g., the long axis of the motor).

The blades may all rotate in the same direction or may rotate independently. Some blades rotate in one direction and others rotate in the other direction. The blades may all rotate at the same rotational speed or may each rotate at different rotational speeds. The rotation speed may be automatically or manually determined based on the size (e.g., size, weight), control state (speed, moving direction, etc.) of the moving body.

The flight vehicle 100 determines the rotation speed and the flight angle of each motor from the wind speed and the wind direction by a flight controller, a remote controller, and the like. This allows the flight vehicle to move up and down, accelerate and decelerate, or change directions.

The flying object 100 can perform a regular autonomous flight according to a route set in advance or during flight, or a flight based on a maneuver using a remote controller.

The flight vehicle has the functional blocks shown in fig. 33. In addition, the functional blocks of fig. 33 are the minimum reference structure. The flight controller is a so-called processing unit. The processing unit may have more than one processor, such as a programmable processor, e.g., a Central Processing Unit (CPU). The processing unit has a memory, not shown, and can access the memory. The memory stores logic, code, and/or program instructions that are executable by the processing unit to perform one or more steps. The memory may include, for example, a detachable medium such as an SD card or a Random Access Memory (RAM), or an external storage device. Data acquired from cameras, sensors, etc. may also be transferred directly to and stored in memory. For example, still image and moving image data taken by a camera or the like are recorded in an internal memory or an external memory.

The processing unit includes a control module configured to control a state of the rotorcraft. For example, the control module controls the propulsion mechanisms (motors, etc.) of the rotorcraft to adjust the rotor with six degrees of freedom (translational movements x, y and z, and rotational movement θ)_x、θ_yAnd theta_z) Spatial configuration, speed and/or acceleration of the rotorcraft. The control module can control one or more of the states of the mounting unit and the sensors.

The processing unit is capable of communicating with a transceiver unit configured to transmit and/or receive data from one or more external devices (e.g., a terminal, a display device, or other remote controller). The transceiver can use any appropriate communication method such as wired communication or wireless communication. For example, the transmitting/receiving unit may use one or more of a Local Area Network (LAN), a Wide Area Network (WAN), an infrared ray, a wireless, a WiFi, a peer-to-peer (P2P) network, a telecommunication network, a cloud communication, and the like. The transceiver unit can transmit and/or receive one or more of data acquired by sensors, processing results generated by the processing unit, predetermined control data, user commands from a terminal or a remote controller, and the like.

The sensor class of the present embodiment may include an inertial sensor (acceleration sensor, gyro sensor), a GPS sensor, a proximity sensor (e.g., radar), or a visual/image sensor (e.g., camera).

The above embodiments are merely examples for facilitating understanding of the present invention, and are not intended to be restrictive. The present invention may be modified and improved without departing from the scope of the utility model, and the utility model naturally includes equivalents thereof.

Claims

1. A landing device, characterized in that, comprising:

the first area, which is used for the landing of the flying body; and

The windproof part has a predetermined height and covers at least a part but not the whole of the circumference of the first region.

2. The landing device according to claim 1, characterized in that:

The windproof part is a net.

3. The landing device according to any one of claims 1 or 2, characterized in that:

A part of the windproof part is invalidated.

4. The landing device according to any one of claims 1 or 2, characterized in that:

The first region includes a paving portion.

5. The landing device according to any one of claims 1 or 2, characterized in that:

The first region includes a high landing.

6. The landing device according to any one of claims 1 or 2, characterized in that:

The first area is arranged on both sides of the windproof part.

7. The landing device according to any one of claims 1 or 2, characterized in that:

The windproof portion has a roof portion covering the first area.

8. The landing device according to any one of claims 1 or 2, characterized in that:

All the windproof parts are made of the same material.

9. The landing device according to any one of claims 1 or 2, characterized in that:

The first area is arranged on the upper part of the structure,

The windproof part is further provided in the side surface of the said structure.

10. The landing device of claim 9, wherein:

The structure is a dwelling.

11. The landing apparatus according to any one of claims 1 or 2, characterized in that:

The first region and the windproof part are provided on the upper part of the vehicle or the ship.

12. The landing apparatus according to any one of claims 1 or 2, characterized in that:

The first area and the wind shield are provided on the floor or the passenger compartment in the vehicle.

13. The landing apparatus according to any one of claims 1 or 2, characterized in that:

further comprising a second region adjacent to the first region,

The windproof part is provided at a position around the first area except for the boundary with the second area.

14. The landing apparatus of claim 13, wherein:

The windproof portion is further disposed around the second area at least on a side opposite to the first area.