WO2024236751A1 - Port d'atterrissage, corps mobile, dispositif auxiliaire, et procédé d'atterrissage - Google Patents

Port d'atterrissage, corps mobile, dispositif auxiliaire, et procédé d'atterrissage Download PDF

Info

Publication number
WO2024236751A1
WO2024236751A1 PCT/JP2023/018383 JP2023018383W WO2024236751A1 WO 2024236751 A1 WO2024236751 A1 WO 2024236751A1 JP 2023018383 W JP2023018383 W JP 2023018383W WO 2024236751 A1 WO2024236751 A1 WO 2024236751A1
Authority
WO
WIPO (PCT)
Prior art keywords
landing
auxiliary device
aircraft
information
port
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2023/018383
Other languages
English (en)
Japanese (ja)
Inventor
玄造 内藤
雅喜 大河内
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aeronext Inc
Original Assignee
Aeronext Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aeronext Inc filed Critical Aeronext Inc
Priority to PCT/JP2023/018383 priority Critical patent/WO2024236751A1/fr
Priority to JP2025520319A priority patent/JPWO2024236751A1/ja
Publication of WO2024236751A1 publication Critical patent/WO2024236751A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
    • B64F1/00—Ground or aircraft-carrier-deck installations
    • B64F1/18—Visual or acoustic landing aids
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U70/00—Launching, take-off or landing arrangements
    • B64U70/90—Launching from or landing on platforms
    • B64U70/92—Portable platforms
    • B64U70/93—Portable platforms for use on a land or nautical vehicle

Definitions

  • This disclosure relates to landing ports, moving bodies, auxiliary devices, and landing methods for flying bodies.
  • flying objects such as drones and unmanned aerial vehicles (UAVs) (collectively referred to as “flying objects” below)
  • flying objects equipped with multiple propellers and capable of vertical takeoff and landing collectively referred to as “multicopters” below
  • multicopters commonly known as multicopters, require less area for takeoff and landing compared to flying objects that require runways, making them ideal for applications such as home delivery and research.
  • Patent Document 1 discloses a vehicle that enables landing of an aerial vehicle (see, for example, Patent Document 1).
  • Patent document 1 discloses a system that includes an aircraft and a vehicle, where the vehicle is equipped with a landing surface on which the aircraft can land and a ground control unit, and that integrates the aircraft and the vehicle.
  • Known methods for achieving a precision landing include, for example, methods that use auxiliary devices such as RTK (Real Time Kinematic), markers such as QR codes, and infrared sensors.
  • RTK Real Time Kinematic
  • RTK can pinpoint position with high accuracy, but it often requires multiple ground control points, which can be difficult to install on a moving object. Markers and infrared sensors, on the other hand, can be easily installed in tight spaces.
  • the markers and sensors will also tilt in response to the swaying.
  • the flying object may also tilt in an unspecified direction depending on the surrounding wind speed and propulsion speed. Depending on the tilt direction and angle of the flying object or landing surface, this may affect the readings of auxiliary devices used for precision landing.
  • one of the objectives of the landing port of the present invention is to provide a landing port that has the function of maintaining a specified attitude of an auxiliary device used for landing an aircraft.
  • a landing port for an aircraft comprising a landing surface on which the aircraft can land, and an auxiliary device that provides the aircraft with information to assist the aircraft in landing on the landing surface, the auxiliary device maintaining a predetermined inclination independently with respect to at least either the landing surface or the installation surface of the auxiliary device, and having an attitude maintaining mechanism for providing the information in a direction according to the inclination.
  • a landing port that is equipped with an auxiliary device that maintains a predetermined attitude, thereby improving the landing accuracy of an aircraft and making it easier to perform precision landing on a moving or oscillating vehicle.
  • FIG. 1 is a conceptual diagram of a top view of a landing system according to the present disclosure.
  • FIG. 2 is a side view of the landing system shown in FIG.
  • FIG. 2 is a side view of the flying vehicle of FIG. 1 .
  • FIG. 2 is a top view illustrating an example of an information providing unit used in the system of the present disclosure.
  • FIG. 2 is a top view illustrating an example of an information providing unit used in the system of the present disclosure.
  • FIG. FIG. 7 is a front view of the ship of FIG.
  • FIG. 7 is a top view of the ship of FIG.
  • FIG. 7 is a front view of the ship of FIG. 6 when it is rolling in the roll direction.
  • 1 is a conceptual diagram showing an auxiliary device used in the system of the present disclosure, viewed from the front.
  • FIG. 1 is a conceptual diagram showing an auxiliary device used in the system of the present disclosure, viewed from the front.
  • FIG. 1 is a conceptual diagram showing an auxiliary device used in the
  • FIG. 11 is a side view of the auxiliary device of FIG. 10;
  • FIG. 2 is a front view of the assist device according to the present disclosure when in operation.
  • FIG. 2 is a front view of the assist device according to the present disclosure when in operation.
  • FIG. 2 is a side view showing an example configuration of a landing port used in the system of the present disclosure.
  • FIG. 2 is a perspective view showing an example configuration of a landing port used in the system of the present disclosure.
  • 16 is a cross-sectional view of the landing port taken along the line B-B' of FIG. 15.
  • FIG. 2 is a perspective view showing an example configuration of a landing port used in the system of the present disclosure.
  • 18 is a cross-sectional view of the takeoff and landing gear shown in FIG. 17 along the line CC'.
  • FIG. 2 is a top view of the air vehicle of FIG. 1 .
  • FIG. 2 is a bottom view of the flying vehicle of FIG. 1 .
  • FIG. 2 is a functional block diagram of the aircraft of FIG. 1 .
  • FIG. 13 is a side view of another flying vehicle for use in the system of the present disclosure.
  • FIG. 13 is a side view of another flying vehicle for use in the system of the present disclosure.
  • FIG. 13 is a side view of another flying vehicle for use in the system of the present disclosure.
  • a landing port for an air vehicle comprising:
  • the landing port includes a landing surface on which the aircraft can land, and an assistance device for providing the flying object with information for assisting the flying object in landing on the landing surface;
  • the auxiliary device has an attitude maintaining mechanism for independently maintaining a predetermined inclination with respect to at least one of the landing surface or the installation surface of the auxiliary device and providing the information in a direction according to the inclination.
  • Landing port [Item 2]
  • the attitude maintaining mechanism has at least two rotation axes for maintaining the inclination. 2.
  • the landing port according to item 1.
  • the auxiliary device is provided at the center or approximately the center of the landing surface when viewed from above. 3.
  • the auxiliary device is placed on an installation surface different from the landing surface.
  • a moving body comprising the landing port according to any one of items 1 to 4.
  • An assistance device for providing an aircraft with information to assist the aircraft in landing on a landing surface comprising:
  • the auxiliary device has an attitude maintaining mechanism for independently maintaining a predetermined inclination with respect to at least one of the landing surface or the installation surface of the auxiliary device and providing the information in a direction according to the inclination.
  • Auxiliary equipment [Item 7] 1.
  • a method for landing an air vehicle on a landing port comprising:
  • the landing port includes a landing surface on which the aircraft can land, an assistance device that provides the flying object with information to assist the flying object in landing on the landing surface;
  • the auxiliary device has an attitude maintaining mechanism for independently maintaining a predetermined inclination with respect to at least one of the landing surface or an installation surface of the auxiliary device and providing the information in a direction according to the inclination;
  • the aircraft includes an acquisition unit that acquires the information from the auxiliary device, The aircraft lands on the landing surface using the information received by the acquisition unit. Landing method.
  • the landing system is a landing system that includes at least an aircraft 100, a landing surface 700 on which the aircraft 100 can land, an auxiliary device 600 that can provide information used by the aircraft 100 when landing, and a gimbal mechanism 610 (attitude maintenance mechanism) that maintains the attitude of the auxiliary device 600 at a predetermined inclination.
  • a gimbal mechanism 610 attitude maintenance mechanism
  • Air vehicle 100 is an aircraft capable of takeoff and landing, and flying horizontally. It may also fly with a payload on board, and the payload may be detached during flight or after landing.
  • the aircraft 100 takes off from a takeoff point and flies to the destination. For example, if the aircraft is making a delivery, the aircraft reaches the destination, lands on a landing surface, and completes the delivery by separating the cargo. After separating the cargo, the aircraft may take off again, for example, to travel to another destination.
  • the landing surface 700 is preferably a flat surface that will not cause the aircraft to become unstable when it lands. Examples include plate-shaped members made of resin, wood, metal, etc., asphalt, and concrete surfaces. The landing surface 700 may also be located at a distance above the landing port installation surface 910, or a lattice- or mesh-shaped member with holes large enough that the landing legs 130 cannot penetrate through may be used.
  • the propeller wake generated by the propellers of the aircraft 100 can be passed downward to reduce the influence of the ground effect.
  • the auxiliary device 600 includes an information providing unit 620 as shown in FIG. 4, and provides information to assist the landing operation of the flying object 100.
  • the information may include one or more pieces of information such as position, angle, direction, altitude, and distance.
  • the flying object 100 includes an acquisition unit 160 that receives information provided by the auxiliary device 600. Since the flying object 100 lands based on the information acquired from the auxiliary device 600, it is desirable that the auxiliary device 600 be provided near the landing surface 700 (for example, closer to the landing surface 700 than the bottom surface of the aircraft when the flying object 100 has landed) or inside the landing surface 700 in a top view (particularly in the center or approximately the center of the landing surface 700 in a top view). For example, as shown in FIG.
  • the auxiliary device 600 may include a module that emits electromagnetic waves such as infrared rays as an aircraft auxiliary means.
  • the acquisition unit 160 provided in the flying object 100 included in the landing system includes a sensor capable of acquiring infrared rays, such as an infrared camera. By capturing infrared light using an infrared camera, the position, direction, and distance of the landing surface can be obtained, allowing the drone to land in the correct location.
  • aircraft assistance means provided by the information providing unit 620 include, but are not limited to, visual signals such as AR markers as shown in FIG. 5, and radio waves such as beacons.
  • the gimbal mechanism 610 is provided between the auxiliary device 600 and the installation surface, and enables the auxiliary device 600 to be held at an angle different from the inclination of the auxiliary device installation surface 800.
  • the auxiliary device installation surface 800 is the floor or roof of a moving body
  • the moving body and the auxiliary device installation surface will incline depending on road conditions and wave conditions. This inclination will cause the auxiliary device 600 to incline, which may affect the information acquisition by the auxiliary device 600 provided on the flying body 100.
  • Figures 6-9 are diagrams for explaining an example of the swaying of a ship 900 having a landing port installation surface 910.
  • the swaying of the ship 900 occurs irregularly, combining six types of motion: rolling, pitching, yawing, heaving, swaying, and surging.
  • the auxiliary device 600 equipped on the ship 900 also tilts, which may affect the landing operation of the aircraft.
  • the electromagnetic waves have directionality. Also, diagrams such as AR markers are generally drawn along the landing surface 700. At this time, if the auxiliary device tilts in conjunction with the installation surface, the direction in which the electromagnetic waves are generated and the orientation of the diagram also change. If the auxiliary device tilts significantly in the opposite direction to the direction the flying object is approaching, this may hinder the acquisition of information.
  • the gimbal mechanism 610 keeps the auxiliary device 600 in a predetermined attitude regardless of the inclination or swing of the auxiliary device installation surface 800, thereby maintaining a predetermined inclination independently with respect to at least one of the landing surface 700 and the auxiliary device installation surface 800, and making it possible to provide information in a direction according to the inclination, facilitating information acquisition by the acquisition unit 160 and improving the landing speed and accuracy of the flying object 100.
  • the gimbal mechanism 610 has at least one rotation axis, and preferably has multiple rotation axes of two or more.
  • the gimbal mechanism 610 may keep the information providing unit 620 in a horizontal attitude as shown in Figure 12, or may be controlled to maintain a predetermined angle as shown in Figure 13.
  • the predetermined angle of the information providing unit 620 may be a constant setting value that does not change for a predetermined period of time (e.g., at least one flight from takeoff to landing, or more), or may be a value that changes depending on attitude-related information (e.g., at least one of attitude information acquired from the flying object 100, control information for the rotor blades of the flying object 100, wind direction information, wind speed information, etc.).
  • attitude-related information e.g., at least one of attitude information acquired from the flying object 100, control information for the rotor blades of the flying object 100, wind direction information, wind speed information, etc.
  • an appropriate angle with respect to the information providing unit 620 (e.g., angles at which the central axis of the acquisition unit 160 and the central axis of the information providing unit 620 coincide or nearly coincide) is calculated from the inclination of the flying object 100 and/or the inclination of the acquisition unit 160 itself, and by continuing to move so as to maintain an angle at which the acquisition unit 160 and the information providing unit 620 face each other, as exemplified in FIG. 14, the flying object can maintain an angle at which it is easiest to acquire information.
  • the attitude of the gimbal mechanism 610 (also called the attitude maintenance mechanism) is controlled using power from a motor or the like.
  • a motor or the like For example, a servo or brushless motor is used. It is also desirable to provide a gyro sensor or the like to acquire the attitude of the information providing unit 620.
  • the auxiliary device installation surface 800 may be the same surface as the landing surface 700 or may be a different surface.
  • the information providing unit 620 may be a surface provided vertically (heightwise) above the landing surface 700, or may be provided at the same or approximately the same height as the landing surface 700 by providing the auxiliary device installation surface 800 vertically below the landing surface 700 (see, for example, FIG. 18).
  • a through hole may be provided in part of the landing surface 700 so that the auxiliary device 600 provided on the auxiliary device installation surface 800 can be recognized by an aircraft in the sky.
  • the landing surface 700 may be used as the auxiliary device installation surface 800, so that the blind spot angle is reduced.
  • the flying object 100 When the flying object 100 lands in an environment where the wind is strong and the wind direction is not constant, the flying object will tilt to counter the wind even if the auxiliary device installation surface 800 is on a surface that does not sway. Therefore, the acquisition unit 160 may tilt in response to the tilt of the flying object.
  • the auxiliary device 600 may operate the gimbal mechanism 610 to set the angle of the information providing unit 620 to an angle that makes it easier for the acquisition unit 160 to acquire information.
  • the flying object 100 is an flying object capable of horizontal movement and takeoff and landing through flight.
  • the aircraft 100 takes off from a takeoff point and flies to a destination.
  • the takeoff point and landing point may be the same or different.
  • the flight may be completed in a single takeoff and landing, but it may also take off again from the destination and fly multiple times. For example, when the aircraft 100 is making a delivery, the aircraft 100 that has reached the destination lands at a port or the like, or hovers above a port or the like, and completes the delivery by separating the cargo carried on board. After separating the cargo, the aircraft 100 travels by flight to another destination, such as the original takeoff point or another delivery point.
  • the flying object 100 includes one or more power generators (e.g., motors 111) and a main body 150.
  • power generators e.g., motors 111
  • main body 150 e.g., main body 150
  • the rotor section 11 (111a, 111b, 111c, 111d, 111e, 111f) according to this embodiment is composed of a propeller 110 and a motor 111.
  • the rotor section 11 can be provided on a frame 120.
  • the rotor section 11 is provided on the front end, middle part, rear end, etc. of the frame 120.
  • the frame 120 and the rotor section 11 may be connected directly or via an intermediate member such as a motor mount.
  • the flying object 100 is equipped with an energy source (e.g., a secondary battery, a fuel cell, a fossil fuel, etc.) for powering the rotor section 11.
  • an energy source e.g., a secondary battery, a fuel cell, a fossil fuel, etc.
  • the flying object 100 may be equipped with a battery in the main body section 150.
  • flying object 100 is depicted in a simplified manner to facilitate explanation of the structure of this disclosure, and detailed configuration of, for example, the control unit, etc. is not shown.
  • the forward direction of the flying object 100 is the direction of arrow D in the figure (-Y direction) (more details will be given later).
  • forward/backward direction +Y direction and -Y direction
  • up/down direction or vertical direction
  • left/right direction or horizontal direction
  • backward direction (rearward) +Y direction
  • the propeller 110 rotates upon receiving output from the motor 111.
  • the rotation of the propeller 110 generates a thrust force for flying the flying object 100.
  • the propeller 110 can rotate clockwise, stop, and rotate counterclockwise.
  • the propeller 110 of the aircraft of the present disclosure has one or more blades.
  • the blades can be flat, curved, kinked, tapered, or any combination thereof.
  • the blade shape can be variable (e.g., expandable, collapsible, bent, etc.).
  • the blades can be symmetric (having identical upper and lower surfaces) or asymmetric (having upper and lower surfaces with different shapes).
  • the blades can be formed into airfoils, wings, or any geometry suitable for generating aerodynamic forces (e.g., lift, thrust) as the blade moves through the air.
  • the blade geometry can be selected to optimize the blade's aerodynamic properties, such as increasing lift and thrust and reducing drag.
  • the propellers of the aircraft disclosed herein may be, but are not limited to, fixed pitch, variable pitch, or a combination of fixed pitch and variable pitch.
  • the propeller rotation control speed may be slower than with an electric motor, so it is desirable to use a variable pitch propeller.
  • the motor 111 generates the rotation of the propeller 110, and the drive unit can include, for example, an electric motor or an engine.
  • the blades can be driven by the motor and rotate around the motor's rotation axis (e.g., the motor's long axis).
  • the blades can all rotate in the same direction, or they can rotate independently. For example, some blades can rotate in one direction and others in the other direction.
  • the blades can all rotate at the same rotation speed, or they can each rotate at a different rotation speed.
  • the rotation speed can be determined automatically or manually based on the dimensions of the moving object (e.g., size, weight) and the control state (speed, direction of movement, etc.).
  • the flying object 100 determines the rotation speed of each motor and the flight angle via a flight controller according to wind speed and direction, using input from a remote control (not shown) or a program. This allows the flying object to move by ascending and descending, accelerating and decelerating, and changing direction.
  • the aircraft 100 can fly autonomously according to routes and rules set in advance or during flight, or can fly by maneuvering it using a remote control.
  • the above-mentioned flying object 100 has some or all of the functional blocks shown in FIG. 21.
  • the functional blocks in FIG. 21 are an example of a minimum reference configuration.
  • the light controller 1001 is a so-called processing unit.
  • the processing unit can have one or more processors, 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 the processing unit can execute to perform one or more steps.
  • the memory may include, for example, a separable medium such as an SD card or a random access memory (RAM) or an external storage device. Data acquired from the sensors 1002 may be directly transmitted to and stored in the memory. For example, still image and video data captured by a camera or the like is recorded in an internal memory or an external memory.
  • the processing unit includes a control module configured to control the state of the rotorcraft.
  • the control module controls the rotorcraft's propulsion mechanisms (e.g., motors) to regulate the rotorcraft's spatial configuration, speed, and/or acceleration, which has six degrees of freedom (translational motions x, y, and z, and rotational motions ⁇ x , ⁇ y , and ⁇ z ).
  • the control module can control one or more of the onboard and sensor states.
  • the processing unit can communicate with a transceiver 1005 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 1006 can use any suitable communication means, such as wired or wireless communication.
  • the transceiver 1005 can utilize one or more of a local area network (LAN), a wide area network (WAN), infrared, radio, WiFi, a point-to-point (P2P) network, a telecommunications network, cloud communication, etc.
  • the transceiver 1005 can transmit and/or receive one or more of data acquired by the sensors 1002, processing results generated by the processing unit, predetermined control data, user commands from a terminal or a remote controller, etc.
  • the sensors 1002 in this embodiment may include inertial sensors (accelerometers, gyro sensors), GPS sensors, proximity sensors (e.g., lidar), or vision/image sensors (e.g., cameras).
  • inertial sensors accelerelerometers, gyro sensors
  • GPS sensors GPS sensors
  • proximity sensors e.g., lidar
  • vision/image sensors e.g., cameras
  • the plane of rotation of the propeller 110 equipped on the flying object 100 is a horizontal rotor that is approximately horizontal when hovering in windless conditions, allowing the flying object 100 to ascend by rotating the propeller.
  • the propeller When moving forward, the propeller is tilted forward in the direction of travel, and the forward-inclined plane of rotation of the propeller 110 generates upward lift and thrust in the direction of travel, which propels the flying object 100 forward.
  • the lift generated by the rotor section 11 allows the flying object 100 to rise up.
  • the flying body 100 may have a main body 150 that can house a processing unit, a battery, etc. to be mounted on the flying section, which includes a motor, a propeller, a frame, etc. and generates lift and thrust.
  • the main body 150 can efficiently shorten flight time by optimizing the shape of the flying body 100 in its cruising attitude, which is expected to be maintained for a long time while the flying body 100 is moving, and improving flight speed.
  • the main body 150 desirably has an outer skin strong enough to withstand flight and takeoff and landing.
  • plastic, FRP, etc. are suitable materials for the outer skin because they are rigid and waterproof. These materials may be the same as the frame 120 (including the arms) included in the flight section, or they may be different materials.
  • the motor mount, frame 120, and main body 150 of the flying section may be constructed by connecting the individual parts, or may be molded as a single unit using a monocoque structure or one-piece molding (for example, the motor mount and frame 120 may be molded as a single unit, or the motor mount, frame 120, and main body 150 may all be molded as a single unit, etc.).
  • the motor mount and frame 120 may be molded as a single unit, or the motor mount, frame 120, and main body 150 may all be molded as a single unit, etc.
  • the shape of the flying object 100 may be directional.
  • Examples of directional shapes include a streamlined main body that creates little drag when the flying object 100 is cruising in windless conditions, or a roughly wing-shaped main body, and other shapes that improve flight efficiency when the nose of the flying object faces the wind directly.
  • the flying object 100 may be capable of holding or carrying cargo to be transported to a destination, sensors for acquiring external information, and the like (collectively referred to as payloads below).
  • an aircraft used for transporting luggage is loaded with luggage, and after arriving above a destination point, it lands or hovers and then detaches the luggage.
  • the landing legs 130 provided on the aircraft 100 are designed so that the main body 150 and the rotor 11 do not receive impacts from direct contact with the landing surface 800 when the aircraft lands.
  • the landing legs 130 are configured so that they are longer in the downward direction (-Z direction) than the main body 150, at least when viewed from the side when the aircraft lands on a flat surface.
  • the landing legs 130 may further include shock absorbing parts such as springs and dampers.
  • the flying object 200 illustrated in Figures 22-24 carries a payload 280.
  • the flying object is provided with a mounting section 281 at the bottom and the payload 280 is stored therein, if the payload 280 is placed between the acquisition section 260 and the auxiliary device 600, it will hinder information acquisition.
  • the acquisition section 260 can be placed at a position offset in the X-axis or Y-axis direction so that it is outward from the payload when viewed from the bottom, or, as illustrated in Figure 24, can be placed further below the payload, making it possible to acquire information from the auxiliary device 600 without being affected by the payload.
  • the acquisition unit 160 comes into contact with the landing surface 700 when the flying object 200 completes landing.
  • the landing legs 230 and protective members for the acquisition unit 160 may be provided to protrude below the acquisition unit 260 in the Z-axis direction.
  • the configuration of the aircraft in each embodiment can be implemented by combining multiple aircraft. It is desirable to consider an appropriate configuration according to the cost of manufacturing the aircraft and the environment and characteristics of the location where the aircraft will be operated.

Landscapes

  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Mechanical Engineering (AREA)
  • Toys (AREA)

Abstract

Le problème décrit par la présente invention est de fournir un port d'atterrissage qui améliore la précision d'atterrissage d'un corps volant en fournissant un dispositif auxiliaire dans lequel le port d'atterrissage conserve une posture prédéterminée, et facilite un atterrissage précis sur un corps mobile bougeant ou oscillant. La solution selon l'invention porte sur un port d'atterrissage pour un corps volant, le port d'atterrissage étant pourvu de : une surface d'atterrissage sur laquelle peut atterrir le corps volant ; et un dispositif auxiliaire pour fournir, au corps volant, des informations pour aider à l'atterrissage du corps volant sur la surface d'atterrissage. Le dispositif auxiliaire présente un mécanisme de conservation de posture pour conserver une inclinaison prédéterminée indépendamment de la surface d'atterrissage et/ou de la surface d'installation du dispositif auxiliaire et pour fournir les informations dans une direction correspondant à l'inclinaison.
PCT/JP2023/018383 2023-05-17 2023-05-17 Port d'atterrissage, corps mobile, dispositif auxiliaire, et procédé d'atterrissage Ceased WO2024236751A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PCT/JP2023/018383 WO2024236751A1 (fr) 2023-05-17 2023-05-17 Port d'atterrissage, corps mobile, dispositif auxiliaire, et procédé d'atterrissage
JP2025520319A JPWO2024236751A1 (fr) 2023-05-17 2023-05-17

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2023/018383 WO2024236751A1 (fr) 2023-05-17 2023-05-17 Port d'atterrissage, corps mobile, dispositif auxiliaire, et procédé d'atterrissage

Publications (1)

Publication Number Publication Date
WO2024236751A1 true WO2024236751A1 (fr) 2024-11-21

Family

ID=93518906

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2023/018383 Ceased WO2024236751A1 (fr) 2023-05-17 2023-05-17 Port d'atterrissage, corps mobile, dispositif auxiliaire, et procédé d'atterrissage

Country Status (2)

Country Link
JP (1) JPWO2024236751A1 (fr)
WO (1) WO2024236751A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20140070052A1 (en) * 2012-09-13 2014-03-13 Electronics And Telecommunications Research Institute Smart helipad for supporting landing of vertical takeoff and landing aircraft, system including the smart helipad, and method of providing the smart helipad
JP2016535879A (ja) * 2014-05-30 2016-11-17 エスゼット ディージェイアイ テクノロジー カンパニー リミテッドＳｚ Ｄｊｉ Ｔｅｃｈｎｏｌｏｇｙ Ｃｏ．，Ｌｔｄ Ｕａｖドッキングのためのシステムおよび方法
JP2022089126A (ja) * 2020-12-03 2022-06-15 ファインコーワック カンパニー リミテッド 飛行体のための姿勢維持着艦

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20140070052A1 (en) * 2012-09-13 2014-03-13 Electronics And Telecommunications Research Institute Smart helipad for supporting landing of vertical takeoff and landing aircraft, system including the smart helipad, and method of providing the smart helipad
JP2016535879A (ja) * 2014-05-30 2016-11-17 エスゼット ディージェイアイ テクノロジー カンパニー リミテッドＳｚ Ｄｊｉ Ｔｅｃｈｎｏｌｏｇｙ Ｃｏ．，Ｌｔｄ Ｕａｖドッキングのためのシステムおよび方法
JP2022089126A (ja) * 2020-12-03 2022-06-15 ファインコーワック カンパニー リミテッド 飛行体のための姿勢維持着艦

Also Published As

Publication number Publication date
JPWO2024236751A1 (fr) 2024-11-21

Similar Documents

Publication Publication Date Title
US12351296B2 (en) Adaptive thrust vector unmanned aerial vehicle
US10850835B2 (en) Unmanned aerial vehicle with monolithic wing and twin-rotor propulsion/lift modules
US20220219818A1 (en) System of play platform for multi-mission application spanning any one or combination of domains or environments
NL2017971B1 (en) Unmanned aerial vehicle
JP7509427B2 (ja) 飛行体
US12286250B2 (en) Flying vehicle
JP2025126222A (ja) 飛行体
JP2025061770A (ja) 飛行体の制御方法
US12246828B2 (en) Aerial vehicle having a first wing and a second wing that tilt and rotate to form an inverted V-shape
JP7770700B2 (ja) 飛行体の着陸方法、飛行体、情報処理装置、プログラム
WO2024236751A1 (fr) Port d'atterrissage, corps mobile, dispositif auxiliaire, et procédé d'atterrissage
JP6970479B1 (ja) 飛行体
WO2024201841A1 (fr) Dispositif d'atterrissage, système de décollage/atterrissage et procédé de commande de dispositif d'atterrissage
US20250002163A1 (en) Flying object provided with safety device
WO2025197128A1 (fr) Objet volant, procédé de commande d'objet volant et programme
WO2025041233A1 (fr) Dispositif porteur de réception, système de réception, et procédé d'installation d'un dispositif porteur de réception
WO2024166154A1 (fr) Véhicule volant
WO2025182010A1 (fr) Module de charge utile et aéronef comprenant un module de charge utile
WO2024075276A1 (fr) Véhicule volant et procédé de commande d'un véhicule volant
CN117963189A (zh) 一种基于被动铰接的升力机身飞行器
JP2022150020A (ja) 無人航空機およびその制御方法
WO2023053213A1 (fr) Véhicule volant
CN117320963A (zh) 飞行体、降落方法和程序

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 23937493

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2025520319

Country of ref document: JP

Kind code of ref document: A

WWE Wipo information: entry into national phase

Ref document number: 2025520319

Country of ref document: JP

NENP Non-entry into the national phase

Ref country code: DE