Control method of flying body

Abstract

To provide a control method of a flying body.SOLUTION: A method for controlling the direction of a flying body is provided based on predetermined information so that the flying body faces a direction that improves flight efficiency compared to the immediately preceding state. According to this configuration, a flight control method is provided that enables a directional flying body to fly in an optimal attitude in relation to the relative wind direction and speed during flight, thereby enabling the flying body to actively utilize lift and reduce drag. According to this configuration, an optimal flight attitude can be obtained by adjusting the wind direction and flying body direction, thereby improving fuel efficiency and increasing safety.SELECTED DRAWING: Figure 5

Description

[Technical field]

[0001] The present invention relates to a method for controlling the flight of an aircraft. [Background technology]

[0002] In recent years, research and demonstration experiments have been conducted toward the practical application of services using drones, unmanned aerial vehicles (UAVs), and other flying objects (collectively referred to as "flying objects" below). Flying objects generally called multicopters (collectively referred to as multicopters below) have multiple fixed-pitch propellers and move by tilting the aircraft, so unlike general fixed-wing aircraft, they do not require runways for takeoff and landing, making them suitable for parcel delivery, rescue, and other such purposes, and therefore can be operated in relatively small areas.

[0003] However, the airframe shape of a multicopter is less fuel-efficient than a typical fixed-wing aircraft that flies using the lift generated by the main wings, and does not take into consideration the drag generated by the main body. In view of this situation, Patent Document 1 discloses an aircraft that reduces the load on the rotors. (See, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0004] [Patent Document 1] U.S. Patent Application Publication No. 2020 / 0001995 Summary of the Invention [Problem to be solved by the invention]

[0005] In Patent Document 1, an aircraft (hereinafter collectively referred to as the conventional aircraft) has been developed in which the angle between the rotation axis of the rotor and the normal to the reference plane of the main body is between 5 and 30 degrees, thereby forming a positive angle of attack when the rotorcraft of the present invention moves forward, and the lift generated by the main body reduces the load on the rotor and improves flight time.

[0006] Multicopters consume energy constantly while remaining in the air. Conventional aircraft reduce energy consumption and improve flight time. This effect is achieved by flying a directional aircraft at an appropriate angle to the wind, but since multicopters can fly without always facing the wind like fixed-wing aircraft, they may fly at an inefficient angle and fail to achieve the effect or increase energy consumption.

[0007] In addition, when flying outdoors, the aircraft will encounter winds from various directions in addition to the wind that it encounters as it moves forward. For example, it is clear that the direction in which the aircraft should point its nose will be different when there is no wind and when there is a strong crosswind, even if the aircraft is moving at the same speed and in the same direction.

[0008] Therefore, one object of the present invention is to provide a flight control method that enables a directional aircraft to fly in an attitude that is suitable for the relative wind direction and speed during flight, in order to actively utilize lift and reduce drag. [Means for solving the problem]

[0009] According to the present invention, it is possible to provide a method for controlling an aircraft, which controls the aircraft direction based on predetermined information so that the aircraft faces in a direction that improves flight efficiency compared to the immediately preceding state. Effect of the Invention

[0010] According to the present invention, a flying method that improves the flight efficiency of an aircraft can be provided. [Brief description of the drawings]

[0011] [Figure 1] FIG. 2 is a conceptual diagram showing a side view of an aircraft according to the present invention during cruising. [Diagram 2] FIG. 2 is a functional block diagram of the aircraft of FIG. 1. [Diagram 3]FIG. 2 is a side view of the aircraft in FIG. 1 during hovering. [Figure 4] FIG. 2 is a top view of the aircraft in FIG. 1 during hovering. [Diagram 5] FIG. 1 is a diagram showing a typical airfoil shape. [Figure 6] 6 is a graph showing the lift characteristics of the airfoil of FIG. 5. [Figure 7] 6 is a graph showing the resistance characteristics of the airfoil of FIG. 5. [Figure 8] FIG. 2 is a side view of an example of the configuration of an aircraft according to the present invention during cruising. [Figure 9] FIG. 9 is a side view of the aircraft in FIG. 8 during hovering. [Figure 10] FIG. 9 is a top view of the aircraft in FIG. 8 during hovering. [Figure 11] FIG. 9 is a schematic diagram showing the main body shape of the flying object in FIG. 8. [Figure 12] 12 is a graph showing lift characteristics of the shape of FIG. 11. [Figure 13] 12 is a graph showing the resistance characteristics of the shape of FIG. 11. [Figure 14] FIG. 2 is a side view of an example of the configuration of an aircraft according to the present invention during cruising. [Figure 15] FIG. 15 is a side view of the aircraft in FIG. 14 in hovering mode. [Figure 16] FIG. 2 is a side view of a conventional aircraft cruising. [Figure 17] FIG. [Figure 18] FIG. 18 is a side view of the aircraft of FIG. 17 in hovering. [Figure 19] FIG. 2 is a top view of a conventional aircraft hovering. [Figure 20] FIG. 20 is a side view of the aircraft of FIG. 19 in hovering. [Figure 21] FIG. 2 is a top view of a conventional aircraft hovering. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] The contents of the embodiments of the present invention will be listed and described below. A flying method of an aircraft according to an embodiment of the present invention has the following configuration. [Item 1] Controlling the direction of the aircraft based on predetermined information so that the aircraft faces in a direction that improves flight efficiency compared to the immediately preceding state. A method for controlling an aircraft. [Item 2] A method for controlling an aircraft according to item 1, The flying object flies in a traveling direction, Controlling the aircraft direction of the aircraft regardless of the traveling direction. A method for controlling an aircraft. [Item 3] A method for controlling an aircraft according to any one of claims 1 and 2, the direction in which the flight efficiency is improved is a preset direction with respect to the aircraft body, Controlling the aircraft direction to the set direction; A method for controlling an aircraft. [Item 4] A method for controlling an aircraft according to item 3, The set direction is a direction in which flight efficiency is maximized when the aircraft receives wind from a predetermined direction. A method for controlling an aircraft. [Item 5] A method for controlling an aircraft according to item 4, The set direction is a direction in which flight efficiency is maximized when the front of the aircraft is faced directly against the wind. A method for controlling an aircraft. [Item 6] A method for controlling an aircraft according to item 1, Controlling the aircraft direction based on information on the wind that the aircraft is affected by. A method for controlling an aircraft. [Item 7] Item 6. A method for controlling an aircraft according to item 6, Obtaining a relative wind direction to the flying object; Controlling the aircraft direction based on the acquired relative wind direction. A method for controlling an aircraft. [Item 8] Item 6. A method for controlling an aircraft according to item 6, Obtaining a relative wind direction and a relative wind speed to the flying object; controlling the aircraft direction based on the acquired relative wind speed and the acquired relative wind direction; A method for controlling an aircraft. [Item 9] Item 6. A method for controlling an aircraft according to item 5, The information on the wind that affects the flying object is information calculated based on both the speed of the flying object in the traveling direction and at least one of the wind direction and wind speed around the flying object. A method for controlling an aircraft. [Item 10] A method for controlling an aircraft according to any one of items 5 to 8, The flying object is equipped with a wind vane; Controlling the aircraft direction according to the wind direction acquired from the wind vane. A method for controlling an aircraft. [Item 11] A method for controlling an aircraft according to any one of items 5 to 9, By also referring to an external wind direction information database, the direction of the aircraft is controlled based on information on the wind that the aircraft is affected by. A method for controlling an aircraft. [Item 12] A method for controlling an aircraft according to item 1, When the aircraft is hovering, the aircraft direction is controlled so as to reduce wind resistance to the aircraft. A method for controlling an aircraft. [Item 13] A method for controlling an aircraft according to item 1, When the aircraft ascends or descends, the aircraft direction of the aircraft is controlled so as to reduce wind resistance to the aircraft. A method for controlling an aircraft. [Item 14] A method for controlling an aircraft having an asymmetric shape in the front-rear and left-right directions, comprising: The traveling direction of the aircraft is controlled to be different from the forward / rearward direction. Control direction of the aircraft. [Item 15] A method for controlling an aircraft flying in a direction of travel, comprising: Obtaining a relative wind direction to the flying object; Controlling the aircraft to change its nose direction based on the relative wind direction. Control direction of the aircraft. [Item 16] A flight control unit that causes the aircraft to fly in the direction of travel; A sensor unit for acquiring predetermined information that affects the flight; A calculation unit that calculates a direction in which flight efficiency is improved compared to a previous state based on the predetermined information regardless of the traveling direction; an aircraft direction control unit that controls the aircraft direction of the aircraft based on the result of the calculation; An aircraft equipped with [Item 17] The control unit of the aircraft Flight control means for flying in the direction of travel; sensor means for acquiring predetermined information affecting said flight; a calculation means for calculating a direction in which flight efficiency is improved compared to the immediately preceding state based on the predetermined information, regardless of the traveling direction; The airframe direction control means controls the airframe direction of the airframe based on the result of the calculation. Flight control program. [Item 18] A flight control server device configured to be able to communicate via a network, A control means for controlling the flight of the aircraft; A flight control means for flying the aircraft in a direction of travel; sensor means for acquiring predetermined information affecting said flight; a calculation means for calculating a direction in which flight efficiency is improved compared to the immediately preceding state based on the predetermined information, regardless of the traveling direction; The airframe direction control means controls the airframe direction of the airframe based on the result of the calculation. Flight control program. [Item 19] A flight control system including an aircraft and a flight control server device configured to be able to communicate with the aircraft via a network, The flight control server provides the aircraft with information necessary for flight in a direction of travel; The aircraft direction of the aircraft is controlled based on predetermined information, regardless of the traveling direction, so that the aircraft faces in a direction that improves flight efficiency compared to the immediately preceding state. Flight control system. [Item 20] A flight control system including an aircraft and a flight control server device configured to be able to communicate with the aircraft via a network, The flying object flies in a forward direction, The flight control server provides the squadron with a signal for controlling the direction of the aircraft so that the aircraft faces a direction that improves flight efficiency compared to the previous state based on predetermined information, regardless of the direction of travel. Flight control system.

[0013] <Details of the embodiment of the present invention> Hereinafter, a flying method for an aircraft according to an embodiment of the present invention will be described with reference to the drawings.

[0014] <Details of the first embodiment>

[0015] As shown in FIG. 1, an aircraft 100 according to an embodiment of the present invention is equipped with at least a main body 10, a plurality of rotor units consisting of a propeller 110 and a motor 111, and an aircraft unit 20 including elements such as a motor mount and frame 21 that support the rotor units, in order to fly, and it is desirable for the aircraft 100 to be equipped with energy (e.g., a secondary battery, a fuel cell, a fossil fuel, etc.) for operating these components.

[0016] It should be noted that the illustrated flying object 100 is depicted in a simplified manner in order to facilitate explanation of the structure of the present invention, and detailed configurations of, for example, the control unit, etc. are not shown.

[0017] The forward direction of the aircraft 100 is the direction of arrow D in the figure (-Y direction) (more details will be given later).

[0018] In the following description, terms may be used according to the following definitions: forward / backward direction: +Y direction and -Y direction, up / down direction (or vertical direction): +Z direction and -Z direction, left / right direction (or horizontal direction): +X direction and -X direction, forward direction (forward): -Y direction, backward direction (rearward): +Y direction, upward direction (upward): +Z direction, downward direction (downward): -Z direction

[0019] In addition, the direction of travel of the aircraft is defined as shown in Figure 0. Unless otherwise specified, the destination of the aircraft is direction 0, which is the direction of arrow D.

[0020] The propeller 110 rotates by receiving an output from the motor 111. The rotation of the propeller 110 generates a thrust force for causing the flying object 100 to take off from a departure point, move, and land at a destination. The propeller 110 can rotate in a right direction, stop, and rotate in a left direction.

[0021] The propeller 110 of the aircraft of the present invention has one or more blades. There can be any number of blades (rotors) (e.g., 1, 2, 3, 4, or more blades). The blades can be flat, curved, kinked, tapered, or any combination thereof. The blades can be variable in shape (e.g., extendable, foldable, bent, etc.). The blades can be symmetric (having identical upper and lower surfaces) or asymmetric (having upper and lower surfaces with different shapes). The blades can be formed into airfoils, wings, or any geometry suitable for generating aerodynamic forces (e.g., lift, thrust) as the blade moves through the air. The blade geometry can be selected to optimize the blade's aerodynamic properties, such as increasing lift and thrust and reducing drag.

[0022] The propellers equipped on the aircraft of the present invention may be of fixed pitch, variable pitch, or a combination of fixed pitch and variable pitch, but are not limited to these.

[0023] The motor 111 generates the rotation of the propeller 110; for example, the drive unit may include an electric motor or an engine, etc. The blades may be driven by the motor and rotate around the motor's rotation axis (e.g., the motor's longitudinal axis).

[0024] The blades can all rotate in the same direction, or they can rotate independently. Some blades rotate in one direction and others in the other direction. The blades can all rotate at the same RPM, or they can each rotate at a different RPM. The RPM can be determined automatically or manually based on the dimensions of the moving object (e.g., size, weight) and the control state (speed, direction of movement, etc.).

[0025] The flying object 100 determines the rotation speed of each motor and the flight angle according to the wind speed and direction using a flight controller, a radio control system, etc. This allows the flying object to move by ascending and descending, accelerating and decelerating, and changing direction.

[0026] The aircraft 100 can fly autonomously according to routes and rules set in advance or during flight, or can fly by being controlled using a remote control.

[0027] The above-described flying object 100 has the functional blocks shown in FIG. 1. The functional blocks in FIG. 1 are a minimum reference configuration. The flight controller is a 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 a memory (not shown) and is accessible to the memory. The memory stores logic, code, and / or program instructions that the processing unit can execute to perform one or more steps. The memory may include, for example, a separable medium such as an SD card or a random access memory (RAM) or an external storage device. Data acquired from a camera or sensors may be directly transmitted to and stored in the memory. For example, still image and video data captured by a camera or the like is recorded in an internal memory or an external memory.

[0028] The processing unit includes a control module configured to control the state of the rotorcraft. For example, the control module may be configured to control 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 propulsion mechanisms (e.g., motors) of the rotorcraft to adjust the spatial arrangement, speed, and / or acceleration of the rotorcraft having a rotorcraft with a rotor blade. The control module can control one or more of the onboard components, the state of the sensors, etc.

[0029] The processing unit can communicate with a transceiver configured to transmit and / or receive data from one or more external devices (e.g., a terminal, a display device, or other remote controller). The transceiver can use any suitable communication means, such as wired or wireless communication. For example, the transceiver can utilize one or more of a local area network (LAN), a wide area network (WAN), infrared, radio, WiFi, a point-to-point (P2P) network, a telecommunication network, cloud communication, etc. The transceiver can transmit and / or receive one or more of data acquired by sensors, processing results generated by the processing unit, predetermined control data, user commands from a terminal or a remote controller, etc.

[0030] The sensors according to this embodiment may include inertial sensors (accelerometers, gyro sensors), GPS sensors, proximity sensors (e.g., lidar), or vision / image sensors (e.g., cameras).

[0031] In the embodiment of the present invention, the plane of rotation of the propeller 110 equipped on the flying object 100 is tilted forward toward the direction of travel when traveling. The forward-tilted plane of rotation of the propeller 110 generates upward lift and thrust in the direction of travel, which propels the flying object 100 forward.

[0032] The flying object 100 is equipped with a main body 10 capable of housing an on-board processing unit, a battery, a payload, and the like. The main body 10 is fixedly connected to the flight section 20, and the attitude of the main body 10 changes in accordance with the change in attitude of the flight section 20. By optimizing the shape of the main body 10 and improving the speed in the attitude of the flying object 100 during cruising, which is expected to be maintained for a long time while the flying object 100 is moving, the flight time is efficiently shortened.

[0033] It is desirable that the main body 10 has an outer skin that is strong enough to withstand flight and takeoff and landing. For example, plastic, FRP, etc. are suitable materials for the outer skin because they are rigid and waterproof. These materials may be the same as those of the frame 21 (including the arms) included in the flying part 20, or may be different materials.

[0034] In addition, the motor mount, frame 21, and main body 10 of the flying section 20 may be constructed by connecting the respective parts, or may be molded as one piece using a monocoque structure or one-piece molding (for example, the motor mount and frame 21 may be molded as one piece, or the motor mount, frame 21, and main body 10 may all be molded as one piece, etc.). By integrating the parts, it is possible to smooth the joints between the parts, which is expected to reduce drag and improve fuel efficiency in flying bodies such as blended wing bodies and lifting bodies.

[0035] In the following description, the following terms may be used to describe winds blowing against an aircraft: Wind speed regardless of the speed of the aircraft: true wind speed - Wind direction regardless of the direction of the aircraft's movement: true wind direction - Resultant wind force combining the aircraft's moving speed, moving direction, true wind speed, and true wind direction (wind that can be obtained using the wind speed and anemometer installed on the aircraft): Relative wind - Resultant wind speed (wind speed that can be obtained by the anemometer installed on the aircraft) combining the aircraft's moving speed and the true wind speed: Relative wind speed - Resultant wind direction (wind speed that can be obtained by the wind vane installed on the aircraft) combining the direction of the aircraft's movement and the true wind direction: Relative wind direction

[0036] The shape of the aircraft 100 has directionality. For example, as shown in Figures 1 to 4, there are shapes that improve flight efficiency when the nose of the aircraft faces the wind, such as a streamlined main body with less drag when the aircraft 100 is cruising in a windless environment, a teardrop-shaped frame with less drag as shown in Figures 10 to 12, and a wing-shaped main body that actively generates lift as shown in Figures 13 to 15.

[0037] These aircraft shapes that are effective when facing the wind directly in a cruising position are ideal for utilizing the effects of the aircraft shape because, when flying in no wind, as the aircraft moves forward in the -Y direction, depending on its speed, the aircraft will experience a relative wind from the nose direction that is equal to the forward speed.

[0038] However, when flying outdoors, winds of various directions and speeds can blow depending on the terrain, so the nose of the aircraft does not always face the wind. When an aircraft in motion encounters a crosswind, it is possible to fly without reducing flight efficiency by orienting the nose so that it faces the resultant direction of the relative wind force generated by the forward speed and the crosswind force.

[0039] In addition, in environments without obstacles, such as over the sea or on grasslands, where the wind direction and speed are simple, the wind often blows from one direction, but in urban areas, winds of various strengths blow from various directions, so it is necessary to determine the appropriate nose direction from the wind speed in each direction and the traveling speed of the aircraft.

[0040] In aircraft equipped with a wind direction and speed meter, the nose is controlled to approach a posture that faces the aircraft directly relative to the acquired relative wind direction. For example, in a windless environment, the relative wind for an aircraft moving in direction 0 at 10 m / s blows from direction 0, so the nose is pointed toward direction 0 and the aircraft moves in direction 0. In addition, for an aircraft moving in direction 0 at 10 m / s, in an environment where a crosswind of 10 m / s is blowing from direction 3, the relative wind for the aircraft blows from direction 1.5, so the nose is pointed toward direction 1.5.

[0041] When the true wind speed and the aircraft's traveling speed are balanced, the true wind direction, the aircraft's traveling direction, and the aircraft's nose direction have the relationship shown in Figure 5.

[0042] There are several ways to obtain wind direction and speed, including using an anemometer and anemometer mounted on the aircraft, calculating wind direction and speed from the rotation speed of the motor used by the aircraft, and obtaining observation data from an external source. The method of obtaining the information should be selected appropriately according to the conditions of the route. For example, when flying inland over terrain with complex winds, it is desirable to obtain data on the flying point immediately using the equipment mounted on the aircraft, but when flying in an environment with simple winds such as offshore, it may be possible to fly without insufficiency by using wind trends derived from past accumulated data or obtaining data transmitted from the ground. If the equipment for obtaining wind direction and speed is not mounted on the aircraft, the aircraft will be lighter accordingly.

[0043] Depending on the wind direction, there is a risk that flight efficiency will deteriorate if the nose of the aircraft is faced directly in the direction of the combined wind force. For example, if a strong tailwind is received from direction 6, turning the nose of the aircraft toward direction 3-9 will result in an inappropriate attitude for heading toward direction 0. A tailwind mode may be provided to prevent the aircraft from continuing to fly in an inappropriate attitude.

[0044] The tailwind mode control, for example, points the nose to direction 0 under the following conditions: (1) When the nose of the aircraft is pointing to direction 6 rather than direction 4 or direction 8; (2) When the wind vane equipped on the aircraft indicates direction 5 to 7.

[0045] We have described aircraft designed to improve flight efficiency primarily when moving forward in the -Y direction in front of the aircraft. In aircraft where the direction in which flight efficiency is improved is different, the aircraft is controlled to face other parts that can improve flight efficiency directly in the direction of the resultant wind force, rather than facing the nose directly in that direction.

[0046] Also, in surveillance, security, and other operations that require flying in one place (hovering), flight efficiency can be improved by orienting the nose of the aircraft directly in the direction of the relative wind. When the nose of the aircraft is directly facing the wind, the aircraft is controlled to orient its nose in the direction of the relative wind, which is the aircraft that generates the least resistance. Compared to hovering against winds coming from other directions than the nose, the aircraft is less susceptible to the effects of crosswinds and the like, and less power is consumed to face the wind, improving flight efficiency.

[0047] <Details of the second embodiment> In the details of the second embodiment of the present invention, components that overlap with those of the first embodiment perform similar operations, so repeated explanations will be omitted.

[0048] As shown in Figures 6 to 9, the flying object may be shaped to control rotation in the yaw direction in order to orient a particular face (for example, the nose) into the wind.

[0049] When the nose of the aircraft is facing upwind, the area behind the aircraft's center of gravity is made larger in side view than the area in front of the center of gravity. This means that when the aircraft receives wind from a direction other than the nose, the rear of the aircraft, which receives the wind over a larger area, is pushed by the wind and becomes downwind, and the nose, which is the front of the aircraft, faces upwind.

[0050] In addition, the air resistance behind the aircraft may be increased or decreased in order to switch between when control of the aircraft's orientation according to the relative wind direction is necessary and when it is not necessary. For example, by moving the plate-shaped rotation control unit from a position parallel to the XY plane to an angle closer to that parallel to the ZY plane, the force that causes the aircraft to turn its nose into the wind becomes stronger. In this way, it is possible to change the strength of control in the yaw direction by changing the angle of the rotation control unit.

[0051] The strength of yaw control is greatly affected by the area of ​​the vertical side of the aircraft, so it can be adjusted by increasing or decreasing the area in side view. For example, the area of ​​the rotation control unit in side view can be increased or decreased by adjusting the angle of the plate shape, expanding and contracting the bag-shaped parts, and expanding and contracting the frame.

[0052] The configuration of the aircraft in each embodiment can be implemented by combining multiple configurations. It is desirable to consider an appropriate configuration according to the manufacturing cost of the aircraft and the environment and characteristics of the place where the aircraft is operated.

[0053] The above-described embodiment is merely an example for facilitating understanding of the present invention, and is not intended to limit the present invention. The present invention can be modified or improved without departing from the spirit of the present invention, and it goes without saying that the present invention includes equivalents thereof. [Explanation of symbols]

[0054] 10 Main body 11 Moving blade 12 Chord line 13 Camber line 20 Flying Club 21 Frame 30 Mounting section 31 Connection 100 Flying Objects 110a~110h Propeller 111a~111h Motor

Claims

1. Controlling the direction of the aircraft based on predetermined information so that the aircraft faces in a direction that improves flight efficiency compared to the immediately preceding state. A method for controlling an aircraft.

2. 2. A method for controlling an aircraft according to claim 1, comprising: The flying object flies in a traveling direction, Controlling the aircraft direction of the aircraft regardless of the traveling direction. A method for controlling an aircraft.

3. A method for controlling an aircraft according to claim 1 or 2, comprising: the direction in which the flight efficiency is improved is a preset direction with respect to the aircraft body, Controlling the aircraft direction to the set direction; A method for controlling an aircraft.

4. 4. A method for controlling an aircraft according to claim 3, comprising: The set direction is a direction in which flight efficiency is maximized when the aircraft receives wind from a predetermined direction. A method for controlling an aircraft.

5. 5. A method for controlling an aircraft according to claim 4, comprising: The set direction is a direction in which flight efficiency is maximized when the front of the aircraft is faced directly against the wind. A method for controlling an aircraft.

6. 2. A method for controlling an aircraft according to claim 1, comprising: Controlling the aircraft direction based on information on the wind that the aircraft is affected by. A method for controlling an aircraft.

7. 7. A method for controlling an aircraft according to claim 6, comprising: Obtaining a relative wind direction to the flying object; Controlling the aircraft direction based on the acquired relative wind direction. A method for controlling an aircraft.

8. 7. A method for controlling an aircraft according to claim 6, comprising: Obtaining a relative wind direction and a relative wind speed to the flying object; controlling the aircraft direction based on the acquired relative wind speed and the acquired relative wind direction; A method for controlling an aircraft.

9. 6. A method for controlling an aircraft according to claim 5, comprising: The information on the wind that affects the flying object is information calculated based on both the speed of the flying object in the traveling direction and at least one of the wind direction and wind speed around the flying object. A method for controlling an aircraft.

10. A method for controlling an aircraft according to any one of claims 5 to 8, comprising: The flying object is equipped with a wind vane; Controlling the aircraft direction according to the wind direction acquired from the wind vane. A method for controlling an aircraft.

11. A method for controlling an aircraft according to any one of claims 5 to 9, comprising: By also referring to an external wind direction information database, the direction of the aircraft is controlled based on information on the wind that the aircraft is affected by. A method for controlling an aircraft.

12. 2. A method for controlling an aircraft according to claim 1, comprising: When the aircraft is hovering, the aircraft direction is controlled so as to reduce wind resistance to the aircraft. A method for controlling an aircraft.

13. 2. A method for controlling an aircraft according to claim 1, comprising: When the aircraft ascends or descends, the aircraft direction of the aircraft is controlled so as to reduce wind resistance to the aircraft. A method for controlling an aircraft.

14. A method for controlling an aircraft having an asymmetric shape in the front-rear and left-right directions, comprising: The traveling direction of the aircraft is controlled to be different from the forward / rearward direction. Control direction of the aircraft.

15. A method for controlling an aircraft flying in a direction of travel, comprising: Obtaining a relative wind direction to the flying object; Controlling the aircraft to change its nose direction based on the relative wind direction. Control direction of the aircraft.

16. A flight control unit that causes the aircraft to fly in the direction of travel; A sensor unit for acquiring predetermined information that affects the flight; A calculation unit that calculates a direction in which flight efficiency is improved compared to a previous state based on the predetermined information regardless of the traveling direction; an aircraft direction control unit that controls the aircraft direction of the aircraft based on the result of the calculation; An aircraft equipped with

17. The control unit of the aircraft Flight control means for flying in the direction of travel; sensor means for acquiring predetermined information affecting said flight; a calculation means for calculating a direction in which flight efficiency is improved compared to the immediately preceding state based on the predetermined information, regardless of the traveling direction; The airframe direction control means controls the airframe direction of the airframe based on the result of the calculation. Flight control program.

18. A flight control server device configured to be able to communicate via a network, A control means for controlling the flight of the aircraft; A flight control means for flying the aircraft in a direction of travel; sensor means for acquiring predetermined information affecting said flight; a calculation means for calculating a direction in which flight efficiency is improved compared to the immediately preceding state based on the predetermined information, regardless of the traveling direction; The airframe direction control means controls the airframe direction of the airframe based on the result of the calculation. Flight control program.

19. A flight control system including an aircraft and a flight control server device configured to be able to communicate with the aircraft via a network, The flight control server provides the aircraft with information necessary for flight in a direction of travel; The aircraft direction of the aircraft is controlled based on predetermined information, regardless of the traveling direction, so that the aircraft faces in a direction that improves flight efficiency compared to the immediately preceding state. Flight control system.

20. A flight control system including an aircraft and a flight control server device configured to be able to communicate with the aircraft via a network, The flying object flies in a forward direction, The flight control server provides the squadron with a signal for controlling the direction of the aircraft so that the aircraft faces a direction that improves flight efficiency compared to the previous state based on predetermined information, regardless of the direction of travel. Flight control system.

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