Landing method for aircraft, aircraft, information processing device, and program

Abstract

[Problem] To provide a flight vehicle landing method and the like, for a directional flight vehicle, whereby it is possible to improve the landing performance of the directional flight vehicle by turning in a nose direction with a good balance of lift and drag on the basis of wind speed data and wind direction data related to a landing site. [Solution] In this flight vehicle landing method, the flight vehicle is configured to generate lift in response to wind from the nose direction of the fuselage. On the basis of wind speed data and wind direction data related to a landing site, the nose direction of the fuselage is controlled and the descent of the fuselage is initiated.

Description

[Technical Field]

[0001] The present 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 demonstration experiments have been conducted to commercialize services using drones, unmanned aerial vehicles (UAVs), and other flying objects (hereinafter referred to as "flying objects"). For industrial applications in fields such as home delivery, investigation, and surveillance, the use of autonomous flying objects, which can fly, take off, and land without human control, is being considered.

[0003] In order to improve the quality of service and availability, it is desirable to extend the flight range and flight time of such aircraft. Aircraft used for photography and other purposes up until now have been required to have less directional characteristics, as shown in FIG. 18, so that they can easily change their direction of travel and have a fast response speed. However, aircraft used in industries such as home delivery do not move in various directions like aircraft used for photography, but rather move primarily in a fixed direction (e.g., forward). In these industries, it is necessary to optimize movement in a specific direction and improve flight efficiency. In light of this situation, Patent Document 1 discloses an aircraft that reduces the load on the rotor blades. (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, the main body has a tip and a rear end that face each other, a top and a bottom that are laid between the tip and a rear end, and two side faces, thereby reducing drag when the aircraft is moving forward. Furthermore, by setting the angle between the normal to the reference plane of the main body and the rotation axis of the rotor between 5 and 30 degrees, a positive angle of attack is formed when the rotorcraft of the present invention moves forward, and the lift generated by the main body reduces the load on the rotor, thereby improving flight time.

[0006] This method makes it possible to extend the flight distance of an aircraft. However, if the aircraft is configured to generate lift easily, landing may take a long time or be difficult. This is because when an aircraft in a hovering position encounters wind from the nose during landing, lift is generated, causing the aircraft to rise.

[0007] Aircraft used in industries such as home delivery require not only flight efficiency but also improved availability. To improve availability, increasing flight speed and shortening the time required for takeoff and landing are effective. If an aircraft shape designed to improve flight efficiency generates lift during landing, increasing the time required for landing, it may become difficult to achieve both improved availability and flight efficiency.

[0008] Therefore, an object of the present invention is to provide a landing method for an aircraft that can improve the landing performance of an aircraft with directionality. [Means for solving the problem]

[0009] According to the present invention, there can be provided a landing method for an aircraft, wherein the aircraft is configured to generate lift in response to wind from the direction of the aircraft's nose, and the nose direction of the aircraft is controlled based on wind speed data and wind direction data related to the landing site, causing the aircraft to begin descent. [Effects of the Invention]

[0010] According to the present invention, it is possible to provide a landing method for an aircraft that can improve the landing performance of an aircraft with directionality. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a schematic side view of a flying object used in the landing method of the present invention during cruising. FIG. [Figure 2] FIG. 2 is a top view of the aircraft of FIG. 1. [Figure 3] FIG. 2 is a side view of the aircraft of FIG. 1 in hovering. [Figure 4] FIG. 5 is a top view of the aircraft of FIG. 4. [Figure 5] FIG. 5 is a functional block diagram of the aircraft of FIG. 4. [Figure 6] FIG. 2 is a side view of the aircraft of FIG. 1 when the nose is pointing into the wind at the time of landing. [Figure 7] FIG. 2 is a side view of the aircraft of FIG. 1 when the nose is pointing downwind during landing. [Figure 8] FIG. 2 is a side view of the aircraft of FIG. 1 when the nose is pointing into the wind at the time of landing. [Figure 9] FIG. 2 is a side view of the aircraft of FIG. 1 when the nose is pointing downwind during landing. [Figure 10] FIG. 10 is a side view of another flying vehicle used in the landing method of the present invention during cruising. [Figure 11] FIG. 11 is a diagram of the aircraft of FIG. 10 in hovering. [Figure 12] FIG. 11 is a top view of the air vehicle of FIG. 10. [Figure 13] FIG. 10 is a side view of another flying vehicle used in the landing method of the present invention during cruising. [Figure 14] FIG. 14 is a diagram of the aircraft of FIG. 13 in hovering. [Figure 15] FIG. 2 is a schematic diagram showing wind direction in the flight environment of the aircraft. [Figure 16] FIG. 10 is a top view of another flying vehicle used in the landing method of the present invention. [Figure 17] FIG. 10 is a top view of another flying vehicle used in the landing method of the present invention. [Figure 18] FIG. 1 is a top view of a less directional flying vehicle.

[0012] The details of the embodiments of the present invention will be described below. The landing method of an aircraft according to the embodiments of the present invention has the following configuration. [Item 1] A landing method for an air vehicle, comprising: the flying vehicle is configured to generate lift in response to wind blowing from a nose direction of the aircraft, controlling the heading of the aircraft based on wind speed and direction data associated with the landing site to initiate a descent of the aircraft; A landing method for an aircraft. [Item 2] The lift is generated by the body shape of the aircraft. 2. A landing method for an aircraft according to item 1. [Item 3] The lift is generated by a wing portion of the aircraft. 2. A landing method for an aircraft according to item 1. [Item 4] The control of the nose direction of the aircraft is a rotation in the yaw direction in place. 4. A landing method for an aircraft according to any one of items 1 to 3. [Item 5] The control of the nose direction of the aircraft is a turn. 4. A landing method for an aircraft according to any one of items 1 to 3. [Item 6] the control of the nose direction of the aircraft is to direct the nose direction of the aircraft to the windward side when the wind speed indicated by the wind speed data is within a first wind speed range in which the lift is not generated; 6. A landing method for an aircraft according to any one of items 1 to 5. [Item 7] the control of the nose direction of the aircraft is to direct the nose direction of the aircraft to the downwind side when the wind speed indicated by the wind speed data is within a second wind speed range in which the lift is generated; 7. A landing method for an aircraft according to any one of items 1 to 6. [Item 8] When the wind speed is in a third wind speed range that is stronger than the second wind speed range, the control of the nose direction of the aircraft is to direct the nose direction of the aircraft to the windward side. 8. The landing method for an aircraft according to item 7. [Item 9] When the wind speed in the third wind speed range is stronger than that in the second wind speed range, the control of the nose direction of the aircraft changes the planned landing point. 8. The landing method for an aircraft according to item 7. [Item 10] An air vehicle, the flying vehicle is configured to generate lift in response to wind blowing from a nose direction of the aircraft, controlling the heading of the aircraft based on wind speed and direction data associated with the landing site to initiate a descent of the aircraft; A flying vehicle characterized by: [Item 11] An information processing device that executes a landing method for an aircraft, the flying vehicle is configured to generate lift in response to wind blowing from a nose direction of the aircraft, The landing method of the aircraft comprises: controlling the heading of the aircraft based on wind speed and direction data associated with the landing site to initiate a descent of the aircraft; 1. An information processing device comprising: [Item 12] A program for causing a computer to execute a landing method for an aircraft, the flying vehicle is configured to generate lift in response to wind blowing from a nose direction of the aircraft, controlling the heading of the aircraft based on wind speed and direction data associated with a landing site to initiate a descent of the aircraft; A program characterized by:

[0013] <Details of the embodiment of the present invention> Hereinafter, a landing 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> 1-4, an autonomous flying vehicle according to an embodiment of the present invention is equipped with a flight unit 20 including at least elements such as propeller 110 and motor 111 for flight, and is equipped with energy (e.g., secondary batteries, fuel cells, fossil fuels, etc.) for operating these elements. From the perspective of reducing the area used for takeoff and landing, flying vehicles used for home delivery, investigation, surveillance, etc. are preferably flying vehicles equipped with multiple propellers and motors, known as VTOL or multicopter, which are capable of vertical takeoff and landing and do not require a large area such as a runway.

[0015] The illustrated flying vehicle 100 is depicted in a simplified manner to facilitate explanation of the structure of the present invention, and detailed configurations of, for example, the control unit, etc. are not shown.

[0016] The flying object 100 moves forward in the direction of arrow D in the figure (-Y direction) (details will be described later).

[0017] In the following explanation, 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

[0018] The propeller 110 rotates upon receiving 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 clockwise, stop, and rotate counterclockwise.

[0019] The propeller 110 of the aircraft of the present invention has one or more blades. Any number of blades (rotors) may be used (e.g., 1, 2, 3, 4, or more blades). The blades may be flat, curved, twisted, tapered, or any combination thereof. The blade shape may be variable (e.g., retractable, foldable, or bent). The blades may be symmetrical (having identical upper and lower surfaces) or asymmetrical (having upper and lower surfaces with different shapes). The blades may be formed into airfoils, wings, or any other geometric shape suitable for generating aerodynamic forces (e.g., lift, thrust) as the blade moves through the air. The blade geometry may be selected to optimize the blade's aerodynamic characteristics, such as increasing lift and thrust and reducing drag.

[0020] The propellers of 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.

[0021] The motor 111 generates the rotation of the propeller 110; for example, the drive unit may include an electric motor or an engine. The blades may be driven by the motor and rotate around the motor's rotation axis (e.g., the motor's longitudinal axis).

[0022] 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. The blades can all rotate at the same speed, or they can each rotate at a different speed. The speed can be determined automatically or manually based on the dimensions of the moving object (e.g., size, weight) and the control state (speed, direction of movement, etc.).

[0023] The flying object 100 determines the rotation speed of each motor and the flight angle according to wind speed and direction using a flight controller, radio control, etc. This allows the flying object to move by ascending and descending, accelerating and decelerating, and changing direction.

[0024] 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 radio control.

[0025] The above-described air vehicle 100 has the functional blocks illustrated in FIG. 5. Note that the functional blocks in FIG. 5 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 and can access memory (not shown). 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 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 and video data captured by a camera or the like is recorded in an internal or external memory.

[0026] The processing unit includes a control module configured to control the state of the rotorcraft. For example, the control module may have six degrees of freedom (translational x, y, and z, and rotational θ x , θ y and θ z The control module controls the propulsion mechanisms (e.g., motors) of the rotorcraft to adjust the spatial position, speed, and / or acceleration of the rotorcraft. The control module can control one or more of the onboard components and the state of the sensors.

[0027] 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 telecommunications 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.

[0028] The sensors according to this embodiment may include inertial sensors (acceleration sensors, gyro sensors), GPS sensors, proximity sensors (e.g., lidar), or vision / image sensors (e.g., cameras).

[0029] As illustrated in Figures 1 and 3, the propeller 110 provided on the flying object 100 in this embodiment of the present invention has its plane of rotation facing upward or downward, for example, when ascending, descending, hovering, or the like in no wind. That is, the rotation axis of the propeller 110 extends in a substantially vertical direction. When flying, the plane of rotation is tilted forward toward the direction of travel compared to when ascending, descending, or hovering. The propeller 110 with its plane of rotation tilted forward generates upward lift and thrust in the direction of travel due to the rotation of the motor 111, which propels the flying object 100 forward.

[0030] The aircraft 100 comprises a main body 10 that can house an onboard processing unit, battery, payload 30, etc. The main body 10 is fixedly connected to the flight section 20, and the attitude of the main body 10 changes in accordance with changes in the attitude of the flight section 20. By optimizing the shape of the main body 10 and improving the speed in the attitude of the aircraft 100 during cruising, which is expected to be maintained for a long period of time while the aircraft 100 is moving, the flight time can be efficiently shortened.

[0031] As illustrated in Figures 10-12, the payload 30 mounted on the flying body 100 may be connected to the flying section 20 so that it can be displaced independently. By allowing it to be displaced independently, the attitude of the payload 30 can be set to a predetermined angle (e.g., horizontal) regardless of the attitude of the flying section 20.

[0032] It is desirable that the main body 10 has an outer shell strong enough to withstand flight, takeoff, and landing. For example, plastic, FRP, etc. are suitable materials for the outer shell because they are rigid and waterproof. These materials may be the same as or different from the material used for the frame 21 (including the arms) included in the flying part 20.

[0033] Furthermore, the motor mount, frame 21, and main body 10 of flying section 20 may be constructed by connecting the individual components, or may be molded as a single unit using a monocoque structure or integral molding (for example, the motor mount and frame 21 may be molded as a single unit, or the motor mount, frame 21, and main body 10 may all be molded as a single unit, etc.). By integrating the components, it is possible to smooth the joints between the components, which is expected to reduce drag and improve fuel efficiency in flying bodies such as blended wing bodies and lifting bodies.

[0034] The aircraft 100 has at least one of a main body 10 and a wing 11 configured to have a low-drag shape when the aircraft 100 is in a cruising position (for example, a shape such as a streamlined shape having a leading edge and a trailing edge facing each other, and further having a surface member laid down connecting the leading edge and the trailing edge). For example, the aircraft illustrated in FIG. 16 has a configuration in which the wing 11 is separate from the main body 10, and the aircraft illustrated in FIG. 17 is a flying wing aircraft whose entire fuselage is composed of the wing 11. In the aircraft illustrated in FIGS. 16 and 17, at least the wing 11 is configured to have a low-drag shape when the aircraft 100 is in a cruising position. This reduces the effect of the relative wind received from the nose direction when the aircraft is cruising, improving the fuel efficiency of the aircraft. In this case, as shown in Patent Document 1, it is desirable to use a shape that generates positive lift in applications that utilize the lift generated by the main body portion 10 or the wing portion 11, and conversely, to use a shape that generates no lift or negative lift in applications that do not utilize the lift generated by the main body portion 10 or the wing portion 11.

[0035] In order to avoid reducing the reliability of the aircraft, it is preferable not to use mechanisms such as tilt wings or tilt rotors, and if they are used, it is desirable to narrow the tilt angle (range of motion).

[0036] As illustrated in Figures 1 to 4, in a configuration that does not use a tilt mechanism, in order to reduce the drag of an aircraft when cruising compared to when hovering, the main body 10 or wing 11 is provided so that the positive angle of attack is small when cruising and large when hovering. When the aircraft is at an angle between the hovering attitude and the cruising attitude and receives wind from the nose direction, it is estimated that a positive lift will act on the aircraft.

[0037] The aircraft 100 according to the present invention is an autonomous aircraft that can automatically perform at least part of its flight and takeoff and landing without relying on visual control by a human pilot. Using data obtained from GNSS and various sensors, the aircraft acquires data on its position and surrounding environment, and a processing unit or external equipment equipped on the aircraft determines its course, speed, obstacle avoidance, and other actions.

[0038] Coordinate data such as the destination and route used by the aircraft 100 may be provided in advance before takeoff or may be provided via communication during flight. If only the destination is specified and no route to the destination is given, or if a route is given but can be changed, the aircraft itself may determine the route based on data such as obstacles and weather acquired via communication or sensors.

[0039] In an aircraft 100 in which the main body 10 has directional characteristics, it is also preferable that the nose of the aircraft 100 faces upwind. This makes it possible to efficiently reduce drag against the wind acting on the aircraft 100 (the combined force of the ambient wind and the wind generated by forward movement).

[0040] When the flying object 100 reaches the vicinity of the destination, it enters the landing stage. At this time, the flying object descends while facing in a predetermined direction so that the descent is not hindered by the lift generated by the main body 10, thereby enabling a smooth landing.

[0041] Before starting a landing operation, an aircraft 100 performing the landing method of the present invention acquires or estimates at least one of wind direction data or wind speed data blowing toward the aircraft by acquiring data from sensors mounted on the aircraft 100 or external sources, or by calculating from a database. Based on the value of the wind direction data or wind speed data, the processing unit determines whether or not the aircraft's nose direction needs to be changed and the direction in which to change it. Furthermore, thresholds that serve as criteria for determining whether or not to change the nose direction and in which direction to change it are predetermined based on the configuration and characteristics of the aircraft (e.g., the expected wind speed at which landing is possible and the expected cruising speed). For example, the allowable range of wind speed at which an aircraft can land smoothly with its nose facing the wind differs significantly between an aircraft designed with an emphasis on landing performance and an aircraft designed with an emphasis on cruising performance.

[0042] The direction of the nose can be changed by turning the aircraft 100 or by rotating it in the yaw direction on the spot. For example, by pointing the nose downwind, the aircraft 100 will not be able to generate lift, and will lean backward to counter the wind, resulting in a negative angle of attack, making it easier to descend.

[0043] The change in nose direction may begin after the aircraft has arrived directly above the destination, or may occur between takeoff and arrival at the destination. In particular, in an environment where wind speed and direction at a specific date and time are predicted based on terrain, seasonal winds, etc., it is possible to determine a predetermined direction in advance and set a route so that the aircraft approaches the destination with its nose pointed in that direction. At this time, further corrections may or may not be made based on actual observation data.

[0044] For aircraft with a high operating altitude (e.g., an aircraft with a cruising altitude of 50 meters or more above the ground), nose direction control may not be performed during descent from the operating altitude to a predetermined altitude, but may be initiated after the aircraft has descended to the predetermined altitude (e.g., near the ground, such as 10 meters above the ground). This is because descent to the predetermined altitude often involves forward movement or turning to improve stability. In this case, nose direction control is not necessary while the aircraft is not performing a vertical descent, and therefore nose direction control may not be required. On the other hand, below the predetermined altitude (e.g., near the ground), the aircraft performs a nearly vertical descent to avoid contact with obstacles, etc., and therefore nose direction control is required to perform a stable descent. Therefore, nose direction control is preferably performed when the nearly vertical descent begins (e.g., before the start of the descent). However, if the descent of the aircraft begins with horizontal movement, such as forward movement or turning, as described above, nose direction control is preferably performed when the aircraft switches to a nearly vertical descent.

[0045] An example of the operation of the flying object 100 based on the threshold value and actual wind speed data will be explained with reference to the schematic diagram shown in Figure 15. In the following explanation, it is assumed that the wind blows from direction 0 (12). Furthermore, when a certain range is indicated by a number, it is indicated clockwise; for example, "direction 1-direction 4" includes directions 1, 2, 3, and 4.

[0046] When there is no or weak wind facing the aircraft 100, the landing conditions for the aircraft 100 are the same regardless of which direction the nose of the aircraft 100 is pointing in, from direction 0 to direction 12, so the control does not involve changing the nose direction. Next, within a predetermined wind speed range, the control is to change the nose direction of the aircraft 100 to direction 6. Finally, when the wind speed exceeds the predetermined range, the control method is changed depending on the excess speed and the characteristics of the aircraft 100 (for example, changing the nose direction of the aircraft 100 to any of direction 0 to direction 12).

[0047] When the wind is within a first wind speed range, such as calm or weak wind, and the wind speed is within a range in which the hovering main body 10 or wing 11 does not receive the wind and generate lift to lift the aircraft 100, no change in nose direction is performed. If the amount of lift generated by the main body 10 or wing 11 is not enough to lift the aircraft 100, it does not significantly hinder the landing of the aircraft 100. Therefore, the aircraft 100 reduces the output of each rotor without changing the nose direction and quickly descends vertically.

[0048] On the other hand, when the wind is within a second wind speed range that exceeds the first wind speed range, the nose direction is changed to the downwind side, as illustrated in Figure 7. The flying vehicle 100 then descends with reverse control, in which the power output of the rotors provided in the nose direction is greater than the power output of the rotors provided in the tail direction. At this time, the reverse component and the wind may cancel each other out, resulting in an apparent descent that is approximately vertical.

[0049] An example of a shape with low drag is the symmetrical wing shape shown in Figures 13-14. It is known that this shape has a lift coefficient of 0 when the angle of attack is 0. Therefore, for example, when an aircraft equipped with a main body 10 or wing 11 configured not to generate lift during cruising flies, hovers or ascends or descends vertically in an environment where the wind is blowing at or below cruising speed, the main body 10 or wing 11 will have a positive angle of attack and generate positive lift, as shown in Figure 6.

[0050] If a positive lift force acts on the aircraft 100 as it descends, the descent will be hindered, increasing the time required for landing and possibly even making landing impossible. By changing the nose direction to a downwind direction, the attitude of the main body 10 or wing 11 is more likely to have a negative angle of attack. Therefore, since the aircraft will no longer have a positive lift force or will have a negative lift force, it is expected that the time required for landing will be less likely to increase and that the effective speed will be further improved.

[0051] If the wind speed is in a third wind speed range that exceeds the second wind speed range, the method of controlling the nose direction may be changed and a routine designed for strong winds may be entered.

[0052] As a more specific example, as illustrated in FIG. 9, when the aircraft's nose is positioned downwind and its tail is facing directly at a wind speed exceeding the threshold of the second wind speed range (i.e., a wind speed in the third wind speed range), the attitude of the main body 10 or wing 11 becomes an even stronger negative angle of attack. In this case, the projected area facing the wind increases significantly, and the drag also increases significantly. If the aircraft 100 is blown downwind by the wind, the aircraft 100 increases the power output of the nose-side rotors to further counter the wind, which further increases the negative angle of attack and increases the drag, creating a vicious cycle. This may make it difficult to land at the destination.

[0053] Furthermore, since the spacing between the rotor blades in the Y direction in top view is narrower, the balance is more likely to be lost than when the spacing between the rotor blades is wider.

[0054] The behavior of the aircraft 100 when the wind speed is within a third wind speed range that exceeds the second wind speed range may differ depending on the configuration and characteristics of the aircraft 100. Furthermore, since the direction in which the aircraft 100 is allowed to move differs depending on the environment around the destination, various operations such as those described below are expected for the configuration of the strong wind routine.

[0055] For example, when conducting a flight for research purposes, if landing at a landing site other than the planned landing site is permitted, one method is to change the planned landing site and attempt landing at a different site.

[0056] Furthermore, rather than facing the nose or tail of aircraft 100 directly into the wind, control may be performed to prevent the generation of lift and an increase in drag by facing a side or diagonal direction of aircraft 100 into the wind. Explaining this based on the schematic diagram illustrated in Figure 15, the nose would be pointed in directions 1-5, 7-11, etc., relative to a wind blowing from direction 0 (12). This makes it possible to achieve an intermediate state between the state shown in Figure 8 (where the nose is directly facing the wind) and the state shown in Figure 9 (where the tail is directly facing the wind). In the third wind speed range, the nose may be pointed in directions 4, 5, 7, 8, etc., prioritizing the generation of lift over an increase in drag, or the nose may be pointed in directions 1, 2, 10, 11, etc., prioritizing an increase in drag (see the next paragraph in particular) over the generation of lift.

[0057] Additionally, as illustrated in Figure 8, when the nose is positioned upwind (e.g., facing directly) and the tail is positioned downwind for wind speeds within the third wind speed range, the increase in the projected area of ​​the rotor blades relative to the wind (i.e., the area visible from the front when the upwind side is defined as the front) when the rotation plane of the rotor is tilted by the same amount is smaller than when the nose is positioned downwind and the tail is positioned upwind (e.g., facing directly). This reduces the increase in drag, making the aircraft 100 less likely to be blown downwind. As mentioned above, by positioning the nose upwind, positive lift is generated, making landing difficult, but it is possible to avoid the aircraft being blown in the XY direction and coming into contact with surrounding structures, etc.

[0058] <Details of the second embodiment> In the details of the second embodiment of the present invention, the components that overlap with those of the first embodiment operate in the same manner, and therefore will not be described again.

[0059] When flying vehicle 100, which does not have a threshold value for the wind speed range related to determining a landing operation, performs a landing operation, it is difficult to perform a descent by adjusting the approach direction, etc. in advance. In such a case, after arriving at the destination, the flying vehicle rotates in the yaw direction on the spot, and based on status information such as the motor rotation speed, the flying vehicle's position information, and sensor information (e.g., vibration sensor, gyro sensor, acceleration sensor, etc.), for example, the acquired status information is compared with reference status information for which a reference value is set, and the result is that the flying vehicle 100 performs a descent when a good balance between lift and drag is achieved (e.g., when the value is below the reference value or when the change in status information within a predetermined time is small, etc.), thereby improving landing performance.

[0060] An example of operation will be described based on the schematic diagram shown in FIG. 15. Suppose the wind is blowing from direction 0 (12) and the nose of the aircraft is pointing in direction 2. When the aircraft starts to rotate in the yaw direction (for example, clockwise) on the spot, if the aircraft's altitude tends to decrease or the aircraft's tilt tends to decrease as the nose direction changes from direction 3 to direction 4, even if the motor rotation speed remains the same, it will be understood that it is preferable for the aircraft to point its nose in direction 4 rather than direction 3 and begin landing operations. If the aircraft continues to rotate further and it is confirmed that direction 6 is the easiest direction to descend and that it becomes difficult to decrease altitude again in directions 7 and beyond, it is preferable for the aircraft to descend with its nose pointing in direction 6.

[0061] With this landing method, there is no need to calculate in advance the influence values ​​due to the characteristics of the aircraft or the surrounding environment. Instead, the state of lift and drag acting on the aircraft can be determined from information obtained from various sensors (e.g., gyro sensor, altitude sensor, GPS receiver, etc.) equipped on the aircraft, and an upward direction in the nose direction suitable for landing operations can be obtained.

[0062] Directional aircraft are expected to be used as industrial rotorcraft for tasks such as delivery, surveillance, and investigation. The rotorcraft of the present invention can also be used in aircraft-related industries, such as multicopters and drones, and can also be used in a variety of industries, including security, agriculture, research, disaster response, and infrastructure inspection.

[0063] 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 and improved without departing from the spirit thereof, and it goes without saying that the present invention includes equivalents thereof. [Explanation of symbols]

[0064] 10 Main body 11 Wings 20 Flying Club 30 Payload 31 Rotating part 100 flying objects 110a~110e propeller 111a~111e motor

Claims

1. A method for controlling an aircraft, comprising: The flying vehicle generates lift in response to wind blowing from a nose direction of the airframe; a plurality of rotors including a propeller and a motor; The aircraft does not have a main wing, based on wind speed data and wind direction data related to the landing site, perform on-the-spot yaw rotation control of the nose of the aircraft at the landing site to initiate descent of the aircraft; A method for controlling an aircraft.

2. The lift is generated by the body shape of the aircraft.

2. The method for controlling an aircraft according to claim 1.

3. the control of the nose direction of the aircraft is to direct the nose of the aircraft to the windward side when the wind speed indicated by the wind speed data is within a first wind speed range in which the lift is not generated; 3. The method for controlling a flying object according to claim 1 or 2.

4. the control of the nose direction of the aircraft is to direct the nose direction of the aircraft to the downwind side when the wind speed indicated by the wind speed data is within a second wind speed range in which the lift is generated; 4. A method for controlling a flying object according to claim 1.

5. When the wind speed is in a third wind speed range that is stronger than the second wind speed range, the control of the nose direction of the aircraft is to direct the nose direction of the aircraft to the windward side.

5. The method for controlling a flying object according to claim 4.

6. and when the wind speed falls within a third wind speed range that is stronger than the second wind speed range, the control of the nose direction of the aircraft includes changing the planned landing point.

5. The method for controlling a flying object according to claim 4.

7. An air vehicle, The flying vehicle generates lift in response to wind blowing from a nose direction of the airframe; a plurality of rotors including a propeller and a motor; The aircraft does not have a main wing, based on wind speed data and wind direction data related to the landing site, perform on-the-spot yaw rotation control of the nose of the aircraft at the landing site to initiate descent of the aircraft; A flying vehicle characterized by:

8. An information processing device that executes a control method for an aircraft, The flying vehicle generates lift in response to wind blowing from a nose direction of the airframe; a plurality of rotors including a propeller and a motor; The aircraft does not have a main wing, The landing method of the aircraft comprises: based on wind speed data and wind direction data related to the landing site, perform on-the-spot yaw rotation control of the nose of the aircraft at the landing site to initiate descent of the aircraft; 1. An information processing device comprising:

9. A program for causing a computer to execute a control method for an aircraft, The flying vehicle generates lift in response to wind blowing from a nose direction of the airframe; a plurality of rotors including a propeller and a motor; The aircraft does not have a main wing, performing a step of rotating the nose of the aircraft in a yaw direction on the spot at the landing site based on wind speed data and wind direction data related to the landing site, and starting the descent of the aircraft; A program characterized by:

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