WO2024253310A2 - Inspection device for aerial vehicle capable of horizontal adjustment - Google Patents

Abstract

The present invention relates to an inspection device for an aerial vehicle capable of horizontal adjustment, comprising: a takeoff and landing housing unit on which an aerial vehicle takes off and lands on an upper surface thereof; an aerial vehicle inspection unit, provided in the takeoff and landing housing unit, that inspects the aerial vehicle for abnormalities; a tilt detection unit that detects a tilt of the takeoff and landing housing unit; and a panel horizontal adjustment unit that receives the tilt detected by the tilt detection unit to horizontally maintain the upper surface of the takeoff and landing housing unit, wherein the aerial vehicle can stably take off and land by means of maintenance of the horizontal position of the takeoff and landing housing unit even in a location where it is difficult to maintain the horizontal position in a takeoff and landing site, such as a ship or a high-rise building, and the aerial vehicle can be checked for abnormalities.

Description

Inspection device for aircraft with horizontal adjustment

The present invention relates to an inspection device for an aircraft capable of horizontal adjustment, which checks for abnormalities in the aircraft at the takeoff and landing location, and relates to an inspection device for an aircraft capable of horizontal adjustment of the takeoff and landing location of the aircraft.

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, can be piloted unmanned and do not require a runway for takeoff and landing, so they are being widely used for various purposes such as filming and transportation.

In particular, interest in air mobility has been increasing recently due to environmental pollution and traffic problems in urban areas, and as 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 underway.

Aircraft have designated locations for takeoff and landing, and there is a risk of a major accident if a malfunction occurs during flight, so periodic inspection of the drive system is required.

In particular, small aircraft flying in urban areas, such as air taxis or drone taxis, have the problem that if a malfunction occurs in the drive system during flight, they can collide with nearby buildings, causing significant damage to life and property.

Vertical takeoff and landing aircraft take off and land vertically on a flat landing pad that is maintained horizontally for stable vertical takeoff and landing. However, in the case of landing pads on ships moving on the ocean or on high-rise buildings, the movement of ships due to waves or the shaking of high-rise buildings due to strong winds may cause the aircraft to take off and land vertically.

In addition, there was a problem that the vertical takeoff and landing pad of conventional aircraft required inspection and maintenance at a preset maintenance location after landing on the landing pad, which caused the inconvenience of having to move the aircraft to the maintenance location, and this resulted in a lot of time and cost.

In addition, there were problems in that the inspection location of aircraft on ships or high-rise buildings was difficult to maintain horizontally due to the movement of ships caused by waves or the shaking of high-rise buildings caused by strong winds, which increased the difficulty of aircraft inspection work, took a long time to inspect the aircraft, and reduced the accuracy of aircraft inspection.

The purpose of the present invention is to provide an inspection device for an aircraft capable of horizontal adjustment, which can check for abnormalities in an aircraft at a landing pad of an aircraft capable of vertical takeoff and landing, thereby significantly reducing the time and cost required for inspection.

Another object of the present invention is to provide an inspection device for an aircraft capable of horizontal adjustment, which enables the aircraft to take off and land stably on a ship or a high-rise building and accurately check for abnormalities in the aircraft.

In order to achieve the above object, one embodiment of an inspection device for an aircraft capable of horizontal adjustment according to the present invention is characterized by including a landing/takeoff housing section for taking off and landing of an aircraft from an upper surface, an aircraft inspection section provided in the landing/takeoff housing section for checking for abnormalities in the aircraft, a tilt detection section for detecting an inclination of the landing/takeoff housing section, and a panel horizontal adjustment section for maintaining an upper surface of the landing/takeoff housing section horizontal by receiving the inclination detected by the tilt detection section.

In the present invention, the panel horizontal adjustment unit may include a plurality of support legs that are connected to the lower surface of the take-off and landing housing unit and have adjustable lengths.

In the present invention, the panel horizontal adjustment unit further includes a support panel portion to which the lower end of the support leg portion is connected, and one of a ball joint and a universal joint is provided at the upper end of the support leg portion and is rotatably hinged to the lower surface of the take-off and landing housing portion, and the other of a ball joint and a universal joint is provided at the lower end of the support leg portion and is rotatably hinged to the upper surface of the support panel portion.

In the present invention, the supporting leg part may include a leg body part, a first movable leg part movably positioned on an upper side of the leg body part, a second movable leg part movably positioned on a lower side of the leg body part, and a leg moving device positioned within the leg body part to move the first movable leg part and the second movable leg part in the longitudinal direction.

In the present invention, the leg movement device can simultaneously move the first moving leg part and the second moving leg part in opposite directions.

In the present invention, the leg moving device may include a first screw part that is screw-connected to the inside of the first moving leg part and rotates to linearly move the first moving leg part in the longitudinal direction, a second screw part that is screw-connected to the inside of the second moving leg part but is screw-connected in the opposite direction to the first screw part and rotates to linearly move the second moving leg part in the longitudinal direction, and a screw rotation motor part that rotates the first screw part and the second screw part.

In the present invention, the screw rotation motor part may be a hollow motor that is connected to an operating screw including the first screw part and the second screw part through which the operating screw is penetrated and connected, and that rotates the operating screw through which the operating screw is penetrated and connected.

In the present invention, the aircraft inspection unit is provided in the take-off and landing housing unit and includes an inspection sensor unit that detects whether the aircraft is abnormal and an abnormality judgment control unit that receives information detected by the inspection sensor unit and determines whether the aircraft is abnormal. The inspection sensor unit may include a drive unit inspection sensor unit that measures the physical state of the aircraft's drive system when it is in operation to detect aging or failure of the drive system.

In the present invention, the inspection sensor unit may further include a thermal imaging camera unit that photographs the aircraft to check the heat distribution status 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 aircraft type by photographing the aircraft.

In the present invention, the inspection sensor unit is located inside the take-off and landing housing unit, and further includes a sensor housing unit having a drive unit inspection sensor unit and a sensor moving unit that moves the sensor housing unit, and the sensor moving unit can move the sensor housing unit according to the position of the drive system according to the type of the aircraft confirmed by the aircraft type confirmation camera unit.

In the present invention, the sensor moving unit may include a first sensor moving device that moves the sensor housing unit in the X-axis direction and a second sensor moving device that moves the sensor housing unit in the Y-axis direction.

In the present invention, the inspection sensor unit may further include a sensor rotation plate unit on which the sensor moving unit is positioned and a sensor rotation unit that rotates the sensor rotation plate unit.

In the present invention, the camera unit for confirming the aircraft type can confirm the direction of an aircraft that has landed or taken off on the landing housing unit, and the sensor rotation unit can rotate the sensor rotation plate unit according to the direction of the aircraft confirmed by the camera unit for confirming the aircraft type, thereby positioning the sensor housing unit according to the direction of the driving system.

The present invention has the effect of greatly improving the efficiency of inspection of aircraft by enabling inspection of aircraft capable of vertical takeoff and landing at a landing pad for abnormalities in the aircraft, thereby greatly reducing the time and cost required for inspection.

The present invention enables stable takeoff and landing of an aircraft in locations where it is difficult to maintain a horizontal level, such as a ship or a high-rise building, by enabling horizontal adjustment, and allows accurate inspection of the aircraft for abnormalities, thereby greatly improving the usability of the aircraft, and has the effect of enabling stable inspection regardless of the takeoff and landing location of the aircraft.

FIG. 1 is a perspective view illustrating one embodiment of an inspection device for an aircraft capable of horizontal adjustment according to the present invention.

FIG. 2 is a side view illustrating one embodiment of an inspection device for an aircraft capable of horizontal adjustment according to the present invention.

FIG. 3 is a cross-sectional view illustrating an example of a support leg portion of an inspection device for an aircraft capable of horizontal adjustment according to the present invention.

FIG. 4 is a plan view illustrating a sensor moving part of one embodiment of an inspection device for an aircraft capable of horizontal adjustment according to the present invention.

FIG. 5 is a cross-sectional view illustrating a sensor moving part in one embodiment of an inspection device for an aircraft capable of horizontal adjustment according to the present invention.

* Explanation of symbols *

10: Aircraft 100: Landing housing section

200: Aircraft inspection section 210: Inspection sensor section

211: Drive unit inspection sensor unit 211a: Magnetic field detection unit

211b: Vibration detection unit for driving unit 211c: Sound wave detection unit

220: Abnormality judgment control unit 230: Thermal imaging camera unit

240: Camera section for model confirmation 250: Sensor housing section

260: Sensor moving part 261: First sensor moving device

262: Second sensor moving device 270: Sensor turntable part

280: Sensor rotation part 300: Tilt detection part

400: Panel horizontal adjustment part 410: Support leg part

411: Leg body 411a: First movement guide slit

411b: 2nd movement guide slit 412: 1st movement bridge

412a: 1st moving guide protrusion 413: 2nd moving leg

413a: Second moving guide projection 414: Leg moving device

414a: First screw section 414b: Second screw section

414c: Screw rotation motor part 420: Support panel part

430: Ball joint 440: Universal joint

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

Hereinafter, a detailed description of a preferred embodiment of the present invention will be given with reference to the accompanying drawings. Before the detailed description of the present invention, it should be noted that the terms or words used in the present specification and claims described below should not be interpreted as being limited to their conventional or dictionary meanings. Therefore, the embodiments described in this specification and the configurations illustrated in the drawings are only the most preferred embodiments of the present invention and do not represent all of the technical ideas of the present invention, and it should be understood that there may be various equivalents and modified examples that can replace them at the time of filing this application.

FIG. 1 is a perspective view illustrating one embodiment of an inspection device for an aircraft capable of horizontal adjustment according to the present invention, FIG. 2 is a side view illustrating one embodiment of an inspection device for an aircraft capable of horizontal adjustment according to the present invention, and FIG. 3 is a cross-sectional view illustrating an embodiment of a support leg (410) in one embodiment of an inspection device for an aircraft capable of horizontal adjustment according to the present invention.

With reference to FIGS. 1 to 3, one embodiment of an inspection device for an aircraft capable of horizontal adjustment according to the present invention is described in detail below.

One embodiment of an inspection device for an aircraft capable of horizontal adjustment according to the present invention includes a take-off and landing housing section (100) from which an aircraft (10) takes off and lands on an upper surface, and an aircraft inspection section (200) provided in the take-off and landing housing section (100) and checking for abnormalities in the aircraft (10).

An example of an aircraft (10) is an unmanned or manned aircraft capable of vertical takeoff and landing, and more specifically, an example is an unmanned aircraft 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.

In addition, the take-off and landing housing unit (100) has an upper surface of a plane on which the aircraft (10) takes off and lands, and is equipped with a tilt detection unit (300) that detects the tilt of the upper surface of the plane.

The inclination detection unit (300) is provided in the take-off and landing housing unit (100) and detects the inclination of the take-off and landing housing unit (100).

The tilt detection unit (300) is an example of a sensor that measures the inclination angle of an object based on gravity, and it is to be noted that it can be implemented using a known tilt sensor such as a 6-axis gyro acceleration sensor, so a more detailed description is omitted.

The inclination detection unit (300) detects the inclination of the take-off and landing housing unit (100) and transmits it to the panel horizontal adjustment unit (400), and the panel horizontal adjustment unit (400) receives the inclination detected by the inclination detection unit (300) and maintains the upper surface of the take-off and landing housing unit (100) horizontal.

The panel horizontal adjustment part (400) is connected to the lower surface of the landing housing part (100) and includes a plurality of support leg parts (410) whose lengths can be adjusted.

In addition, the panel horizontal adjustment part (400) further includes a support panel part (420) to which the lower part of the support leg part (410) is connected.

As an example, the support leg (410) has an upper portion that is rotatably hinged to the lower surface of the landing housing portion (100) and a lower portion that is rotatably hinged to the upper surface of the support panel portion (420).

In more detail, one of a ball joint (430) and a universal joint (440) is provided at the upper end of the support leg (410) and is rotatably hinge-connected to the lower surface of the landing housing (100), and the other of a ball joint (430) and a universal joint (440) is provided at the lower end of the support leg (410) and is rotatably hinge-connected to the upper surface of the support panel (420).

As an example, the support leg (410) is provided with a ball joint (430) at the upper part and a universal joint (440) at the lower part.

The plurality of support legs (410) are hinged at the upper end to the lower surface of the landing housing (100) with a ball joint (430) so as to be rotatable 360 degrees, and the lower end is hinged at the upper surface of the support panel (420) with a universal joint (440) so as to be rotatable around two hinge axes, so that the inclination of the landing housing (100) can be freely adjusted.

The inclination of the landing housing (100) can be adjusted as each of the plurality of support legs (410) becomes shorter or longer.

In addition, the support leg (410) is hinged so that one side of the two ends can rotate 360 degrees with a ball joint (430), and the other side can rotate around two hinge axes with a universal joint (440), so that the inclination of the landing housing (100) can be precisely adjusted by adjusting the length.

The ball joint (430) includes a ball body (431) positioned at an end of a support leg (410), and a ball support member (432) into which the ball body (431) is inserted to rotate 360 degrees, so that one of the two ends of the support leg (410) can rotate 360 degrees.

In addition, the supporting leg part (410) includes a leg body part (411), a first moving leg part (412) movably positioned on the upper side of the leg body part (411), a second moving leg part (413) movably positioned on the lower side of the leg body part (411), and a leg moving device (414) positioned within the leg body part (411) and moving the first moving leg part (412) and the second moving leg part (413) in the longitudinal direction.

The overall length of the supporting leg (410) can be adjusted by adjusting the extension length of the first movable leg (412) that is movably positioned on the upper side of the leg body (411) and the extension length of the second movable leg (413) that is movably positioned on the lower side of the leg body (411).

The bridge moving device (414) can adjust the overall length of the support leg (410) as quickly as possible by simultaneously moving the first moving leg (412) and the second moving leg (413) in opposite directions.

The leg moving device (414) can simultaneously move the first moving leg part (412) and the second moving leg part (413) in the direction of insertion into the leg body part (411) to shorten the length of the supporting leg part (410), or simultaneously move the first moving leg part (412) and the second moving leg part (413) in the direction of withdrawal from the leg body part (411) to lengthen the length of the supporting leg part (410).

In more detail, the leg moving device (414) includes a first screw part (414a) that is screw-connected to the inside of the first moving leg part (412) and rotated to move the first moving leg part (412) in a linear direction in the longitudinal direction, a second screw part (414b) that is screw-connected to the inside of the second moving leg part (413) but is screw-connected in the opposite direction to the first screw part (414a) and rotated to move the second moving leg part (413) in a linear direction in the longitudinal direction, and a screw rotation motor part (414c) that rotates the first screw part (414a) and the second screw part (414b).

As an example, the screw rotation motor part (414c) is a hollow motor that is connected by an operating screw including a first screw part (414a) and a second screw part (414b) and that rotates the connected operating screw.

The first moving leg part (412) and the second moving leg part (413) have a polygonal cross section such as a square, and thus do not rotate by the rotation of the first screw part (414a) and the second screw part (414b), but can move in a straight line by the rotation of the first screw part (414a) and the second screw part (414b).

When the first moving leg part (412) and the second moving leg part (413) each have a circular cross-section, a first moving guide protrusion (412a) protrudes from the outer surface of the first moving leg part (412), and a second moving guide protrusion (413a) protrudes from the outer surface of the second moving leg part (413).

In addition, a first movement guide slit (411a) into which a first movement guide protrusion (412a) is inserted and moves in a straight line and a second movement guide slit (411b) into which a second movement guide protrusion (413a) is inserted and moves in a straight line are provided inside the leg body part (411).

The first moving leg (412) has a first moving guide projection (412a) inserted into the first moving guide slit (411a) so that rotation is restricted when the first screw portion (414a) rotates, and thus can move in a straight line by the rotation of the first screw portion (414a). The second moving leg (413) has a second moving guide projection (413a) inserted into the second moving guide slit (411b) so that rotation is restricted when the second screw portion (414b) rotates, and thus can move in a straight line by the rotation of the second screw portion (414b).

The first screw part (414a) and the second screw part (414b) have opposite screw directions and, when rotated, move the first moving leg part (412) and the second moving leg part (413) in a straight line simultaneously in opposite directions.

That is, depending on the rotational direction of the first screw portion (414a) and the second screw portion (414b), they can simultaneously move linearly in the direction of insertion into the leg body portion (411) or simultaneously move linearly in the direction of withdrawal from the leg body portion (411).

The support leg part (410) can adjust the inclination of the take-off and landing housing part (100) horizontally as quickly and rapidly as possible by simultaneously inserting the first movable leg part (412) and the second movable leg part (413) into the leg body part (411) or withdrawing them from the leg body part (411) by the first screw part (414a) and the second screw part (414b) that are simultaneously rotated by the screw motor part.

Meanwhile, the aircraft inspection unit (200) is provided in the take-off and landing housing unit (100) and includes an inspection sensor unit (210) that detects whether there is an abnormality in the aircraft and an abnormality judgment control unit (220) that receives information detected by the inspection sensor unit (210) and determines whether there is an abnormality in the aircraft (10).

For example, the abnormality judgment control unit (220) receives information detected by the inspection sensor unit (210) through wireless or wired communication.

The abnormality judgment control unit (220) is located in the landing and takeoff 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 of the aircraft (10) or controls the operation of the aircraft (10), for example.

The inspection sensor unit (210) includes, for example, a drive unit inspection sensor unit (211) that measures the physical state of the drive system during operation to detect aging or failure of the drive system of the aircraft (10).

The drive unit inspection sensor unit (211) measures the vibration physical quantity of the drive system, measures a magnetic field generated from the drive system, or measures noise generated from the drive system, i.e., sound waves.

The drive unit inspection sensor unit (211) is positioned on the upper surface of the take-off and landing housing unit (100), but is positioned to correspond to the drive system of the aircraft (10), and is positioned within the sensor housing unit (250) as an example.

In the case of unmanned aerial vehicles such as drones capable of vertical takeoff and landing or manned aircraft, multiple drive systems are provided, so for example, multiple inspection sensor units (210) are provided to correspond to multiple drive 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) includes a magnetic field detection unit (211a) that detects a magnetic field generated in the drive system.

The magnetic field detection unit (211a) detects the magnetic field generated by the driving system, i.e., the electric motor and the electronic speed controller (ESC) that controls the speed of the electric motor.

An electronic speed controller (ESC) is installed to change the speed of an electric motor in an aircraft (10) such as a drone, and a detailed description is 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, i.e., the permanent magnetic field and the induced magnetic field generated when the motor is operating, and detects the magnetic field from the motor control signal of the ESC, i.e., the electronic speed controller, and transmits it to the abnormality judgment control unit (220).

The magnetic field detection unit (211a) is positioned facing the driving system in the take-off and landing housing unit (100) and detects the permanent magnetic field and induced magnetic field generated when the electric motor is operated and the motor control signal of the electronic speed controller.

The magnetic field detection unit (211a) is positioned so as to be exposed while facing the aircraft (10) and detects the permanent magnetic field and induced magnetic field generated when the motor is operated and the motor control signal of the electronic speed controller.

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

The vibration detection unit (211b) for the driving unit is, for example, a radar sensor unit that uses radio waves to measure the vibration physical quantity of the driving system, that is, the vibration physical quantity of the propeller and electric motor.

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

The landing housing section (100) is provided with a sensor housing section (250) in which a physical motion detection section is mounted inside, and a radar sensor section installed inside the sensor housing section (250) emits radio waves, and an opening (not shown) for radio wave emission is located and is blocked by a radio wave-transmitting cover member made of a material that allows radio waves to pass through.

The radar sensor part is located within the sensor housing part (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 emitted radio waves, i.e. the center of the directional radio wave beam, is directed toward the motor so that vibrations generated from the electric motor and propeller can be accurately measured.

The radar sensor section can simultaneously measure physical quantities caused by the propeller based on the center of the radio wave, that is, the center of the directional radio wave beam, directed toward the motor, and 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 judgment control unit (220).

In addition, the drive unit inspection sensor unit (211) includes a sound wave detection unit (211c) that can measure sound waves, i.e. noise, generated from the drive system.

The sound wave detection unit (211c) is, for example, a microphone that can receive sound waves and convert them into voice current, and includes a plurality of microphones to receive sound waves, i.e., sound waves generated from the driving system, and transmit the sound waves as an electric signal, i.e., voice current, to the control unit (220) for determining whether there is an abnormality.

A sound wave measuring hole in which a microphone is mounted is formed in the sensor housing part (250). The sound wave measuring hole is a circular hole, and as an example, a plurality of holes are arranged in a circular or straight line.

It is to be noted that the size of the hole for measuring sound waves can be designed by considering the type of sound waves generated from the propeller, the distance between the aircraft (10) and the microphone that is preset when detecting sound waves during takeoff and landing of the aircraft (10), etc.

In addition, the drive unit inspection sensor unit (211) includes a sound wave detection unit (211c) that can measure sound waves, i.e. noise, generated from the drive system.

The sound wave detection unit (211c) is, for example, a microphone that can receive sound waves and convert them into voice current, and includes a plurality of microphones to receive sound waves, i.e., sound waves generated from the driving system, and transmit the sound waves as an electric signal, i.e., voice current, to the control unit (220) for determining whether there is an abnormality.

A sound wave measuring hole in which a microphone is mounted is formed in the sensor housing part (250). The sound wave measuring hole is a circular hole, and as an example, a plurality of holes are arranged in a circular or straight line.

It is to be noted that the size of the hole for measuring sound waves can be designed by considering the type of sound waves generated from the propeller, the distance between the aircraft (10) and the microphone that is preset when detecting sound waves during takeoff and landing of the aircraft (10), etc.

The drive unit inspection sensor unit (211) transmits the detected physical information to the abnormality judgment control unit (220) through wireless or wired communication.

The abnormality judgment control unit (220) receives information detected by the drive 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 drive unit vibration detection unit (211b), and the sound wave signal detected by the sound wave detection unit (211c), and determines whether the drive system of the aircraft (10) is aging or broken.

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

The vibration detection unit (211b) for the driving unit, i.e., the radar sensor unit, transmits RF of a specific waveform model to the electric motor and the propeller, receives the form of the signal returned after hitting an object, and then transmits the form of the returned signal to the abnormality judgment control unit (220).

The abnormality judgment control unit (220) can identify an abnormality by deriving frequency components related to rotation through FFT analysis of the received signal processing and deriving a waveform pattern.

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

And, the abnormality judgment control unit (220) determines that there is an abnormality in the operation of the electric motor or propeller when the vibration value received from the radar sensor unit exceeds the preset vibration value.

When the propeller blades break and rotate unbalanced and the vibration value exceeds the preset value, noise is interspersed in the pattern of the received signal and large and small irregular patterns occur.

The abnormality judgment control unit (220) determines that there is an abnormality in the operation of the electric motor or propeller when noise is interspersed in the pattern of the signal received from the radar sensor unit and large and small irregular patterns occur.

In the abnormality judgment control unit (220), the normal vibration range and the aging vibration range of the electric motor and propeller are preset, and a plurality of forms of normal signal patterns, aging signal patterns, and fault signal patterns for signal patterns transmitted through the radar sensor unit are pre-stored, and in the case of aging signal patterns, they are pre-stored by being classified by aging status.

The abnormality judgment control unit (220) determines that the vibration value transmitted through the radar sensor unit is within the normal vibration range and determines that the unit is operating normally, and determines that the unit is malfunctioning if the vibration value transmitted through the radar sensor unit is outside the normal vibration range.

In addition, the abnormality judgment control unit (220) determines the aging status by comparing it with the aging signal pattern set for each aging status when it is located within the aging vibration range, and if the aging signal pattern is different from the normal signal pattern, it determines that a failure has occurred in the drive system including the electric motor or propeller.

In addition, the abnormality judgment control unit (220) can judge the aging status or failure of the driving system through the signal pattern of the magnetic field detected and transmitted from the magnetic field detection unit (211a).

When the electric motor is operating normally, the magnetic field signal pattern of the electric motor detected by the magnetic field detection unit (211a) is symmetrical and continues regularly because the electric motor ideally generates rotational force, that is, because the rotational force is generated regularly.

On the other hand, if the winding of the electric motor is broken or the shaft is tilted, the magnetic field signal pattern detected by the magnetic field detection unit (211a) is not symmetrical, is irregular, and patterns such as large and small noises in the middle are generated.

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

And, the abnormality judgment control unit (220) determines that the electric motor is aged or broken if the magnetic field signal pattern detected by the magnetic field detection unit (211a) is not symmetrical, is irregular, and has large and small noise-like patterns in the middle.

That is, the abnormality judgment control unit (220) pre-stores a first motor magnetic field signal pattern range that can confirm the normal state of the electric motor, a second motor magnetic field signal pattern range that can confirm the aging state of the electric motor, and a third motor magnetic field signal pattern range that can confirm a failure of the electric motor.

The abnormality judgment control unit (220) can compare the magnetic field signal pattern of the electric motor detected by the magnetic field detection unit (211a) with the first motor magnetic field signal pattern range, the second motor magnetic field signal pattern range, and the third motor magnetic field signal pattern range, thereby checking the aging status and failure of the electric motor.

And, the motor control signal of the electronic speed controller (ESC) detected by the magnetic field detection unit (211a) is within the preset range in the width and size of the PWM (pulse width modulation) waveform for motor control in the normal case, and in the event of a failure, the PWM (pulse width modulation) waveform for motor control goes out of the preset range.

The abnormality judgment control unit (220) can determine that the electronic speed controller (ESC) is operating normally if 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, and can determine that the electronic speed controller (ESC) is broken if the PWM (pulse width modulation) of the motor control signal has a waveform width and size outside the preset range.

That is, the abnormality judgment control unit (220) has a first control magnetic field signal pattern range that can confirm the normal state of the electronic speed controller (ESC) pre-stored, a second control magnetic field signal pattern range that can confirm the aging state of the electronic speed controller (ESC) pre-stored according to the aging state, and a third control magnetic field signal pattern range that can confirm a failure of the electronic speed controller (ESC) pre-stored.

The abnormality judgment control unit (220) can compare the magnetic field signal pattern of the electronic speed controller (ESC) detected by the magnetic field detection unit (211a) with the stored first controller magnetic field signal pattern range, second controller magnetic field signal pattern range, and third controller magnetic field signal pattern range to check the aging status and failure of the electronic speed controller (ESC).

In addition, the abnormality judgment control unit (220) can judge the degree of aging and abnormality of a part using the sound wave signal detected by the sound wave detection unit (211c).

The sound wave detection unit (211c) detects noise, i.e., sound generated by the aerodynamic phenomenon caused by the rotation of the propeller and the wear of the bearings of the electric motor, and transmits this to the abnormality judgment control unit (220).

When a propeller rotates normally, noise (tornal noise) is generated in a balanced manner due to the aerodynamic force caused by the rotation of the propeller. On the other hand, when the propeller is unbalanced or the bearings are aged, the noise is generated due to the aerodynamic phenomenon, and this is buried in the received sound waves.

And, when the bearing of the electric motor is worn out, a high-frequency sound is generated, and the sound wave detection unit (211c) detects this high-frequency sound and transmits it together with the sound wave to the abnormality judgment control unit (220), so that the abnormality judgment control unit (220) determines whether the electric motor or propeller is abnormal or has a degree of aging through the waveform pattern of the sound wave and the high frequency received.

That is, the abnormality judgment control unit (220) pre-stores a first sound wave pattern range that can confirm the normal state of the driving system, pre-stores a second sound wave pattern range that can confirm the aging state of the driving system according to the aging state, and pre-stores a third sound wave pattern range that can confirm a failure of the driving system.

The abnormality judgment control unit (220) can compare the sound wave signal pattern detected by the sound wave detection unit (211c) with the first sound wave pattern range, the second control magnetic field signal pattern range, and the third control magnetic field signal pattern range, thereby checking the aging status and failure of the electronic speed controller (ESC).

The abnormality judgment control unit (220) stores reference values and signal patterns for vibration, magnetic fields, and sound waves classified by the normal operating status and degree of aging of the electric motor, propeller, and electronic speed controller (ESC) obtained through a number of experiments.

The abnormality judgment control unit (220) can check in real time whether the drive system is faulty or in an aging state by comparing the measured values or signal patterns measured or detected in real time by the vibration detection unit (211b), magnetic field detection unit (211a), and sound wave detection unit (211c) for the drive unit with the stored reference values and signal patterns.

In addition, the inspection sensor unit (210) further includes a thermal imaging camera unit (230) that photographs the aircraft and checks the heat distribution status generated in the interior or drive system of the aircraft (10).

The thermal imaging camera unit (230) is a camera that visualizes infrared rays (heat rays) emitted by a subject to create an image. It is a camera known to detect radiant heat emitted by an object and display it on a screen, and a detailed description thereof is omitted.

The thermal imaging camera unit (230) can check the heat distribution status generated inside an aircraft (10) that has completed a flight and landed, or can check the heat distribution status generated from an electric motor during operation of the electric motor.

The abnormality judgment control unit (220) stores a normal internal heat distribution image according to the type of aircraft (10) and compares the heat distribution image captured by the thermal imaging camera unit (230) with the stored internal heat distribution image to check for damage or aging of the interior or electric motor of the aircraft (10).

In addition, the aircraft inspection unit (200) further includes a camera unit (240) for confirming the type of the aircraft (10) by photographing the aircraft (10) or confirming the location or direction of the aircraft (10).

The camera unit (240) for aircraft type confirmation not only checks the type of aircraft (10) to be inspected, but also checks 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 confirms the aircraft type (10) to be inspected, confirms the location and number of drive systems according to the aircraft type, and confirms the size of the aircraft, so that when inspecting the aircraft (10), the information on the drive system according to the aircraft type and the information on the aircraft size are used to enable more accurate inspection of the aircraft (10).

Since the inspection criteria for the aircraft (10) differ depending on the aircraft type, the aircraft type (10) can be confirmed using a model confirmation camera, and inspection of the drive system and exterior of the aircraft (10) can be performed based on the inspection criteria.

One embodiment of an inspection device for an aircraft capable of horizontal adjustment according to the present invention uses a camera unit (240) for confirming the type of aircraft to confirm that the aircraft (10) is positioned immediately after takeoff and immediately before landing on the landing housing unit (100), and while confirming that the inspection sensor unit (210) is aligned with the drive system of the aircraft (10), it is possible to check for abnormalities in the drive system using the inspection sensor unit (210).

FIG. 4 is a plan view illustrating a sensor moving part (260) in one embodiment of an inspection device for an aircraft capable of horizontal adjustment according to the present invention, and FIG. 5 is a cross-sectional view illustrating a sensor moving part (260) in one embodiment of an inspection device for an aircraft capable of horizontal adjustment according to the present invention.

Referring to FIGS. 4 and 5, the inspection sensor unit (210) is located inside the landing housing unit (100) and further includes a sensor housing unit (250) in which a drive unit inspection sensor unit (211) is provided, and a sensor moving unit (260) that moves the sensor housing unit (250).

The sensor housing section (250) is provided in a number corresponding to the number of drive systems of the aircraft (10) to be inspected. In the case of an aircraft (10) capable of vertical takeoff and landing, four drive systems are generally provided, so as an example, four are provided corresponding to this.

The landing housing part (100) is manufactured from a transparent synthetic resin material such as aluminum or acrylic, through which magnetic fields, sound waves, and vibrations detected by the drive unit inspection sensor part (211) can be transmitted and detected.

The sensor moving unit (260) moves the sensor housing unit (250) to the position of the driving system according to the type of aircraft (10) confirmed by the aircraft type confirmation camera unit (240).

The sensor moving part (260) can improve the inspection accuracy of the driving system of the aircraft (10) by moving the sensor housing part (250) to face the driving system or position it as close as possible to it.

The size of the aircraft (10) and the number and location of the drive systems are different depending on the aircraft type, and the sensor moving unit (260) can move the sensor housing unit (250) depending on the aircraft type confirmed by the aircraft type confirmation camera unit (240) to position it so as to face the drive system of the aircraft (10) or position it as close as possible to the drive system.

The sensor moving unit (260) includes a first sensor moving device (261) that moves the sensor housing unit (250) in the X-axis direction and a second sensor moving device (262) that moves the sensor housing unit (250) in the Y-axis direction.

As an example, the second sensor moving device (262) moves the first sensor moving device (261) in the Y-axis direction to move the sensor housing part (250) in the X-axis direction and the Y-axis direction, respectively.

Although not shown, it is to be noted that the first sensor mover (261) can move the second sensor mover (262) in the X-axis direction to move the sensor housing part (250) in the X-axis direction and the Y-axis direction, respectively.

The sensor moving unit (260) moves the sensor housing unit (250) in the X-axis direction with the first sensor moving device (261) and moves it in the Y-axis direction with the second sensor moving device (262) according to the type of the aircraft (10) confirmed by the aircraft type confirmation camera unit (240) so as to be positioned facing the driving system of the aircraft (10) or as close to the driving system as possible, thereby greatly improving the inspection accuracy when inspecting the driving system and enabling inspection of the driving system of various types of aircraft (10).

In addition, the inspection sensor unit (210) further includes a sensor rotation plate unit (270) where the sensor moving unit (260) is positioned, and a sensor rotation unit (280) that rotates the sensor rotation plate unit (270).

The sensor rotation part (280) rotates the sensor rotation plate part (270) with the sensor moving part (260) mounted on the upper surface by a sensor rotation motor.

The sensor turntable part (270) can be rotated by the sensor rotation part (280), i.e., the sensor rotation motor, to adjust the position of the sensor housing part (250).

The camera unit (240) for confirming the aircraft type can confirm the direction of an aircraft (10) that has landed or taken off from the landing housing unit (100), and the sensor rotation unit (280) can rotate the sensor rotation plate unit (270) in accordance with the direction of the aircraft (10) confirmed by the camera unit (240) for confirming the aircraft type to position the sensor housing unit (250) in accordance with the direction of the drive system of the aircraft (10).

According to the present invention, an inspection device for an aircraft capable of horizontal adjustment confirms the type and direction of an aircraft (10) as an inspection target located on a landing and take-off housing (100) using a camera unit (240) for confirming the type, rotates the sensor housing unit (250) using a sensor rotation unit (280) to position the sensor housing unit (250) in accordance with the direction of the aircraft (10), and then moves the sensor housing unit (250) using a sensor moving unit (260).

The inspection device for an aircraft capable of horizontal adjustment according to the present invention positions the sensor housing part (250) to face the drive system of the aircraft (10) depending on the direction and type of the aircraft (10), or positions the sensor housing part (250) as close to the drive system as possible, thereby greatly improving the inspection accuracy when inspecting the drive system.

The inspection device for an aircraft capable of horizontal adjustment according to the present invention can inspect the drive system of various types of aircraft (10), and can accurately inspect the drive system regardless of the direction during takeoff and landing of the aircraft (10).

The present invention can check for abnormalities in an aircraft (10) capable of vertical takeoff and landing at a landing pad of the aircraft (10), thereby greatly reducing the time and cost required for inspection, and thus greatly improving the inspection efficiency of the aircraft (10).

The present invention enables the stable takeoff and landing of an aircraft (10) even in locations where it is difficult to maintain the level of a takeoff and landing site, such as a ship or a high-rise building, by enabling horizontal adjustment, and enables accurate inspection of the aircraft (10) for abnormalities, thereby greatly improving the usability of the aircraft (10), and enables stable inspection regardless of the takeoff and landing location of the aircraft (10).

The present invention is not limited to the above-described embodiments, and various modifications may be made without departing from the spirit of the present invention, and it is to be understood that this is included in the composition of the present invention.

Claims (14)

A landing housing section from which aircraft take off and land on the upper surface; An aircraft inspection unit provided in the above take-off and landing housing section to check for any abnormalities in the aircraft; A tilt detection unit for detecting the tilt of the above landing housing section; and An inspection device for an aircraft capable of horizontal adjustment, characterized by including a panel horizontal adjustment unit that receives the inclination detected by the inclination detection unit and maintains the upper surface of the take-off and landing housing unit horizontal. In claim 1, The above panel horizontal adjustment part An inspection device for an aircraft capable of horizontal adjustment, characterized by including a plurality of support legs connected to the lower surface of the landing housing section and having adjustable lengths. In claim 2, The above panel horizontal adjustment part further includes a support panel part to which the lower part of the above support leg part is connected, The upper part of the above support leg is provided with one of a ball joint and a universal joint, and is rotatably hinged to the lower surface of the above take-off and landing housing part. An inspection device for an aircraft capable of horizontal adjustment, characterized in that the lower part of the above-mentioned supporting leg section is provided with the other side of a ball joint and a universal joint and is rotatably hinged to the upper surface of the above-mentioned supporting panel section. In claim 2, The above support leg part, leg body; A first movable leg part movably positioned on the upper side of the above leg body part; A second movable leg part movably positioned on the lower side of the above leg body part; and An inspection device for an aircraft capable of horizontal adjustment, characterized by including a leg movement device positioned within the leg body portion and moving the first movable leg portion and the second movable leg portion in the longitudinal direction. In claim 4, An inspection device for an aircraft capable of horizontal adjustment, characterized in that the above leg moving device moves the first moving leg section and the second moving leg section simultaneously in opposite directions. In claim 4, The above leg movement device is, A first screw part that is screw-connected to the inside of the first moving leg part and rotates to move the first moving leg part linearly in the longitudinal direction; A second screw part that is screw-connected to the inside of the second moving leg part, and is screw-connected and rotated in the opposite direction to the first screw part to move the second moving leg part in a straight line in the longitudinal direction; and An inspection device for an aircraft capable of horizontal adjustment, characterized by including a screw rotation motor unit that rotates the first screw unit and the second screw unit. In claim 6, An inspection device for an aircraft capable of horizontal adjustment, characterized in that the screw rotation motor section is a hollow motor that is connected by an operating screw including the first screw section and the second screw section through which the operating screw is connected and rotates the connected operating screw. In claim 1, The above aircraft inspection unit, A sensor unit for inspection, which is provided in the above landing housing and detects abnormalities in the aircraft; and It includes an abnormality judgment control unit that receives information detected from the above inspection sensor unit and determines whether there is an abnormality in the aircraft. An inspection device for an aircraft capable of horizontal adjustment, characterized in that the inspection sensor unit includes a drive unit inspection sensor unit that measures the physical state of the drive system of the aircraft when it is in operation to detect aging or failure of the drive system. In claim 8, The above inspection sensor part is, An inspection device for an aircraft capable of horizontal adjustment, characterized by further including a thermal imaging camera section for photographing the aircraft and checking the heat distribution status generated inside the aircraft or in the drive system. In claim 8, An aircraft inspection device capable of horizontal adjustment, characterized in that the aircraft inspection unit further includes a camera unit for confirming the aircraft type by photographing the aircraft. In claim 10, The above inspection sensor part is, A sensor housing section located inside the above landing housing section and having a drive unit inspection sensor section; and It further includes a sensor moving part that moves the above sensor housing part, An inspection device for an aircraft capable of horizontal adjustment, characterized in that the sensor moving unit moves the sensor housing unit to match the position of the drive system according to the aircraft type confirmed by the aircraft type confirmation camera unit. In claim 11, The above sensor moving part, A first sensor moving device for moving the sensor housing part in the X-axis direction; and An inspection device for an aircraft capable of horizontal adjustment, characterized by including a second sensor moving device for moving the sensor housing part in the Y-axis direction. In claim 11, The above inspection sensor part is, A sensor rotation plate section where the above sensor moving section is positioned; and An inspection device for an aircraft capable of horizontal adjustment, characterized by further including a sensor rotation part that rotates the sensor rotation plate part. In claim 13, The above-mentioned camera unit for confirming the aircraft type can confirm the direction of an aircraft that has landed or taken off from the above-mentioned landing housing unit. An inspection device for an aircraft capable of horizontal adjustment, characterized in that the sensor rotation part rotates the sensor rotation plate part in accordance with the direction of the aircraft confirmed by the aircraft type confirmation camera part and positions the sensor housing part in accordance with the direction of the drive system.

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