Aircraft landing method, aircraft, information processing device, program

Abstract

Provided is a method for landing an aircraft, etc., in which the landing performance of a directional aircraft is improved by heading in the nose direction in which the lift and drag are in balance, based on wind speed data and wind direction data related to the landing site. In the method for landing an aircraft according to the present invention, the aircraft is configured to generate lift in response to wind from the nose direction of the fuselage, and the nose direction of the fuselage is controlled based on wind speed data and wind direction data related to the landing site, and the descent of the fuselage is started.

Description

Technical Field

[0001] This invention relates to a landing method for an aircraft, an aircraft, an information processing device, and a program. Background Technology

[0002] In recent years, research and verification experiments have been developed for the practical application of services using drones or unmanned aerial vehicles (UAVs). In industrial applications such as express delivery, retrieval, and surveillance, research is underway on autonomous aircraft capable of flight or takeoff and landing without human intervention.

[0003] The aircraft, in order to improve service quality or operational efficiency, desires to extend its range or increase flight time. Prior to this, aircraft used for purposes such as photography, etc., Figure 18 As shown, aircraft require low directional characteristics to facilitate easy changes in direction and improve response speed. However, aircraft used in industries such as express delivery primarily move in a specific direction (e.g., forward), rather than in various directions like aircraft used for photography. In these industries, there is a need to optimize movement in a specific direction to improve flight efficiency. In view of this, Patent Document 1 discloses an aircraft that reduces the load on the rotor (see, for example, Patent Document 1).

[0004] Existing technical documents

[0005] Patent documents

[0006] Patent Document 1: U.S. Patent Application Publication No. 2020 / 0001995 Summary of the Invention

[0007] The problem that the invention aims to solve

[0008] In Patent Document 1, by making the main body have an opposing top and rear end portion, an upper and lower surface portion laid between the top and rear end portions, and a shape with two side portions, the drag of the aircraft during forward movement is reduced. Furthermore, a fuselage has been developed with the aim of creating a positive angle of attack when the rotary-wing aircraft of the present invention moves forward by making the angle between the normal to the reference plane of the main body portion and the rotation axis of the rotor between 5 and 30 degrees, thereby utilizing the lift generated by the main body portion to reduce the load on the rotor and increase flight time.

[0009] This method can extend the flight range of an aircraft. On the other hand, because aircraft are structures that easily generate lift, landing maneuvers can sometimes be time-consuming or difficult. This is because during a landing maneuver, if the hovering aircraft is exposed to wind from the direction of its nose, it generates lift, which is the force that lifts the aircraft up.

[0010] Aircraft used in industries such as express delivery require not only efficient flight but also high operational efficiency. To improve operational efficiency, it's effective to increase flight speed while simultaneously reducing takeoff and landing times. However, if the aircraft's shape, designed to improve flight efficiency, generates lift during landing, increasing the landing time, it may be difficult to simultaneously improve operational efficiency.

[0011] Therefore, the object of the present invention is to provide a landing method for an aircraft that can improve the landing performance of a directional aircraft.

[0012] Methods for solving problems

[0013] According to the present invention, a method for landing an aircraft can be provided, characterized in that, in the method for landing an aircraft, the aircraft is a structure that generates lift in response to wind from the nose direction of the fuselage, and the nose direction of the fuselage is controlled according to wind speed data and wind direction data related to the landing location, and the descent of the fuselage begins.

[0014] Invention Effects

[0015] According to the present invention, a landing method for an aircraft that can improve the landing performance of a directional aircraft can be provided.

[0016] Brief description of the attached diagram

[0017] Figure 1 This is a schematic diagram showing the cruise state of the aircraft used in the landing method of the present invention from the side.

[0018] Figure 2 yes Figure 1 A top-down view of the aircraft.

[0019] Figure 3 yes Figure 1 A side view of the aircraft while it is hovering.

[0020] Figure 4 yes Figure 3 A top-down view of the aircraft while it is hovering.

[0021] Figure 5 yes Figure 4 Functional block diagram of the aircraft.

[0022] Figure 6 yes Figure 1 A side view of an aircraft with its nose facing upwind during landing.

[0023] Figure 7 yes Figure 1 A side view of an aircraft with its nose facing downwind during landing.

[0024] Figure 8 yes Figure 1 A side view of an aircraft with its nose facing upwind during landing.

[0025] Figure 9 yes Figure 1 A side view of an aircraft with its nose facing downwind during landing.

[0026] Figure 10 This is a side view of another aircraft used in the landing method of the present invention during cruise.

[0027] Figure 11 yes Figure 10 The image shows the aircraft hovering.

[0028] Figure 12 yes Figure 10 A top-down view of the aircraft.

[0029] Figure 13 This is a side view of another aircraft used in the landing method of the present invention during cruise.

[0030] Figure 14 yes Figure 13 The image shows the aircraft hovering.

[0031] Figure 15 This is a schematic diagram showing the wind direction of an aircraft in its flight environment.

[0032] Figure 16 This is a top view of another aircraft used in the landing method of the present invention.

[0033] Figure 17 This is a top view of another aircraft used in the landing method of the present invention.

[0034] Figure 18 It is a top view of an aircraft with limited directional characteristics.

[0035] Symbol Explanation

[0036] 10: Main body; 11: Wing; 20: Flight section; 30: Cargo; 31: Rotating section; 100: Aircraft; 110a~110e: Propeller; 111a~111e: Motor. Detailed Implementation

[0037] The embodiments of the present invention will be described in detail. The landing method of the aircraft according to the embodiments of the present invention has the following structure.

[0038] [Project 1]

[0039] A method for landing an aircraft, characterized in that,

[0040] The aircraft is a structure that generates lift in response to wind from the direction of the nose of the fuselage.

[0041] Based on wind speed and direction data related to the landing site, the nose direction of the aircraft is controlled, and the descent of the aircraft begins.

[0042] [Project 2]

[0043] The landing method for the aircraft according to Project 1 is characterized in that,

[0044] The lift is generated by the main shape of the fuselage.

[0045] [Project 3]

[0046] The landing method for the aircraft according to Project 1 is characterized in that,

[0047] The lift is generated by the wings of the fuselage.

[0048] [Project 4]

[0049] The landing method of the aircraft according to any one of items 1 to 3 is characterized in that,

[0050] The control of the fuselage's nose direction is the rotation in the current yaw direction.

[0051] [Project 5]

[0052] The landing method of the aircraft according to any one of items 1 to 3 is characterized in that,

[0053] The direction of the fuselage's nose is controlled by rotation.

[0054] [Project 6]

[0055] The landing method of the aircraft according to any one of items 1 to 5 is characterized in that,

[0056] The control of the fuselage's nose direction, when the wind speed displayed by the wind speed data is within a first wind speed range that does not generate the lift, ensures that the fuselage's nose direction is upwind.

[0057] [Project 7]

[0058] The landing method of the aircraft according to any one of items 1 to 6 is characterized in that,

[0059] When the wind speed displayed on the wind speed data is within the second wind speed range that generates the lift, the nose direction of the fuselage is controlled to be leeward.

[0060] [Project 8]

[0061] The landing method for the aircraft according to Project 7 is characterized in that,

[0062] The control of the fuselage's nose direction, under conditions where the wind speed is stronger than the second wind speed range in a third wind speed range, ensures that the fuselage's nose direction is upwind.

[0063] [Project 9]

[0064] The landing method for the aircraft according to Project 7 is characterized in that,

[0065] The nose direction of the aircraft is controlled to change the predetermined landing location when the wind speed is in a third wind speed range that is stronger than the second wind speed range.

[0066] [Project 10]

[0067] An aircraft characterized in that,

[0068] The aircraft is a structure that generates lift in response to wind from the direction of the nose of the fuselage.

[0069] Based on wind speed and direction data related to the landing site, the nose direction of the aircraft is controlled, and the descent of the aircraft begins.

[0070] [Project 11]

[0071] An information processing device that executes a landing method for an aircraft, characterized in that,

[0072] The aircraft is a structure that generates lift in response to wind from the direction of the nose of the fuselage.

[0073] In the landing method of the aircraft,

[0074] Based on wind speed and direction data related to the landing site, the nose direction of the aircraft is controlled, and the descent of the aircraft begins.

[0075] [Project 12]

[0076] A program that enables a computer to execute a method for landing an aircraft, characterized in that,

[0077] The aircraft is a structure that generates lift in response to wind from the direction of the nose of the fuselage.

[0078] The aircraft is then guided to descent by controlling the nose direction of the fuselage based on wind speed and direction data relevant to the landing location.

[0079] <Details of the embodiments of the present invention>

[0080] The following is a reference to the appendix. Figure 1 The landing method of the aircraft according to an embodiment of the present invention will be described below.

[0081] <Details of the First Implementation>

[0082] like Figures 1-4 As illustrated, the autonomous aircraft of the embodiments of the present invention has at least a flight section 20 including elements such as a propeller 110 or a motor 111 for flight, and is equipped with energy (e.g., a secondary battery or fuel cell, fossil fuel, etc.) for these actions. From the viewpoint of reducing the usable area during takeoff and landing, aircraft used for delivery, search, surveillance, etc., are preferably aircraft with multiple propellers and motors, known as VTOL or multi-rotor aircraft, which are capable of vertical takeoff and landing and do not require a large area such as a runway.

[0083] Furthermore, the aircraft 100 shown in the illustration is simplified for ease of explaining the structure of the present invention; for example, detailed structures such as the control unit are not shown.

[0084] The aircraft 100 takes the direction of arrow D (-Y direction) in the figure as its forward direction (details will be explained later).

[0085] In addition, in the following descriptions, terms are sometimes distinguished according to the following definitions: Forward and backward directions: +Y and -Y directions; Up and down directions (or vertical directions): +Z and -Z directions; Left and right directions (or horizontal directions): +X and -X directions; Moving direction (forward): -Y direction; Moving backward (backward): +Y direction; Upward direction (above): +Z direction; Downward direction (below): -Z direction.

[0086] The propeller 110 rotates by receiving output from the motor 111. The rotation of the propeller 110 generates propulsion for the aircraft 100 to take off from its departure point, move, and land at its destination. In addition, the propeller 110 is capable of rotating to the right, stopping, and rotating to the left.

[0087] The aircraft of the present invention has a propeller 110 having one or more blades. The number of blades (rotors) can be arbitrary (e.g., one, two, three, four, or more blades). Furthermore, the shape of the blades can be any shape, such as planar, curved, twisted, conical, or a combination thereof. Moreover, the shape of the blades can vary (e.g., telescoping, folding, bending, etc.). The blades can be symmetrical (having the same upper and lower surfaces) or asymmetrical (having upper and lower surfaces with different shapes). The blades can be formed into appropriate geometric shapes to generate dynamic aerodynamic forces (e.g., lift, thrust) when the blower, wing, or blade moves in the air. The geometric shape of the blades can be appropriately selected to optimize the dynamic aerodynamic characteristics of the blades, such as increasing lift and thrust, and reducing drag.

[0088] Furthermore, the propeller of the aircraft 100 of the present invention may be a fixed pitch, a variable pitch, or a combination of fixed pitch and variable pitch, but is not limited thereto.

[0089] Motor 111 generates rotation of propeller 110; for example, the drive unit may include an electric motor or engine. The blades may be driven by the motor and rotate about the motor's axis of rotation (e.g., the motor's long axis).

[0090] The blades can rotate in the same direction all at once, or they can rotate independently. Some blades may rotate in one direction, while others rotate in another. All blades can rotate at the same speed, or they can rotate at different speeds. The speed can be determined automatically or manually based on the size of the moving body (e.g., size, weight) or the control status (speed, direction of movement, etc.).

[0091] The aircraft 100 determines the speed of each motor or the flight angle based on wind speed and direction using a flight controller or remote controller. This allows the aircraft to ascend / descend, accelerate / decelerate, or...

[0092] Movement such as turning.

[0093] The aircraft 100 can fly autonomously according to routes or rules set in advance or during flight, or be controlled by a remote controller.

[0094] The aforementioned aircraft 100 has Figure 5 Example function blocks. In addition... Figure 5The functional blocks represent the minimum reference structure. The flight controller is the so-called processing unit. The processing unit may have one or more processors, such as a programmable processor (e.g., a central processing unit (CPU)). The processing unit has memory (not shown) that it can access. The memory stores logic, code, and / or program commands executable by the processing unit to perform one or more steps. The memory may, for example, contain removable media such as an SD card or random access memory (RAM) or external storage devices. Data acquired from cameras or sensors can be directly transferred and stored in the memory. For example, still / moving image data captured by cameras are recorded in internal or external memory.

[0095] The processing unit includes a control module configured to control the state of the rotary-wing aircraft. For example, the control module controls the rotary-wing aircraft's propulsion mechanism (motor, etc.) to adjust its six degrees of freedom (translational motion x, y, and z, and rotational motion θ). x θ y and θ z The control module controls the spatial configuration, speed, and / or acceleration of the rotary-wing aircraft. It can control the status of one or more of the payloads or sensors.

[0096] The processing unit is capable of communicating with a transceiver unit, which is configured to send and / or receive data from one or more external devices (e.g., terminals, display devices, or other remote controllers). The transceiver can use any suitable communication means, such as wired or wireless communication. For example, the transceiver unit can utilize one or more of the following: local area network (LAN), wide area network (WAN), infrared, wireless, WiFi, peer-to-peer (P2P) network, telecommunications network, cloud communication, etc. The transceiver unit can send and / or receive one or more of the following: data acquired by sensors, processing results generated by the processing unit, specified control data, and user commands from terminals or remote controllers.

[0097] The sensor types in this embodiment may include inertial sensors (accelerometers, gyroscopes), GPS sensors, proximity sensors (e.g., radar), or vision / image sensors (e.g., cameras).

[0098] like Figure 1 and Figure 3As illustrated, the propeller 110 of the aircraft 100 in the embodiment of the present invention has its rotation surface facing upward or downward, for example, during takeoff / hovering in calm conditions. That is, the rotation axis of the propeller 110 extends in a substantially vertical direction. During travel, compared to takeoff / hovering, the rotation surface is tilted forward toward the direction of travel. The forward-tilted propeller 110 generates upward lift and thrust toward the direction of travel through the rotation of the motor 111, thereby propelling the aircraft 100 forward.

[0099] The aircraft 100 has a main body 10 capable of housing a processing unit, battery, payload 30, etc. The main body 10 is fixedly connected to the flight unit 20, and the attitude of the main body 10 changes with the attitude of the flight unit 20. During the movement of the aircraft 100, by optimizing the shape of the main body 10 in the attitude of the aircraft 100 during cruise that is expected to be maintained for a long time, the speed is increased, thereby efficiently shortening the flight time.

[0100] like Figures 10-12 As illustrated, the payload 30 mounted on the aircraft 100 can be connected in a manner that allows it to be displaced independently of the flight unit 20. By being able to displace independently, the payload 30 can be positioned at a predetermined angle (e.g., horizontal) regardless of the orientation of the flight unit 20.

[0101] Preferably, the main body 10 has an outer shell with strength capable of withstanding flight or takeoff and landing. For example, plastic, FRP, etc., are preferred as raw materials for the outer shell due to their rigidity or water resistance. These raw materials may be the same as those used for the frame 21 (including the arm) included in the flight section 20, or they may be different materials.

[0102] Furthermore, the motor mount, frame 21, and main body 10 of the flight section 20 can be constructed by connecting various components, or they can be formed as a single unit using a monolithic shell structure or integral molding (for example, integrally molding the motor mount and frame 21, or integrally molding the motor mount, frame 21, and main body 10 together). By making the components integral, the joints between the components can be smoothed, thus reducing drag or increasing fuel consumption in aircraft such as blended wing-body or lifting body designs.

[0103] The aircraft 100 has at least one of a main body 10 or a wing 11 configured in a shape that minimizes drag during cruise (e.g., a streamlined shape with opposing top and rear ends, and a surface component connecting the top and rear ends). For example, Figure 16 The illustrated aircraft is a structure with wings 11 separate from the main body 10. Figure 17 The illustrated aircraft is a holoplane whose entire fuselage is composed of wings 11. Figure 16 and Figure 17 In the illustrated aircraft, at least the wing portion 11 is configured in a shape that minimizes drag when the aircraft 100 is in a cruise posture. This reduces the impact of relative wind from the nose direction during cruise, improving fuel efficiency. As shown in Patent Document 1, it is preferable to have a shape that generates positive lift when using the lift generated by the main body portion 10 or the wing portion 11, and conversely, to have a shape that generates no lift or negative lift when not using the lift generated by the main body portion 10 or the wing portion 11.

[0104] To avoid reducing the reliability of the aircraft, it is preferable not to use mechanisms such as tilting wings or tilting rotors, and when in use, it is preferable to keep the tilt angle (movable range) narrow.

[0105] like Figures 1-4 As illustrated, in a structure without a tilting mechanism, the main body 10 or wing 11 is configured to reduce drag during cruise compared to hovering, resulting in a smaller positive angle of attack during cruise and a larger negative angle of attack during hovering. It can be inferred that when the aircraft's angle changes from hovering to cruise, if it is exposed to wind from the nose direction, a positive lift force will be applied to the aircraft.

[0106] The aircraft 100 involved in this invention is an autonomous aircraft capable of automatically performing at least a portion of flight and takeoff and landing without relying on visual human control. By using data obtained through GNSS or various sensors, the aircraft's position and surrounding environment data are acquired, and actions such as flight path, speed, and obstacle avoidance are determined by the aircraft's processing unit or external equipment.

[0107] The coordinate data, such as the destination or flight path, used by the aircraft 100 can be provided in advance before takeoff or via communication during flight. In cases where only the destination is specified without providing a flight path, or where a flight path is provided but can be changed, the aircraft itself can determine the flight path based on obstacle or weather data obtained through communication or sensors.

[0108] In a directional aircraft 100 with a main body 10, it is further preferable that the nose of the aircraft 100 is oriented upwind. This can effectively reduce drag from the wind acting on the aircraft 100 (the combined force of ambient wind and wind generated by forward movement).

[0109] When the aircraft 100 reaches the vicinity of the destination, it enters the landing procedure. At this time, the aircraft descends in a manner unaffected by the lift generated by the main body 10, and descends in the prescribed direction, thereby achieving a successful landing.

[0110] Before initiating the landing maneuver, the aircraft 100 performing the landing method of the present invention obtains or infers at least one of the wind direction data or wind speed data blowing towards it, through data obtained from sensors mounted on the aircraft 100 or from external sources, or through calculations performed based on a database. Based on the values ​​of the wind direction data or wind speed data, the processing unit determines whether a change in the aircraft's nose direction is necessary or unnecessary, and determines the direction to be changed. Furthermore, the threshold used as a reference for determining whether to change the nose direction and in which direction to change it is predetermined based on the aircraft's structure or characteristics (e.g., the expected landing wind speed or the expected cruise speed). For example, the permissible range of wind speeds that allow the aircraft to land sequentially with its nose facing the wind is significantly different in an aircraft fuselage designed with landing performance in mind and an aircraft fuselage designed with cruise performance in mind.

[0111] Changing the nose direction allows for methods of turning the aircraft 100 around or rotating it in the current yaw direction. For example, by setting the nose direction downwind, the aircraft 100 is less likely to generate lift, and by tilting it backward to counteract the wind, it adopts a negative angle of attack, thus making it easier to descend.

[0112] Changes in nose direction can begin after reaching the destination directly above it, or between the takeoff point and the destination. In particular, in environments where wind speed or direction is predicted for a specific date and time based on terrain or monsoon conditions, a predetermined direction can be established, allowing the aircraft to approach the destination with its nose pointing in that direction. Further adjustments can then be made based on actual observation data, or no adjustments may be necessary.

[0113] In aircraft operating at high altitudes (e.g., those cruising at altitudes above 50 meters above the ground), nose-direction control may not be required during the descent from the operating altitude to a predetermined altitude. Nose-direction control can begin once the aircraft has descended to the predetermined altitude (e.g., near the ground, around 10 meters above the ground). This is because the descent up to the predetermined altitude is typically accompanied by forward movement or turns to improve stability. In this case, nose-direction control is less necessary during the period without vertical descent, and therefore can be omitted. On the other hand, below the predetermined altitude (e.g., near the ground), the descent is performed approximately vertically to avoid contact with obstacles, thus requiring nose-direction control for stable descent. Therefore, it is preferable to perform nose-direction control at the start of the approximately vertical descent (e.g., before it begins). In cases where the descent begins with horizontal movement such as forward movement or turns as described above, it is preferable to perform nose-direction control when the descent switches to approximately vertical descent.

[0114] according to Figure 15The illustrated diagram illustrates an example of the operation of aircraft 100 with threshold and actual wind speed data. In the following description, wind is set to blow from direction 0 (12). In addition, when a certain range is represented by numbers, it is displayed in a clockwise direction, for example, "direction 1-direction 4" includes directions 1, 2, 3, and 4.

[0115] In calm or light wind conditions relative to the aircraft 100, the landing conditions of the aircraft 100 are the same regardless of which direction the nose of the aircraft 100 is facing from direction 0 to direction 12, thus the control method does not change the nose direction. Next, within the specified wind speed range, the control method changes the nose direction of the aircraft 100 to direction 6. Finally, if the wind speed exceeds the specified range, the control method is changed according to the speed of the exceedance and the characteristics of the aircraft 100 (for example, changing the nose direction of the aircraft 100 to any one of direction 0 to direction 12, etc.).

[0116] When the wind is within the first wind speed range (e.g., no wind or very weak wind), meaning the hovering main body 10 or wing 11 does not generate enough lift to lift the aircraft 100, no change in nose direction is performed. When the lift generated by the main body 10 or wing 11 is insufficient to lift the aircraft 100, it does not significantly affect the landing of the aircraft 100. Therefore, the aircraft 100 reduces the output of each rotor without changing its nose direction, and rapidly descends vertically.

[0117] On the other hand, when the wind is within the second wind speed range, exceeding the first wind speed range, such as Figure 7 As illustrated, the nose direction is changed to the leeward side. Then, the aircraft 100 descends with a backward control that makes the output of the rotor in the nose direction greater than the output of the rotor in the tail direction. At this time, the backward component cancels out the wind, and sometimes the descent appears to be approximately vertical.

[0118] As an example of a shape with low resistance, it has Figure 13-14 The object has a wing shape as shown. It is known that this shape has a lift coefficient of 0 at an angle of attack of 0. Therefore, for example, an aircraft having a main body 10 or wing 11 configured to not generate lift during cruise, when hovering or vertically taking off and landing in an environment where the wind speed is below the cruise speed, such as... Figure 6 As illustrated, the main body 10 or the wing 11 becomes a positive angle of attack, generating positive lift.

[0119] When a positive lift force is applied to a descending aircraft 100, the descent is hindered, leading to an increase in landing time. Furthermore, it is conceivable that a landing may become impossible. By changing the nose direction to a leeward direction, it is easier to achieve a negative angle of attack for the main body 10 or the wing 11. Therefore, a negative lift force is applied to the aircraft, thus reducing the likelihood of increased landing time. In addition, it is possible to expect more efficient speed increases.

[0120] When the wind speed exceeds the third wind speed range beyond the second wind speed range, the control method for changing the nose direction can be changed to enter the process of assuming strong winds.

[0121] As a more specific example, such as Figure 9 As illustrated, when the nose is positioned leeward with the tail directly opposite the wind speed exceeding the threshold of the second wind speed range (i.e., the third wind speed range), the attitude of the main body 10 or wing 11 becomes a stronger negative angle of attack. In this case, the projected area relative to the wind increases significantly, and consequently, the drag also increases significantly. When the aircraft 100 is blown leeward, it enters a vicious cycle where, in order to counteract the stronger wind, the output of the rotor on the nose side increases, further strengthening the negative angle of attack and increasing drag. Therefore, it is sometimes difficult to land at the destination.

[0122] In addition, because the spacing between the rotor blades in the Y direction becomes narrower when viewed from above, it is easier to disrupt the balance compared to when the spacing between the rotor blades is wider.

[0123] The behavior of the aircraft 100 when the wind speed exceeds the second wind speed range and falls within the third wind speed range may vary depending on the structure or characteristics of the aircraft 100. Furthermore, the direction of movement of the aircraft 100 may vary depending on the environment surrounding the destination; therefore, the structure of the process during strong winds allows for various possible actions.

[0124] For example, in the course of a flight to search for a destination, there is a method to change the intended landing location and attempt to land at the other location when landing at a location other than the intended landing location is permitted.

[0125] Additionally, control measures can be implemented to prevent lift generation and increase drag by positioning the aircraft 100 so that its nose or tail is not directly upwind, but rather its side or tilt is directed upwind. According to... Figure 15 The illustrated diagram illustrates that, relative to wind blowing from direction 0 (12), the machine head is oriented towards directions 1-5, 7-11, etc. Therefore, it can become... Figure 8 The state shown (with the nose of the aircraft facing the wind) and Figure 9In the intermediate state shown (with the tail facing the wind direction), within the third wind speed range, the nose can be oriented towards directions 4, 5, 7, 8, etc., in a way that prioritizes generating lift over increasing drag, or the nose can be oriented towards directions 1, 2, 10, 11, etc., in a way that prioritizes increasing drag (especially referring to the lower section).

[0126] In addition, such as Figure 8 As illustrated, when the nose is positioned upwind (e.g., facing directly) and the tail downwind relative to wind speeds within the third wind speed range, compared to the case where the nose is positioned downwind and the tail upwind (e.g., facing directly), the increase in the projected area relative to the wind (i.e., the area viewed from the front when the upwind side is defined as the front) is smaller when the rotor surface is tilted by the same amount. Therefore, the increase in drag can be suppressed, and the aircraft 100 is less likely to be blown downwind. As described above, by generating positive lift by positioning the nose upwind, although landing becomes more difficult, it is possible to avoid being blown into the XY direction and coming into contact with surrounding structures.

[0127] <Details of the Second Implementation>

[0128] In the details of the second embodiment of the present invention, since the constituent elements that are repeated in the first embodiment perform the same operations, the description is omitted again.

[0129] When an aircraft 100 performs a landing maneuver without a threshold for the wind speed range relevant to the determination of the landing maneuver, it is difficult to pre-adjust the approach direction and other parameters for descent. In such cases, upon reaching the destination, the aircraft rotates in the current yaw direction and, based on state information such as motor speed, aircraft position information, and sensor information (e.g., vibration sensor, gyroscope sensor, accelerometer, etc.), compares the acquired state information with reference state information with a set reference value, and based on the result, descends at a point where lift and drag are well balanced (e.g., below the reference value, or where changes in state information are minimal within a specified time), thereby improving landing performance.

[0130] according to Figure 15The illustrated diagram illustrates an example of the operation. When the wind blows from direction 0 (12), the nose of the aircraft is set to face direction 2. It is understood that when the aircraft begins to rotate in the current yaw direction (e.g., clockwise), as the nose direction changes from direction 3 to direction 4, even if the motor speed is the same, the aircraft tends to decrease in altitude or tilt. Therefore, it is preferable for the aircraft to descend with its nose facing more towards direction 4 than towards direction 3. Furthermore, if it is determined that the direction in which the aircraft is most likely to descend is direction 6 if it continues to rotate, and if the altitude is not likely to decrease further after changing to direction 7, it is preferable for the aircraft to descend with direction 6 as its nose direction.

[0131] According to this landing method, it is not necessary to pre-calculate the characteristics of the aircraft or the influence value of the surrounding environment. Based on the information obtained from various sensors on the aircraft (e.g., gyroscope sensors, altitude sensors, GPS receivers, etc.), the state of lift or drag acting on the aircraft can be determined, and information on the nose direction suitable for landing can be obtained.

[0132] Directional aircraft are expected to be used in industries such as delivery, surveillance, and retrieval. Furthermore, the rotary-wing aircraft of this invention can be used in industries related to multi-rotor / drone aircraft, and can also be applied to various industries such as security, agriculture, research, disaster response, and infrastructure inspection.

[0133] The above-described embodiments are merely illustrative for ease of understanding of the present invention and are not intended to limit or explain the invention. The present invention can be modified and improved without departing from its spirit, and it should be considered that the present invention includes its equivalents.

Claims

1. A method for landing an aircraft, characterized in that, The aircraft is a structure that generates lift in response to wind from the direction of the nose of the fuselage. The aircraft has a flight section including a propeller and a motor. Based on wind speed and direction data related to the landing location, the fuselage descent begins by controlling the nose direction of the fuselage at the landing location by setting the nose direction of the fuselage downwind and tilting it backward to counteract the wind, setting the angle of attack of the nose direction of the fuselage relative to the wind to a negative angle of attack, thereby implementing rotational control in the current yaw direction.

2. The landing method for an aircraft according to claim 1, characterized in that, The lift is generated by the main shape of the fuselage.

3. The landing method for an aircraft according to claim 1, characterized in that, The lift is generated by the wings of the fuselage.

4. An aircraft, characterized in that, The aircraft is a structure that generates lift in response to wind from the direction of the nose of the fuselage. The aircraft has a flight section including a propeller and a motor. Based on wind speed and direction data related to the landing location, the fuselage descent begins by controlling the nose direction of the fuselage at the landing location by setting the nose direction of the fuselage downwind and tilting it backward to counteract the wind, setting the angle of attack of the nose direction of the fuselage relative to the wind to a negative angle of attack, thereby implementing rotational control in the current yaw direction.

5. An information processing device that executes a landing method for an aircraft, characterized in that, The aircraft is a structure that generates lift in response to wind from the direction of the nose of the fuselage. The aircraft has a flight section including a propeller and a motor. In the landing method of the aircraft, Based on wind speed and direction data related to the landing location, the fuselage descent begins by controlling the nose direction of the fuselage at the landing location by setting the nose direction of the fuselage downwind and tilting it backward to counteract the wind, setting the angle of attack of the nose direction of the fuselage relative to the wind to a negative angle of attack, thereby implementing rotational control in the current yaw direction.

6. A storage medium storing a program that causes a computer to execute a landing method for an aircraft, characterized in that, The aircraft is a structure that generates lift in response to wind from the direction of the nose of the fuselage. The aircraft has a flight section including a propeller and a motor. The descent of the aircraft is initiated by controlling the nose direction of the fuselage at the landing location based on wind speed and direction data related to the landing location. This is done by setting the nose direction of the fuselage downwind and tilting it backward to counteract the wind, setting the angle of attack of the nose direction of the fuselage relative to the wind to a negative angle, and thus implementing rotational control in the current yaw direction.

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