Aircraft and method for controlling the aircraft

Abstract

[Problem] To provide a VTOL aircraft capable of improved flight efficiency and preventing a reduction in takeoff and landing performance. [Solution] A VTOL aircraft 100 comprising a main wing 21, a first rotary wing part 11, and a second rotary wing part 12, wherein during flight using lift generated by the first rotary wing part 11, at least a part of the main wing 21 is folded so as to reduce the plan projected area of the aircraft 100 and make it harder to be affected by an updraft or the like.

Description

[Technical Field]

[0001] The present disclosure relates to an air vehicle and a control method for an air vehicle. [Background Art]

[0002] In recent years, the practical application of various services using air vehicles such as drones and unmanned aerial vehicles (UAVs) (hereinafter collectively referred to as "air vehicles") has been advancing. Above all, demand is increasing for applications that require long-distance or long-duration flight, such as home delivery. An air vehicle generally called a multicopter, which lifts the airframe by the rotation of multiple propellers (hereinafter collectively referred to as multicopter), does not require a runway for takeoff and landing unlike conventional fixed-wing aircraft. Therefore, it can be operated in relatively narrow land and is suitable for home delivery to detached houses, etc.

[0003] However, multicopters tend to have a shorter cruising range compared to conventional aircraft such as fixed-wing airplanes and helicopters. For example, in transportation and survey applications, long-duration and long-distance flight is required. In view of such circumstances, for example, Patent Document 1 discloses a VTOL (Vertical Take-Off and Landing) type air vehicle that enables long-distance flight by utilizing the lift generated by the main wing in addition to the lift generated by the rotor blades. [Prior Art Literature] [Patent Literature]

[0004] [Patent Document 1] U.S. Pat. No. 10131426 [Summary of the Invention] [Problem to be Solved by the Invention]

[0005] Patent Document 1 discloses a VTOL that further includes a main wing in addition to rotor blades, which enables vertical take-off and landing while reducing the load on the rotor blades and improving the cruising range and payload weight.

[0006] However, adding wings increases the planar projected area. This increases the influence of airflow from above or below the aircraft. Unlike fixed-wing aircraft, VTOLs sometimes perform vertical takeoffs and landings. In particular, during descent, it is known that updrafts can make descent difficult, or the aircraft's attitude behavior can become unstable. For uses such as transportation and research, where the flight and takeoff / landing environments are not constant, it is necessary to improve the takeoff and landing performance in addition to the aircraft's cruising performance.

[0007] In light of these circumstances, one objective of the aircraft disclosed herein is to provide an aircraft capable of improving takeoff and landing performance in the VTOL (Vertical Takeoff and Landing) system. [Means for solving the problem]

[0008] According to this disclosure, an aircraft can be provided comprising a main body, a main wing extending horizontally from the main body so as to intersect with the front-rear direction, and a rotor section provided on the aircraft, wherein the main wing has a rotating section that allows the portion of the main wing outside the main body to rotate along a rotational direction with respect to the extension direction of the main wing and with the front-rear direction as the axis of rotation.

[0009] Furthermore, according to this disclosure, a method for controlling an aircraft is provided, wherein the aircraft comprises a main body, a main wing extending horizontally from the main body so as to intersect the front-rear direction, and a rotor blade section provided on the aircraft, the main wing having a rotating section at a position outside the main body of the main wing, and the portion of the main wing outside the position thereof rotatable along a rotational direction with the front-rear direction as the axis of rotation, relative to the extension direction of the main wing, and the method for controlling the main wing so that it is folded by the rotating section when the aircraft is moving downward for landing during flight.

[0010] Further issues and solutions disclosed in this application will be made clear in the section on embodiments of the invention and in the drawings. [Effects of the Invention]

[0011] This disclosure may provide an aircraft capable of improving takeoff and landing performance in VTOL (Vertical Takeoff and Landing) systems. [Brief explanation of the drawing]

[0012] [Figure 1] This is a schematic diagram of the aircraft as shown in this disclosure, viewed from above. [Figure 2] Figure 1 is a schematic diagram of the flying object viewed from the side. [Figure 3] Figure 1 is a schematic diagram of the flying object viewed from the front. [Figure 4] Figure 1 is a top view of the aircraft during takeoff and landing. [Figure 5] Figure 4 is a side view of the aircraft. [Figure 6] Figure 1 is a front view of the aircraft after it has landed. [Figure 7] Figure 1 is a functional block diagram of the aircraft. [Figure 8] This is a side view of the aircraft with its wings folded upwards. [Figure 9] This is another front view of the aircraft with its wings folded upwards. [Figure 10] This is a front view of the aircraft with its wings folded upwards. [Figure 11] This is a front view of the aircraft with its wings folded downwards. [Figure 12] This is another front view of the aircraft with its wings folded downwards. [Figure 13] This is another front view of the aircraft with its wings folded downwards. [Figure 14] Figure 13 shows the aircraft after it has landed. [Figure 15] This is a front view of an aircraft whose wingtips function as winglets. [Figure 16]It is a front view of an aircraft whose wing tip has a tip tank shape. [Figure 17] It is a side view of the aircraft in Figure 16. [Figure 18] It is a side view showing an example of a method for loading a cargo onto an aircraft. [Figure 19] It is a top view showing an installation example of a battery and a cargo on an aircraft. [Figure 20] It is a side view of the aircraft in Figure 20. [Figure 21] It is a front view of the aircraft in Figure 20. [Figure 22] It is a front view of the aircraft in Figure 20 after the aircraft has separated the cargo and taken off again.

Mode for Carrying Out the Invention

[0013] The content of the embodiments of the present disclosure will be described in a list. An aircraft according to an embodiment of the present disclosure has the following configuration. (Item 1) An aircraft, comprising: a main body portion; a main wing extending from the main body portion in a horizontal direction so as to intersect the front-rear direction; a rotor portion provided on the aircraft; the main wing has a rotating portion at a position outward of the main body portion on the main wing, the rotating portion being capable of rotating a portion of the main wing located further outward than said position along a rotation direction whose rotation axis is the front-rear direction with respect to the extending direction of the main wing. (Item 2) The aircraft according to Item 1, wherein the main wing includes, at an end of the main wing, a grounding portion that can be placed on a landing surface when rotated downward. Aircraft. (Item 3) The aircraft according to Item 1 or 2, wherein the rotating portion is provided so that the outer portion of the main wing can be rotated 90 degrees or more with respect to the extending direction of the main wing. Aircraft. (Item 4) An aircraft described in any of items 1 to 3, The aforementioned main wing is equipped with a shock-absorbing device; this is an aircraft. (Item 5) The aircraft described in item 4, The impact mitigation device is provided on the main wing and is provided so as to be deformable or movable in the extension direction of the main wing, in an aircraft. (Item 6) An aircraft described in any of items 1 through 5, The aforementioned rotor section includes a rotor section that generates vertical thrust relative to the aircraft. (Item 7) An aircraft described in any of items 1 through 6, The aforementioned rotor section includes a rotor section that generates horizontal thrust relative to the aircraft. (Item 8) An aircraft described in any of items 1 through 4, The main body is provided to accommodate the mounted object and multiple batteries inside. A flying object. (Item 9) The aircraft described in item 8, The main body is provided so as to be able to send the load downward when the load is detached. A flying object. (Item 10) An aircraft as described in item 8 or 9, The aforementioned plurality of batteries are provided in positions that sandwich the space on which the mounted object is mounted, A flying object. (Item 11) The aircraft described in item 10, When the main body is viewed from the front, the space in which the mounting unit is mounted extends from top to bottom. A flying object. (Item 12) A method for controlling an aircraft, The aforementioned flying object The main body and The main wing is provided extending horizontally from the main body so as to intersect with the front-rear direction, The aircraft comprises a rotor section provided on the aircraft, The main wing has a rotating part that, at a position outside the main body of the main wing, is capable of rotating the portion of the main wing outside the aforementioned position along a rotational direction with respect to the extension direction of the main wing and with the front-rear direction as the axis of rotation. When the aircraft is moving downward for landing during flight, the rotating part controls the main wings so that they are folded. A method for controlling an aircraft. (Item 13) A method for controlling an aircraft as described in item 12, A method for controlling an aircraft, wherein, during landing, the main wing is controlled so that a portion of the main wing is in contact with the landing surface.

[0014] <Details of the embodiments described herein> The aircraft according to the embodiments of this disclosure will be described below with reference to the drawings.

[0015] <Details of the first embodiment>

[0016] As illustrated in Figures 1 and 2, the aircraft 100 according to this embodiment is a VTOL (Vertical Take-Off and Landing) aircraft capable of vertical take-off and landing.

[0017] The aircraft 100 takes off from the takeoff point and flies to its destination. For example, if the aircraft 100 is making a delivery, upon reaching the destination, the aircraft 100 either lands at a port or similar location, or hovers above the port or similar location, and completes the delivery by releasing the cargo it is carrying. After releasing the cargo, the aircraft 100 moves by flight to another destination, such as its original takeoff point or another delivery location.

[0018] As illustrated in Figures 1 to 3, the aircraft 100 according to this embodiment comprises a main body 50, a main wing 21, a first rotor section 11, and a second rotor section 12. The main functions of the main body 50 will be described later. The main wing 21 is provided extending horizontally (for example, in the X-axis direction, described later) so as to intersect with the front-rear direction (the Y-axis direction, described later). The main wing 21 is provided with a pair of frames 120 extending in the front-rear direction. A tail fin 40 is provided at the rear end of the frames 120. The shape of the tail fin 40 is not particularly limited, but the tail fin 40 according to this embodiment is a so-called wing shape. When viewed from the front, the tail fin 40 inclined from the outside in the width direction from top to bottom. As a result, the tail fin 40 can serve as both a horizontal stabilizer and a vertical stabilizer. Compared to cases where a frame is provided to connect a pair of frames 120 to form a T-tail, or where a horizontal stabilizer is provided to connect a pair of frames 120 to form a twin tail, the increase in weight and air resistance can be suppressed. Also, even when the tail fin 40 is equipped with control surfaces, it becomes a rudder-vator that serves as both a rudder and elevator, thus reducing the number of moving parts.

[0019] The first rotor section 11 (111a, 111b, 111c, 111d) in this embodiment is composed of a propeller 110 and a motor 111. The first rotor section 11 may be provided on the frame 120. For example, the first rotor section 11 may be provided at the front end, middle section, rear end, etc. of the frame 120. It is desirable that the aircraft 100 is equipped with an energy source (e.g., a secondary battery, fuel cell, fossil fuel, etc.) for powering the first rotor section 11. For example, as will be described later, the aircraft 100 may be equipped with a battery in the main body 50.

[0020] The second rotor section 14 is composed of a propeller 140 and a motor 141. The second rotor section 14 may be provided, for example, on the main body 50. The aircraft 100 has an energy source for powering the second rotor section (for example, a secondary battery, fuel cell, fossil fuel, etc.), which may be shared with the energy source of the first rotor section 11, or each may be provided separately.

[0021] The aircraft 100 shown in the illustration is simplified for the purpose of facilitating the explanation of the structure of this disclosure, and detailed components such as the control unit are not shown.

[0022] The aircraft 100 has the direction of arrow D (-Y direction) in the diagram as its forward direction (more details will be provided later).

[0023] In the following explanation, terms may be used according to the following definitions: Forward / backward direction: +Y and -Y directions, Up / down direction (or vertical direction): +Z and -Z directions, Left / right direction (or horizontal direction): +X and -X directions, Forward direction (forward): -Y direction, Backward direction (backward): +Y direction, Upward direction (up): +Z direction, Downward direction (down): -Z direction

[0024] The propeller 110 (140) rotates in response to the output from the motor 111 (141). The rotation of the propeller 110 (140) generates thrust to fly the aircraft 100. The propeller 110 (140) can rotate clockwise, stop, and rotate counterclockwise.

[0025] The propeller 110 (140) of the aircraft of this disclosure has one or more blades. The number of blades (rotor) may be any number (e.g., 1, 2, 3, 4, or more). The shape of the blade can be any shape, such as flat, curved, twisted, tapered, or a combination thereof. The shape of the blade is also variable (e.g., expandable, foldable, bent, etc.). The blade may be symmetrical (having the same upper and lower surfaces) or asymmetrical (having upper and lower surfaces of different shapes). The blade can be formed into an airfoil, wing, or a geometric shape suitable for generating dynamic aerodynamic forces (e.g., lift, thrust) when the blade is moved through the air. The geometric shape of the blade can be appropriately selected to optimize the dynamic aerodynamic characteristics of the blade, such as increasing lift and thrust and reducing drag.

[0026] Furthermore, the propellers of the aircraft described herein may be fixed-pitch, variable-pitch, or a combination of fixed-pitch and variable-pitch, but are not limited to these.

[0027] Motor 111(141) generates rotation of propeller 110(140), and the drive unit may include, for example, an electric motor or an engine. The blades are driveable by the motor and rotate around the motor's axis of rotation (for example, the motor's long axis).

[0028] The blades can all rotate in the same direction, or they can rotate independently. For example, some blades may rotate in one direction while others rotate in another. The blades can all rotate at the same speed, or they can each rotate at different speeds. 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.).

[0029] The aircraft 100 determines the rotation speed of each motor and the flight angle via a flight controller, based on wind speed and direction, using inputs from a transmitter (not shown) or other programs. This allows the aircraft to move, such as ascending, descending, accelerating, decelerating, and changing direction.

[0030] Furthermore, the aircraft 100 can perform autonomous flight in accordance with routes and rules set in advance or during flight, or it can be controlled using a remote control.

[0031] The aforementioned aircraft 100 has some or all of the functional blocks shown in Figure 7. Note that the functional blocks in Figure 7 are an example of a minimum reference configuration. The light controller 1001 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 memory (not shown) that is accessible. 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 a separable medium such as an SD card or random access memory (RAM), or an external storage device. Data acquired from sensors 1002 may be directly transmitted to and stored in memory. For example, still images and video data captured by a camera, etc., are recorded in the internal memory or external memory.

[0032] The processing unit includes a control module configured to control the state of the rotorcraft. For example, the control module has 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 mechanism (motors, etc.) of a rotary-wing aircraft to adjust its spatial arrangement, speed, and / or acceleration. The control module can control one or more of the onboard components and the state of the sensors.

[0033] The processing unit can communicate with a transceiver 1005 configured to transmit and / or receive data from one or more external devices (e.g., terminals, display devices, or other remote controllers). The transceiver 1006 can use any suitable means of communication, such as wired or wireless communication. For example, the transceiver 1005 can utilize one or more of the following: local area network (LAN), wide area network (WAN), infrared, wireless, Wi-Fi, point-to-point (P2P) network, telecommunications network, cloud communication, etc. The transceiver 1005 can transmit and / or receive one or more of the following: data acquired by sensors 1002, processing results generated by the processing unit, predetermined control data, user commands from a terminal or remote controller, etc.

[0034] The sensors 1002 according to this embodiment may include inertial sensors (accelerometers, gyroscopes), GPS sensors, proximity sensors (e.g., LiDAR), or vision / image sensors (e.g., cameras).

[0035] In the embodiment of this disclosure, the aircraft 100 can ascend by the operation of the first rotor section 11 and move horizontally by the operation of the second rotor section 12. Furthermore, when moving forward, it can fly in the forward direction using the lift generated by the main wing 21.

[0036] The first rotor section 11 according to this embodiment comprises at least two rotors. The propeller rotation axis of the rotor is aligned in a direction that includes a vertical (Z-direction) component. This allows for the generation of vertical thrust relative to the aircraft 100. The second rotor section 14 according to this embodiment comprises at least one rotor. The propeller rotation axis of the rotor is aligned in a direction that includes a longitudinal (Y-direction) component. This allows for the generation of horizontal thrust (e.g., longitudinal) relative to the aircraft 100.

[0037] In the vertical takeoff and landing of the aircraft 100, it is preferable that the lift generated by the first rotor section 11 allows the aircraft 100 to lift off without using the lift generated by other rotors or the main wing 21.

[0038] The main wing 21 preferably has a roughly airfoil shape that generates lift upward (in the +Z direction) when air strikes its leading edge. When the aircraft 100 moves forward, by utilizing the upward lift generated by the main wing 21, the thrust from the second rotor section 12 can be used or reduced during movement, thus potentially improving flight efficiency.

[0039] Furthermore, as illustrated in Figures 4-6, the main wing 21 according to this embodiment can be folded at a predetermined position (rotating section 22). The rotating section 22 is provided, for example, in the width direction of the main wing 21, at a position outside the position where the main body 50 is provided. The rotating section 22 has the function of rotating the portion of the main wing 21 that is outside the rotating section 22 in the width direction, with the front-rear direction of the aircraft 100 as the axis of rotation.

[0040] When the main wing 21 is folded, the planar projected area of ​​the aircraft 100 (the area occupied by the planar component of the aircraft 100 when viewed from above) decreases, as illustrated in Figures 4-6. In typical VTOL aircraft, the presence of the main wing increases the air resistance of the aircraft during vertical descent, generating unintended lift and making it difficult to control the descent of the aircraft 100. Furthermore, in other flight conditions (e.g., hovering), the large planar projected area due to the presence of the main wing means that the aircraft 100 is strongly affected by updrafts and downdrafts.

[0041] Furthermore, when attempting to descend an aircraft to a target altitude or to maintain it at a target altitude, control is applied to reduce the rotation speed of the propellers on the aircraft's rotor blades. However, even if the propeller rotation speed is reduced, the aircraft's altitude may not decrease due to air resistance on the main wings. In such cases, the propeller rotation speed required to maintain the aircraft's attitude in the air may be insufficient, making it difficult to maintain the aircraft's attitude.

[0042] The rotating section 22 that folds the main wing 21 is configured to fold the main wing 21 upward or downward at a predetermined angle, as shown in Figures 8 and 9. As described above, the axis of rotation of the rotating section 22 is aligned with the front-rear direction of the aircraft 100. For example, known mechanisms such as pins, hinges, and arms may be used as the axis of rotation. Furthermore, by combining these mechanisms with dampers and motors, it is possible to fold the wings slowly. In addition, the number of axes and the direction of extension are not limited to one; multiple rotating sections may be provided, or the wings may fold diagonally backward or diagonally forward.

[0043] When the folded main wing 21 is positioned towards the center of the aircraft from axes A and A', which are axes in the Z direction passing through the center of the fold, the planar projected area of ​​the main wing 21 is smallest, making it suitable for descent and other maneuvers. When the main wing 21 is folded further, and the angle of the main wing 21 approaches horizontal as shown in Figure 10, not only the planar projected area but also the lateral projected area (the area occupied by the planar component of the aircraft 100 when viewed from the width direction) decreases. Reducing the lateral projected area reduces the effect of wind on the aircraft 100 from the sides. This further improves the stability of the aircraft 100. The main wing 21 can be folded, for example, before or during the timing when hovering above the destination and beginning the descent.

[0044] As another modification, as shown in Figure 11, the outer portion of the main wing 21 can be rotated downwards and used as a landing gear. By folding the main wing 21 downwards (-Z direction) and ensuring that the tip of the folded main wing 21 protrudes below the lowest part of the aircraft 100 (for example, the bottom of the main body 50), the main body 50 and the payload (if it is mounted protruding further downwards from the main body 50, etc.) do not touch the landing surface 200, and the aircraft can be parked using only the main wing 21. This eliminates the need to provide separate landing gear to the aircraft 100, thus reducing the weight increase of the aircraft 100. Furthermore, the portion of the main wing 21 that touches the landing surface 200 (for example, the tip of the main wing 21, but not limited to this case) may be provided with a contact area 23. The contact area 23 can be made of a different material from the main wing 21 and can be provided with functions such as anti-slip or shock absorption.

[0045] If a portion of the main wing 21 also serves as the landing gear, the main wing 21 will be subjected to the impact during takeoff and landing. As shown in Figure 11, if the angle of the folded main wing relative to the landing surface is such that the main wing 21 is folded at a right angle at the pivot section 22, resulting in an angle b of a right angle, or if the main wing 21 is folded outward in the width direction at the pivot section 22, resulting in an obtuse angle c, the distance between the landing gear and the ground will be increased. However, since the impact force R of takeoff and landing is transmitted to the pivot section 22 of the main wing and its inner side, depending on the magnitude of the impact, it may affect the main body 50 of the aircraft 100. In this embodiment, the outer portion of the main wing 21 can be rotated by 90 degrees or more with respect to the extension direction (width direction) of the main wing 21. In other words, as shown in Figure 6, when the angle of the folded main wing 21 is acute (i.e., the folded main wing 21 is folded inward in the width direction relative to the rotating part 22), the impact force R is directed outward from the rotating axis portion. Therefore, even if a strong impact that the rotating part 22 cannot withstand is applied, the impact on the main body 50 can be suppressed. It is desirable to select a suitable folding angle for the main wing 21 depending on the surrounding environment of the place where takeoff, landing, or parking takes place, the takeoff weight of the aircraft 100, the landing speed, etc. Note that the main wing 21 may or may not be folded at takeoff. If a part of the main wing 21 functions as a landing gear as shown in the figure, the main wing 21 may be folded at takeoff, and then rotated back to its original position during ascent, before the ascent is completed and horizontal flight begins, or after horizontal flight has begun.

[0046] Furthermore, the aircraft 100 may be equipped with shock mitigation devices 30 such as dampers or absorbers to mitigate impacts during takeoff and landing. For example, the shock mitigation devices 30 may be provided at the wingtips as shown in Figure 12, or between the wingtips and the rotating parts 22 of the main wings 21 as shown in Figures 13 and 14. It is sufficient that the impact transmitted from the ground contact area is attenuated before it reaches the main body 50, and the configuration, mechanism, and position of the shock mitigation devices are not limited to the illustrated examples.

[0047] The wingtip 24 of the main wing 21 may be provided with a contact area 23 that contacts the landing surface during landing. Furthermore, the shape of the wingtip 24 can be designed to have effects such as reducing air resistance caused by wingtip vortices and preventing the concentration of load at the wing root, as illustrated in Figures 15-17, and may also serve as a contact area.

[0048] The main body 50 may contain some or all of the processing unit, battery, and onboard components. The main body 50 may have a shape optimized based on the attitude of the aircraft 100 during cruising (hereinafter referred to as the cruising attitude), which is expected to be maintained for a long period of time while the aircraft 100 is moving. This improves flight efficiency and makes it possible to shorten flight time and increase range.

[0049] The main body 50 should preferably have an outer shell with sufficient strength to withstand flight and takeoff / landing. For example, plastic, FRP, etc., are suitable materials for the outer shell because they have rigidity and waterproofing properties.

[0050] Furthermore, the structure of the aircraft 100, including the frame 120 and the main body 50, is formed using a monocoque or rudder frame structure. The motor mount, frame 120, and main body 50 may be constructed by connecting their respective parts, or they may be molded as a single unit using a monocoque structure or integral molding. For example, the motor mount and frame 120 may be molded as a single unit, or the motor mount, frame 120, and main body 50 may all be molded as a single unit. By integrating the parts, it is possible to make the joints between each part smoother. This can lead to effects such as reduced drag and improved fuel efficiency, similar to blended wing bodies and lifting bodies.

[0051] The shape of the aircraft 100 may have directionality. Directionality refers to the property of a shape that is suitable for flying in a specific direction, unlike so-called general multirotors. For example, in the cruising attitude of the aircraft 100 in calm conditions, a streamlined main body that reduces drag is one example of a shape that improves flight efficiency when the nose of the aircraft is facing the wind.

[0052] The mounting section is a part that is enclosed within or connectable to the main body 50. The mounting section may be configured, for example, to hold the load, and more preferably to enclose the load. In this embodiment, the load is described as an example of a transport box that serves as luggage or its packaging material, but this technology is not limited to such examples. The load may include, for example, luggage such as daily necessities, books, and food delivered from a store, as well as devices such as cameras, sensors and actuators for inspecting structures, and other objects that can be mounted on the aircraft. Furthermore, the objects constituting the mounting section may be one or more.

[0053] These mounting components may be fixed to the main body or connected independently to the main body in a displaceable manner. When connected independently to the main body in a displaceable manner, by connecting them independently in a displaceable manner via a connection part such as a pivot axis or a gimbal with one or more degrees of freedom, it is possible to maintain the mounted object in a predetermined attitude (e.g., horizontal) regardless of the attitude of the aircraft 100. The method of displacement can be selected from a passive method, which is performed by the aircraft's own weight, or an active method, which is controlled using a motor or servo, etc.

[0054] If the payload does not move independently, space for its displacement and oscillation is unnecessary. Therefore, the size of the main body can be minimized, improving flight efficiency. Furthermore, if the payload is capable of independent displacement, the center of gravity of the main body remains constant regardless of the payload's center of gravity. This improves the aircraft's stability. It is desirable to select the most suitable configuration after considering various trade-offs.

[0055] When batteries or heavy payloads are placed manually, it can be difficult to push them up from below the aircraft. Therefore, by configuring the aircraft so that the interior of the main body 50 can be accessed from the front of the aircraft, as shown in Figure 18, the installation of batteries and the placement of payloads to the aircraft 100 (main body 50) can be simplified. Note that the direction of access to the interior of the main body 50 is not limited to the front of the aircraft 100; the same effect can be obtained from the rear or side of the aircraft 100.

[0056] <Details of the second embodiment>

[0057] In the details of the second embodiment described herein, components that overlap with those in the first embodiment perform the same operations, so a further explanation is omitted.

[0058] If the battery 62 is enclosed within the main body 50, the battery 62 may be positioned along a direction that opens from top to bottom in a front view of the aircraft 100, as illustrated in Figure 21. The battery 62, which is relatively heavy as an add-on for the aircraft 100, is preferably positioned near the lift generation point of the aircraft 100. In this embodiment, the lift generation point is the center point of the lift generated by the main wing 21 and the first rotor section 11 (i.e., the resultant point of the lift). The lift generation point in the Z direction is between the main wing 21 and the first rotor section 11. The lift generation points in the X and Y directions are between the aerodynamic center of the main wing 21 and the lift centers of each of the first rotor sections 11. Within the main body 50 shown in Figure 21, the area above the center height and in the width direction, when viewed from the front of the main body 50, is near the center of the lift. This arrangement allows for the concentration of the aircraft's weight near the center while still providing space for loading cargo and other items. This improves the stability of the aircraft.

[0059] Furthermore, the payload 61 (e.g., luggage, a box for storing luggage, parts, sensors, etc.) may be triangular or trapezoidal in shape. By tapering the area near the center of the aircraft 100 so that the top is narrower and the bottom is wider, it becomes possible for at least a portion of the payload 61 to be positioned between the batteries 62, as shown in Figures 20 and 21. This allows for efficient use of the internal space of the main body 50. Therefore, it is possible to suppress the increase in weight of the main body 50 for carrying luggage and prevent a decrease in flight efficiency.

[0060] Furthermore, if the payload 61 is one that is separated from the aircraft 100 and falls or is placed on the landing surface, making the lower part of the payload 61 a large shape, such as a triangle or trapezoid, makes it easier for the payload 61 to stand upright when it separates from the aircraft 100 and touches down. This can improve the quality of cargo transport.

[0061] Furthermore, for example, by providing an opening on the bottom surface of the main body 50 through which the payload can pass, or by enabling opening and closing with a shutter or the like, the payload 61 can be detached below the aircraft 100, as shown in Figure 22. This enables unmanned delivery of the payload 61. In this case, if the payload 61 has a shape that widens from top to bottom, such as a triangle or trapezoid, it becomes less likely for the payload 61 to get caught on the main body 50 or parts provided on the main body 50 when the payload 61 is sent out downwards. This is particularly suitable when the payload 61 is detached by free fall due to its own weight.

[0062] The method for mounting the payload 61 onto the aircraft 100 is sufficient as long as the payload 61 is not unintentionally detached. For example, such a mounting method may include providing a mounting section on the main body 50 on which the payload can be placed, as in this embodiment; hooking the payload 61 onto a hook-shaped member provided on the aircraft 100; temporarily fixing the payload 61 to the aircraft 100 by other physical means such as magnetic attachment or suction; or suspending the payload 61 from the aircraft 100 by a string-like member, but is not limited to these examples.

[0063] In recent years, various forms of aircraft have been considered and implemented for use in industries other than delivery (for example, inspection, surveying, photography, surveillance, agriculture, disaster prevention, etc.). By carrying rescue equipment, information gathering devices, radio relays, etc., it is expected that urgently needed items can be delivered faster and over longer distances, and information can be quickly gathered regarding highly urgent events such as accidents and disasters.

[0064] The embodiments described above are merely illustrative to facilitate understanding of the Technology and are not intended to limit the Disclosure. This Disclosure may be modified and improved without departing from its spirit, and its equivalents are included. [Explanation of Symbols]

[0065] 10. Flight Division 11. First rotor section 14. Second rotor section 21 Main wing 22 Rotating parts 23 Grounding part 24 Wingtip 30 Impact mitigation device 40 tail fin 50 Main body 60 Mounting section 61. Carryover 62 batteries 100 flying objects 110a-110d propeller 111a-111d motor 120 frames 121 landing gear 140 propellers 141 Motor

Claims

1. It is an flying object, The main body and The main wing is provided extending horizontally from the main body so as to intersect with the front-rear direction, The aircraft comprises a rotor section provided on the aircraft, The main wing has a rotating portion that, at a position outside the main body of the main wing, is capable of rotating the portion of the main wing outside the aforementioned position along a rotational direction with respect to the extension direction of the main wing and with the front-rear direction as the axis of rotation. During landing, the rotating part rotates so that the portion is positioned inward in the width direction than perpendicular to the extension direction of the main wing during cruising. A flying object.

2. The flying body according to claim 1, The main wing is provided with a contact portion at its tip that can be made contact with the landing surface when rotated downward. A flying object.

3. The flying body according to claim 1, The aforementioned main wing is equipped with a shock-absorbing device; this is an aircraft.

4. The flying body according to claim 3, The impact mitigation device is provided on the main wing and is provided so as to be deformable or movable in the extension direction of the main wing, in an aircraft.

5. The flying body according to claim 1, The aforementioned rotor section includes a rotor section that generates vertical thrust relative to the aircraft.

6. The flying body according to claim 1, The aforementioned rotor section includes a rotor section that generates horizontal thrust relative to the aircraft.

7. The flying body according to claim 1, The main body is provided to be able to house the mounted object and multiple batteries inside. When the main body is viewed from the front, the space in which the mounted object is installed extends from top to bottom. The aforementioned plurality of batteries are provided within the main body at positions that sandwich the space on which the mounted objects are mounted. A flying object.

8. The flying body according to claim 7, The main body is provided so as to be able to send the load downward when the load is detached. A flying object.

9. A method for controlling an aircraft, The aforementioned flying object The main body and The main wing is provided extending horizontally from the main body so as to intersect with the front-rear direction, The aircraft comprises a rotor section provided on the aircraft, The main wing has a rotating portion that, at a position outside the main body of the main wing, is capable of rotating the portion of the main wing outside the aforementioned position along a rotational direction with respect to the extension direction of the main wing and with the front-rear direction as the axis of rotation. During landing, the rotating part rotates so that the portion is positioned inward in the width direction than perpendicular to the extension direction of the main wing during cruising. When the aircraft is moving downward for landing during flight, the rotating part controls the main wings so that they are folded. A method for controlling an aircraft.

10. A method for controlling an aircraft according to claim 9, A method for controlling an aircraft, wherein, during landing, the main wing is controlled so that a portion of the main wing is in contact with the landing surface.

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