Flying object, method for controlling flying object, and program

Abstract

[Problem] To provide a flying object, a control method, and a program capable of controlling to achieve an increase in the cruising distance of the flying object and the stability of the flying object during hovering and landing by providing rotatable auxiliary wings to the flying object and controlling the angle of attack. [Solution] Provided is a flying object comprising: a main body part; a plurality of rotary wing parts provided to the main body part; an auxiliary wing part provided to the main body part; and a control part for controlling the operation of the rotary wing parts and the auxiliary wing part. The control part executes a change control of the lift of the auxiliary wing part in accordance with a comparison result between an acquired thrust-related parameter and one or more reference parameters.

Description

Aircraft, aircraft control method, and program

[0001] The present disclosure relates to an aircraft, a control method for an aircraft, and a program.

[0002] In recent years, the development of a variety of services using air vehicles (hereinafter collectively referred to as "air vehicles") such as drones and unmanned aerial vehicles (UAVs) has been progressing. In particular, air vehicles (hereinafter collectively referred to as "multicopters"), which are generally called multicopters and have multiple fixed-pitch propellers and move by tilting the aircraft, have a simpler structure compared to existing single-rotor helicopters and the like that have variable pitch mechanisms, making them easier to manufacture and maintain. Therefore, their use in various industries has been considered and implemented. Air vehicles with multiple propellers require different control than single-rotor helicopters.

[0003] However, multicopter-shaped aircraft may have inferior fuel economy (electricity cost) compared to VTOL aircraft, which fly using the lift generated by their main wings. Furthermore, if the shape of the main body, etc., is not optimized for the aircraft's cruising attitude, the drag of the main body increases, making it difficult to improve flight time and distance. In light of this situation, Patent Document 1 discloses an aircraft that reduces the load on the rotors. (See, for example, Patent Document 1.)

[0004] U.S. Patent Application Publication No. 2020 / 0001995

[0005] Patent Document 1 discloses an aircraft (hereinafter collectively referred to as the conventional aircraft) that aims to improve flight time by forming a positive angle of attack when the rotorcraft of the present invention moves forward by setting the angle between the rotation axis of the rotor and the normal to the reference plane of the main body between 5 and 30 degrees, and by using the lift generated by the main body to reduce the load on the rotor.

[0006] Conventional aircraft are designed so that the angle of attack of the main body is optimal for generating lift during cruising. While fixed-pitch propellers have a simple structure, they cannot generate negative lift by changing the pitch like controllable-pitch propellers. For example, if the main body generates more lift than a predetermined amount while the aircraft is moving forward, the aircraft's altitude is adjusted by reducing the propeller rotation speed to prevent the aircraft from gaining too much altitude.

[0007] If the motor rotation speed is significantly reduced and falls below the rotation speed required to maintain the aircraft's attitude, there is a concern that the aircraft may become unstable. Furthermore, if the rotation speed becomes too fast to control the attitude, the aircraft may crash.

[0008] Even if a multicopter does not have an airframe with a wing-shaped main body like that of Patent Document 1, the main body or main wings may generate lift, so a similar phenomenon can occur.

[0009] Therefore, the present invention provides an aircraft, etc., that is capable of stabilizing the flight of the aircraft by providing rotatable ailerons on the main body of a rotary-wing aircraft and changing the rotation angle of the ailerons depending on the state of the aircraft, thereby preventing a decrease in propeller rotation speed during flight or descent, including landing.

[0010] In view of this situation, one object of the present invention is to provide an aircraft that flies using multiple fixed-pitch propellers and that can stably control the attitude of the aircraft when flying forward and when descending.

[0011] Therefore, the present invention provides a rotorcraft with rotatable ailerons on its main body, and by controlling the angle of attack, the lift generated by the ailerons is used to reduce power consumption during flight. During landing, the rotation of the ailerons is controlled to generate negative lift, preventing a decrease in propeller rotation speed. This provides a flying vehicle, a method for controlling a flying vehicle, and a program that can achieve both increased flight range and stability during hovering and landing.

[0012] According to the present disclosure, one embodiment of the present invention provides an aircraft comprising a main body, a plurality of rotor sections provided on the main body, aileron sections provided on the main body, and a control unit that controls the operation of the rotor sections and the aileron sections, wherein the control unit performs control to change the lift of the aileron sections depending on the result of comparing an acquired thrust-related parameter with one or more reference parameters.

[0013] Other problems and solutions disclosed in this application will be made clear in the section on preferred embodiments of the invention and the drawings.

[0014] Furthermore, the present disclosure can provide a multicopter that can be stably controlled and a control method thereof.

[0015] FIG. 1 is a conceptual diagram of an aircraft equipped with an aileron section according to the present disclosure, as viewed from the side. FIG. 2 is a side view of the aircraft of FIG. 1 during cruising. FIG. 3 is a side view of the aircraft of FIG. 1 when the aileron section is in operation. FIG. 4 is a plan view of the aircraft of FIG. 1. FIG. 5 is a functional block diagram of the aircraft of FIG. 1. FIG. 6 is a side view of another aircraft according to the present disclosure. FIG. 7 is a plan view of the aircraft of FIG. 5. FIG. 8 is a side view of the aircraft of FIG. 8. FIG. 9 is a conceptual diagram showing an example of an aileron mounting position on an aircraft according to the present disclosure. FIG. 10 is a conceptual diagram showing an example of an aileron mounting position on an aircraft according to the present disclosure. FIG. 11 is a conceptual diagram showing an example of an aileron mounting position on an aircraft according to the present disclosure. FIG. 12 is a conceptual diagram showing an example of an aileron mounting position on an aircraft according to the present disclosure. FIG. 13 is a conceptual diagram showing an example of an aileron mounting position on an aircraft according to the present disclosure. FIG. 14 is a graph A showing the relationship between throttle opening and thrust. FIG. 15 is a side view showing an example of the aileron section of FIG. 9 when in operation during cruising. FIG. 16 is a side view of another example of the aileron section of FIG. 9 when in operation during cruising. FIG. 17 is a side view of another aircraft according to the present disclosure. 21 is a side view of an aircraft equipped with an aileron section of another configuration according to the present disclosure; FIG. 22 is a plan view of the aircraft of FIG. 20; FIG. 23 is a side view of an aircraft equipped with an aileron section of another configuration according to the present disclosure; FIG. 24 is a plan view of the aircraft of FIG. 22;

[0016] The details of the embodiments of the present invention will be listed and explained. An aircraft or the like according to the embodiments of the present invention has the following configuration. [Item 1] An aircraft comprising: a main body; a plurality of rotary wing sections provided on the main body; aileron sections provided on the main body; and a control unit that controls the operation of the rotary wing sections and the aileron sections, wherein the control unit executes change control of the lift of the aileron sections in accordance with a comparison result between an acquired thrust-related parameter and one or more reference parameters. [Item 2] The aircraft according to Item 1, wherein the control unit executes the change control to reduce the lift of the aileron sections when it is determined that the thrust-related parameter is lower than a predetermined reference parameter. [Item 3] The aircraft according to Item 2, wherein the change control is control to tilt the aileron sections forward from their current state. [Item 4] The aircraft according to Item 2, wherein the change control is control to tilt the aileron sections forward to a negative angle of attack. [Item 5] The aircraft according to item 1, wherein the control unit executes the modification control to increase the lift of the aileron section when it is determined that the thrust-related parameter exceeds a predetermined reference parameter. [Item 6] The aircraft according to item 5, wherein the modification control is control to tilt the aileron section rearward from its current state. [Item 7] The aircraft according to item 5, wherein the modification control is control to tilt the aileron section rearward to a positive angle of attack. [Item 8] The aircraft according to either item 2 or item 5, wherein the modification control displaces a resistance member provided on the aileron section. [Item 9] The aircraft according to any one of items 1 to 8, wherein the reference parameter includes two or more parameters, and the control unit executes the modification control in stages depending on a result of comparing the thrust-related parameter with the two or more parameters. [Item 10] The aircraft according to any one of items 1 to 9, wherein the reference parameters include an increase reference parameter and a decrease reference parameter, and the control unit performs the change control by using the increase reference parameter in the comparison process when the thrust-related parameter increases and using the decrease reference parameter in the comparison process when the thrust-related parameter decreases.[Item 11] The aircraft according to any one of items 1 to 10, wherein the control unit, upon landing, compares the acquired thrust-related parameters with stop condition information indicating conditions related to the thrust-related parameters for stopping the change control of the aileron section, and stops the change control of the aileron section for a predetermined period in accordance with the information resulting from the comparison. [Item 12] The aircraft according to any one of items 1 to 11, wherein the control unit suspends the change control of the aileron section for a predetermined period in accordance with the information resulting from the comparison. [Item 13] The aircraft according to any one of items 1 to 12, wherein the control unit, upon landing, compares stop condition information indicating conditions related to waypoints for stopping the change control of the aileron section with the acquired current waypoint information, and stops the change control of the aileron section for a predetermined period in accordance with the information resulting from the comparison. [Item 14] The aircraft according to any one of items 1 to 13, wherein the control unit, upon landing, performs a comparison process between stop condition information indicating conditions related to position information for stopping the modification control of the aileron section and the acquired current position information, and suspends the modification control of the aileron section for a predetermined period in accordance with the information resulting from the comparison process. [Item 15] The aircraft according to any one of items 1 to 14, wherein the control unit, upon takeoff, performs a comparison process between start condition information indicating conditions related to the thrust-related parameters for stopping the modification control of the aileron section and the acquired thrust-related parameters, and suspends the modification control of the aileron section for a predetermined period in accordance with the information resulting from the comparison process. [Item 16] The aircraft according to any one of items 1 to 15, wherein the control unit suspends the modification control of the aileron section for a predetermined period in accordance with the information resulting from the comparison process. [Item 17] The aircraft described in any one of Items 1 to 16, wherein the control unit, at the time of takeoff, compares stop condition information indicating conditions related to waypoints for stopping the change control of the aileron section with the acquired current waypoint information, and stops the change control of the aileron section for a predetermined period according to the result information of the comparison process.[Item 18] The aircraft according to any one of items 1 to 17, wherein the control unit, at takeoff, compares stop condition information indicating conditions related to position information for stopping the modification control of the aileron section with the acquired current position information, and suspends the modification control of the aileron section for a predetermined period of time in accordance with the information resulting from the comparison. [Item 19] The aircraft according to any one of items 1 to 18, wherein the control unit compares change control record information including the control timing at which the modification control was performed with reference control timing information, and suspends the modification control of the aileron section for a predetermined period of time in accordance with the information resulting from the comparison. [Item 20] The aircraft according to any one of items 1 to 19, wherein the thrust-related parameter is thrust control information of the rotary wing section. [Item 21] The aircraft according to item 20, wherein the thrust-related parameter is PWM control information of the rotary wing section. [Item 22] The aircraft according to item 20, wherein the thrust-related parameter is rotation speed information of the rotary wing section. [Item 23] The aircraft according to item 20, wherein the thrust-related parameter is information about power supplied to the rotor section. [Item 24] The aircraft according to any one of items 1 to 19, wherein the thrust-related parameter is speed information. [Item 25] The aircraft according to item 24, wherein the thrust-related parameter is airspeed information. [Item 26] The aircraft according to item 24, wherein the thrust-related parameter is ground speed information. [Item 27] ​​The aircraft according to any one of items 1 to 19, wherein the thrust-related parameter is altitude information. [Item 28] The aircraft according to any one of items 1 to 27, wherein the aileron sections are provided on the left and right sides of the main body section. [Item 29] The aircraft according to item 28, wherein the control unit commonly performs change control on the aileron sections provided on the left and right sides of the main body section. [Item 30] The aircraft according to item 28, wherein the aileron sections are provided closer to the center than the rotor section. [Item 31] The aircraft according to Item 28, wherein the aileron section is provided outward of the rotary wing section.[Item 32] The aircraft described in item 28, wherein the aileron section has a through hole, and at least a portion of the rotary wing section is provided inside the through hole. [Item 33] The aircraft described in any one of items 1 to 32, wherein the rotary wing section is arranged in each of four directions, front to back, left to right, and right to left, relative to the main body section. [Item 34] The aircraft described in any one of items 1 to 32, wherein the rotary wing section is arranged in each of four directions, at least left to right forward and left to right rearward, relative to the main body section. [Item 35] The aircraft described in any one of items 1 to 34, further comprising a mounting unit for mounting a payload. [Item 36] The aircraft described in item 35, wherein the mounting unit is provided within the main body section. [Item 37] The aircraft described in item 35, wherein the mounting unit is configured to load the payload from above the mounting unit and release the payload from below the mounting unit. [Item 38] The aircraft according to Item 35, wherein the mounting unit is configured to mount the payload from below the mounting unit and release the payload from below the mounting unit. [Item 39] The aircraft according to Item 35, wherein the mounting unit is configured to mount the payload from a side of the mounting unit and release the payload from below the mounting unit. [Item 40] A control method for an aircraft comprising: a main body unit, a plurality of rotary wing units provided on the main body unit, aileron units provided on the main body unit, and a control unit that controls operation of the rotary wing units and the aileron units, the control method including executing control to change the lift of the aileron units by the control unit in accordance with a comparison result between an acquired thrust-related parameter and a reference parameter. [Item 41] A program for controlling an aircraft comprising: a main body; a plurality of rotary wing sections provided on the main body; aileron sections provided on the main body; and a control section that controls the operation of the rotary wing sections and the aileron sections, the program causing the control section to execute change control of the lift of the aileron sections in accordance with a comparison result between an acquired thrust-related parameter and a reference parameter.

[0017]

[0023] <Details of the embodiment of the present invention> Hereinafter, an air vehicle and a method for controlling an air vehicle according to an embodiment of the present disclosure will be described with reference to the drawings. Note that in this specification, "detachment" refers to a state in which the payload is released from the air vehicle or a mounting unit of the air vehicle, the payload can be mechanically separated from the air vehicle or the mounting unit, and the payload is not locked when placed on the ground or moved in the direction of removal.

[0018] <Details of the First Embodiment>

[0019] As illustrated in FIGS. 1 and 2, the flying object 100 according to this embodiment is a rotary-wing aircraft capable of vertical takeoff and landing and horizontal movement.

[0020] The aircraft 100 takes off from a takeoff point and flies to a destination. For example, when the aircraft 100 is making a delivery, the aircraft 100 that has reached the destination lands at a port or the like or hovers above the port or the like, and completes the delivery by separating the payload (e.g., cargo or work equipment (including cameras, sensors, etc.)) that it has carried. After separating the cargo, the aircraft 100 moves by flight to another destination, such as the original takeoff point or another delivery point.

[0021] As illustrated in FIGS. 1 to 4, the flying vehicle 100 according to this embodiment includes one or more rotors 122 and a main body 150 .

[0022] The rotor section 112 (112a, 112b, 112c, 112d) according to this embodiment is constituted by a propeller 110 and a motor 111. The rotor section 112 may be provided on a frame 120. For example, the rotor section 112 may be provided on the front end, middle section, rear end, etc. of the frame 120. The frame 120 and the rotor section 112 may be connected directly or via an intermediate member such as a motor mount.

[0023] It is desirable that the aircraft 100 be equipped with an energy source (e.g., a secondary battery, a fuel cell, a fossil fuel, etc.) for powering the rotor section 112. For example, as will be described later, the aircraft 100 may be equipped with a battery in the main body section 150.

[0024] Note that the illustrated flying vehicle 100 is depicted in a simplified manner to facilitate explanation of the structure of the present disclosure, and detailed configurations of, for example, the control unit, etc. are not shown.

[0025] The flying object 100 moves forward in the direction of arrow D (-Y direction) in the figure (details will be described later).

[0026] 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

[0027] The propeller 110 rotates upon receiving output from the motor 111. The rotation of the propeller 110 generates a thrust force for flying the flying object 100. The propeller 110 can rotate clockwise, stop, and rotate counterclockwise.

[0028] The propeller 110 of the aircraft of the present disclosure has one or more blades. Any number of blades (rotors) (e.g., 1, 2, 3, 4, or more) may be used. 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 blades move 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.

[0029] The propellers of the aircraft of the present disclosure may be, but are not limited to, fixed pitch, variable pitch, or a combination of fixed pitch and variable pitch. For example, when the power source is an engine, the propeller rotation control speed may be slower than when using an electric motor, so it is desirable to use a variable pitch propeller.

[0030] 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).

[0031] The blades can all rotate in the same direction, or they can rotate independently. For example, some blades can rotate in one direction and others in the other direction. The blades can all rotate at the same rotation speed, or they can each rotate at a different rotation speed. The rotation 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.).

[0032] The flying object 100 determines the rotation speed of each motor and the flight angle via a flight controller according to wind speed and direction through inputs from a radio control unit (not shown) or a program, allowing the flying object to ascend, descend, accelerate, decelerate, change direction, and perform other movements.

[0033] Furthermore, the flying object 100 can fly autonomously according to routes and rules set in advance or during flight, or can fly by maneuvering using a radio control.

[0034] The above-described aircraft 100 includes some or all of the functional blocks shown in FIG. 5 . Note that the functional blocks in FIG. 5 are an example of a minimum reference configuration. The flight controller 1001 is a so-called processing unit. The processing unit may include one or more processors, such as a programmable processor (e.g., a central processing unit (CPU)). The processing unit includes and has access to memory 1004. The memory 1004 stores logic, code, and / or program instructions that the processing unit can execute to perform one or more steps. The memory 1004 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 the sensors 1002 may be directly transmitted to and stored in the memory 1004. For example, still and video data captured by a camera or the like may be recorded in an internal or external memory.

[0035] 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 orientation, speed, and / or acceleration of the rotorcraft. The control module can control one or more of the onboard components, the state of sensors, etc.

[0036] The processing unit can communicate with a transceiver 1005 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 1006 can use any suitable communication means, such as wired or wireless communication. For example, the transceiver 1005 can utilize one or more of a local area network (LAN), a wide area network (WAN), infrared, wireless, WiFi, a point-to-point (P2P) network, a telecommunications network, cloud communication, etc. The transceiver 1005 can transmit and / or receive one or more of data acquired by the sensors 1002, processing results generated by the processing unit, predetermined control data, user commands from a terminal or remote controller, etc.

[0037] The sensors 1002 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).

[0038] The plane of rotation of the propeller 110 equipped on the flying vehicle 100 according to the embodiment of the present disclosure is a horizontal rotor that is approximately horizontal when hovering in a windless environment, allowing the flying vehicle 100 to ascend by rotating the propeller. When moving forward, the plane of rotation of the propeller 110 is tilted forward in the direction of travel, and the forward-inclined plane of rotation of the propeller 110 generates upward lift and thrust in the direction of travel, thereby propelling the flying vehicle 100 forward.

[0039] When the flying object 100 takes off or lands vertically, the lift generated by the rotor section 112 allows the flying object 100 to lift off.

[0040] The flying body 100 includes a motor 111, a propeller 110, a frame 120, etc., and the flying section that generates lift and thrust may include a main body 150 that can house a processing unit to be mounted on the flying section, a battery 1000, etc. The main body 150 optimizes the shape of the flying body 100 in its cruising attitude, which is expected to be maintained for a long time while the flying body 100 is moving, and improves its flight speed, thereby efficiently shortening the flight time.

[0041] If the main body 150 contains a processing unit, battery, payload, etc., it is desirable for it to have an outer shell strong enough to withstand flight and 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 frame 120 (including the arms) included in the flight section.

[0042] The motor mount (not shown), frame 120, and main body 150 of the flying section may be constructed by connecting individual components, or 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 150 may all be molded as a single unit). By integrating the components, it is possible to smooth the joints between the components. Therefore, the shape of the flying body, known as a blended wing body or lifting body, can be expected to reduce drag and improve fuel efficiency.

[0043] The shape of the flying body 100 may also be directional. Examples of a directional shape include a streamlined body that reduces drag when the flying body 100 is cruising in windless conditions, a substantially wing-shaped body, or other shapes that improve flight efficiency when the nose of the flying body faces the wind.

[0044] As illustrated in Figures 6 and 7, the main body 150 may include a payload 20 that can fly with a payload 10 mounted thereon.

[0045] The mount 20 may be provided in an enclosed space 30 surrounded by a frame 120 as shown in Fig. 7. The mount 20 may be fixedly connected to the frame 120, or may be connected to the frame 120 so as to be capable of independent displacement via a mount pivot axis 22 such as a pivot axis or a gimbal having one or more degrees of freedom, as shown in Figs. 5 and 6. This allows the mount 10 to be connected in a predetermined attitude (for example, horizontal) regardless of the attitude of the aircraft 100.

[0046] Furthermore, as a method for maintaining the load 10 in a predetermined posture, the load rotation shaft 22 may be provided between the frame 120 and the mount 20, or the load rotation shaft 22 may be provided between the mount 20 and the load 10. In other words, the load rotation shaft 22 may be provided at any position between the frame 120 and the load 10. The position of the load rotation shaft 22 is not particularly limited.

[0047] The position and direction of the rotation axis used to displace the mounting unit 20 or the payload 10 are determined, for example, by the attitude of the flying vehicle 100 during flight. If the main propulsion direction of the flying vehicle is the fore-and-aft direction, the flying unit will tilt in the fore-and-aft direction, so providing at least one axis that can rotate in the pitch direction can cancel the tilt of the flying unit during flight and maintain the attitude of the payload. Furthermore, to accommodate tilt in other axial directions (roll, yaw), two or more rotation axes may be provided.

[0048] The displacement of the mounting unit 20 or the mounted object 10 may be performed by passive control, which maintains the attitude by the weight of the object to be maintained, or by active control, which controls the attitude by using a motor, servo, etc. When controlling the attitude more precisely, active control is desirable, but since adding a mechanism leads to an increase in weight, etc., the control method may be appropriately determined depending on the purpose.

[0049] The payload 10 may be inserted into the payload unit 11 from any of the above, side, and below. The detached payload may also be removed from any of the three directions, but if the detachment is performed automatically, it is desirable that the removal direction be from below the aircraft. If the detachment is performed by hand or by a robot, the removal direction may be from above or from the side. More specific examples include a configuration in which an object is inserted from above mounting unit 11, and the object is removed from below by releasing support from members supporting the bottom or side of the object (for example, when the bottom side is supported, the support members are rotated or slid outward like a door to open the bottom side, or when the side is supported, the pressure from the support members is released), a configuration in which an object is inserted from above mounting unit 11 and removed from above or the side of the mounting unit, a configuration in which an object is inserted from below mounting unit 11 and removed from above, below, or the side of the mounting unit, or a configuration in which an object is inserted from the side of mounting unit 11 and removed from above, below, or the side of the mounting unit. Furthermore, the insertion and removal of the object may be performed automatically by a mechanism of mounting unit 11 or an external device (such as a robot) as described above, or may be performed manually.

[0050] The mount 20 is preferably constructed of a material strong enough to withstand flight, takeoff, and landing while holding the payload 10. For example, resin, FRP, etc. are suitable materials for the mount 20 because they are rigid and lightweight. Furthermore, when using metal as the material for the mount 20, it is preferable to use a material with a low specific gravity, such as aluminum or magnesium. This can improve strength while preventing weight increase. Note that these materials may be the same as or different from the frame 120.

[0051] The motor mount (not shown) and frame 120 of the flying section may be constructed by connecting individual components, or 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. By integrating the components, it is possible to smooth the joints between the components, which can reduce drag and improve fuel efficiency.

[0052] After arriving above the destination point, the aircraft 100 carrying the payload 10 may land or hover, and then separate the payload 10. In an aircraft 100 that is landing, the landing legs 130 provided on the aircraft 100 are preferably designed to prevent the payload 10 from receiving impact due to direct contact with the landing surface 200 when the aircraft lands. In this case, for example, the landing legs 130 are preferably configured to be longer downward (in the -Z direction) than the payload 10, at least in a side view of the aircraft landing on a flat surface, as in the aircraft exemplified in Figures 8 and 9. The landing legs 130 may further include a shock absorbing device 131 such as a damper.

[0053] As illustrated in FIGS. 1 to 4 , the aircraft 100 of the present disclosure includes an aileron section 50 that can rotate in response to a signal from a flight controller 1001. The wings that make up the aileron section 50 may be of a common airfoil type, such as a symmetrical wing, an asymmetrical wing, or an S-camber wing. Each airfoil type has its own characteristics, and it is desirable to select the appropriate type depending on the intended use. For example, an asymmetrical wing can efficiently generate lift during forward flight. An asymmetrical wing is suitable for use in which the wing rotates to generate both positive and negative lift. An S-camber wing can reduce the moment generated in the wing.

[0054] Furthermore, the attachment position of the aileron section 50 relative to the aircraft 100 may be aligned with the center or center of gravity of the aircraft in the longitudinal direction (Y direction), forward of the center or center of gravity of the aircraft, or rearward of the center or center of gravity of the aircraft, as illustrated in Figures 10 to 12. However, in the X direction, it is desirable to attach the aileron section 50 symmetrically to the left and right of the aircraft's center or center of gravity. Furthermore, in the vertical direction (Z direction), as illustrated in Figures 10, 13, and 14, the aileron section 50 may be aligned with the center or center of gravity of the aircraft, above the center or center of gravity of the aircraft, or below the center or center of gravity of the aircraft. For example, if the aileron section 50 is attached below the aircraft's center of gravity, when the aircraft encounters wind from the longitudinal, transverse, or lateral directions during hovering, the aileron section 50 acts as air resistance, generating a moment that tends to tilt the aircraft into the wind. As a result, the aircraft tilts into the wind, tilting the propeller thrust direction into the wind and increasing the force resisting the wind, thereby stabilizing the aircraft's attitude.

[0055] Furthermore, the individual components that make up aircraft 100 may be connected to one another by welding or fastening members, or may be molded in whole or in part 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 150 may all be molded as a single unit, etc.). By integrating the components, it is possible to smooth the joints between the components, and the shape of the aircraft, known as a blended wing body or lifting body, can be expected to reduce drag and improve fuel efficiency.

[0056] 13 and 14, for example, the ailerons are depicted in a simplified manner to facilitate easy explanation of their positional relationships, but in practice, the support members supporting the aileron sections 50 do not have to be elongated and protruding vertically in side view as shown, and may be support members of any shape. For example, some or all of the support members may be configured to be built into the body (exterior) of the aircraft 100, thereby allowing the body shape to limit the increase in drag caused by the support members for the aileron sections 50.

[0057] The aileron section 50 may be one or two or more. As shown in Figure 4, one possible configuration is one in which a first aileron 51 and a second aileron 52 are provided, each extending in the X-axis direction from the center of the aircraft. The aileron section 50 is attached in a state in which it can rotate or pivot about an aileron pivot shaft 53.

[0058] The aileron section 50 may be able to rotate 360 ​​degrees, or any angle may be specified and the aileron rotation shaft 53 may be positioned so that the rotation of the aileron section 50 does not disrupt the balance of flight or cause instability. For example, the aileron section 50 may be located at a position approximately 25% of the chord length (wing chord length) from the leading edge.

[0059] The aileron rotation shaft 53 is provided substantially along the X-axis direction so that the aileron section 50 rotates in the pitch direction.

[0060] The mechanism used to displace the aileron section 50 may be any mechanism capable of performing a predetermined rotation, and it is desirable to employ a suitable known method. For example, a servo or actuator (motor, cylinder), or any other mechanical component may be used for control. Furthermore, the mechanism may be configured to be locked at a predetermined angle, or may be configured to be temporarily unlockable.

[0061] The displacement amount of the aileron section 50 may be one step, or may be displaceable in multiple steps or continuously. The aileron section 50 preferably has a mechanism that can maintain the displaced state at least temporarily, and for example, a predetermined displacement limit time may be set after displacement control, and the next displacement control may be performed depending on the change in the parameter after the displacement limit time has elapsed, or hysteresis control may be performed by differentiating a displacement control reference value (a reference parameter described below, also referred to as an increase reference parameter) for performing displacement control when a parameter increases from a displacement control reference value (also referred to as a decrease reference parameter) for performing displacement control when a parameter decreases.

[0062] In an example of an arrangement in which four rotor units 12 are provided, they are provided at the front, rear, left and right of the main body unit 150, respectively. In this case, the propellers 110 may be used in either a push or pull orientation. In addition to all four being push types or all four being pull types, it is also conceivable to combine different propellers at the front and rear of the main body unit 105, with only the two front propellers 110 being push type and the two rear propellers being pull type, or conversely, only the two rear propellers 110 being push type and the two front propellers being pull type.

[0063] 15, the thrust generated by the operation of the rotor section 112 varies with the throttle opening, which in turn varies with the command value (PMW) sent from the flight controller to the ESC or the rotor section 112.

[0064] Note that graph A is intended to simply explain the relationship between thrust and throttle opening, and is not intended to limit specific numerical values, for example. Furthermore, even when the same configuration of rotor 112 is used, thrust changes depending on airflow conditions.

[0065] Since the throttle opening has upper and lower limits, the rotor unit 112 is controlled within the range. At this time, a buffer is provided between the upper and lower limits to prevent the throttle opening from becoming uncontrollable due to external factors such as strong winds. In particular, when the throttle opening approaches the lower limit, the thrust generated by the rotor unit 112 decreases, and the force required to control the attitude of the aircraft 100 may be insufficient.

[0066] For example, if the aircraft 100 enters an updraft or an air current containing an upward component, an upward force is applied to the aircraft. Since the flight altitude of the aircraft 100 is specified as flight route information, the flight controller 1001 must control the rotor thrust to attenuate the thrust, i.e., reduce the throttle opening, in order to maintain the aircraft at a predetermined altitude without ascending accordingly. However, as mentioned above, there is a limit to the throttle opening. In cases where the air current is strong, the limit may be reached, making control difficult, resulting in unstable aircraft behavior or even a crash. In such cases, one method of dealing with this is to stop maintaining altitude and allow the aircraft to ascend, thereby adjusting the throttle opening to a level that allows the aircraft to be controlled. However, it is more desirable to prevent external factors from causing the aircraft to deviate from the predetermined flight altitude.

[0067] In an embodiment of the present disclosure, when an external factor causes the throttle opening to fall below a predetermined value, control is performed to change the angle of attack of the aileron section 50 to a negative value. There are various methods for obtaining and calculating values ​​related to the throttle opening, and an example of details of the parameters, etc. is described below. The aileron section 50, whose angle of attack has been controlled to a negative value, generates downward lift, making it possible to maintain altitude even if the throttle opening is increased, and making it possible to control the throttle opening so that it does not reach the lower limit value.

[0068] The operation of the aileron section 50 is controlled by a flight controller 1001 .

[0069] The flight controller 1001 controls the operation of the aileron section 50 by acquiring parameters related to the aircraft 100 during flight (particularly parameters related to the thrust of the aircraft 100, hereinafter referred to as thrust-related parameters). Furthermore, reference values ​​(hereinafter collectively referred to as reference parameters) may be stored in advance in a predetermined storage unit, such as memory 1004, as a control reference. This allows the flight controller 1001 to compare the reference parameters read from the storage unit with the thrust-related parameters acquired during flight, and to control the operation of the aileron section 50 when the comparison result (e.g., a difference value) reaches a specified value. As described above, the reference parameter may be a single parameter, or may have multiple stages, or may have different reference parameters for increasing and decreasing.

[0070] There are various types of numerical information that can be used as thrust-related parameters and reference parameters, such as PID control values, thrust control information for the rotor section 112 (PMW control information, rotation speed information for the motor 111, information on the power supplied to the rotor section 112), speed information for the aircraft 100 (airspeed information, ground speed information), and altitude information for the aircraft 100. However, as long as the thrust of the aircraft 100 can be directly or indirectly grasped, any information suitable for controlling the aileron section 50 may be used, and is not limited to these. Furthermore, the numerical information used as the parameter may be one type, or two or more types of numerical information may be used. When multiple types of numerical values ​​are used, the angle of attack of the aileron section 50 may be changed and controlled by performing the above-mentioned comparison process using an AND condition (when both criteria are met), or the above-mentioned comparison process may be performed using an OR condition (when either criterion is met). Furthermore, when multiple types of numerical values ​​are used, weighting may be applied to each parameter, or a priority may be set for each parameter and applied preferentially, and the above-mentioned comparison process may be performed to control the change in the angle of attack of the aileron section 50.

[0071] To change the lift generated by the aileron section 50, the flight controller 1001 rotates the aileron section 50 in the pitch direction around the rotation axis 53 as the central axis, as the above-mentioned change control. Depending on the direction of rotation (forward or backward tilt), the angle of attack of the aileron section 50 is changed to a negative or positive direction. As the angle of attack changes, the direction and strength of the lift generated by the aileron section 50 also changes. The change control is performed according to the comparison result between the thrust-related parameter and the reference parameter or other conditions. In particular, rotation instruction information specifying the correspondence between the comparison result and the rotation direction and rotation amount of the aileron section 50 (for example, information specifying the correspondence, such as, when the difference between the thrust-related parameter and the reference parameter becomes a numerical value X, rotate the rotation axis forward in the pitch direction by Y degrees) may be stored in a predetermined storage unit such as the memory 1004 and referenced by the flight controller 1001 during comparison processing.

[0072] The first aileron 51 and the second aileron 52 provided on the aileron section 50 are controlled in the same way, and the direction and amount of rotation are the same. The effect of the aileron section 50 is different from that of the moving surfaces (ailerons) provided on the main wings of a typical fixed-wing aircraft. In other words, the left and right ailerons do not rotate in different directions to control the roll and yaw directions of the aircraft, but rather rotate in the same direction (particularly the pitch direction) to generate negative or positive lift.

[0073] As described above, the flight controller 1001 may determine and execute the modification control based on the comparison result between the reference parameter and the thrust-related parameter. For example, the reference parameter may include a predetermined value indicating the lower or upper limit of the thrust-related parameter (e.g., a lower or upper limit that is closer to the median value by a buffer, as illustrated in FIG. 15 ). That is, if the comparison result of the thrust-related parameter acquired from the aircraft 100 during flight is lower than a relatively small reference parameter (e.g., a lower limit), it is possible that the thrust-related parameter is too small due to the large lift of the aileron section 50 required to maintain the altitude of the aircraft 100. In this case, modification control may be executed to reduce the lift of the aileron section 50 by rotating the pivot shaft 53 forward in the pitch direction to tilt the aileron section 50 forward compared to its current state (e.g., as illustrated in FIG. 16 ). Conversely, if the thrust-related parameter exceeds the upper limit value, it is possible that the thrust-related parameter has become too large because the lift of the aileron section 50 is small (or negative lift) when maintaining the altitude of the aircraft 100, and therefore it is possible to execute change control to increase the lift of the aileron section 50 by rotating the pivot shaft 53 rearward in the pitch direction and tilting the aileron section 50 backward compared to its current state (in particular, change control to tilt the aileron section 50 forward to a positive angle of attack state where it is tilted rearward from the horizontal state, as shown in Figure 17).

[0074] The predetermined numerical value included in the reference parameter and that may be a condition for implementing variation control may be at least one of an upper limit and a lower limit, or both. Alternatively, multiple reference values ​​may be set between the upper and lower limits to perform variation control in stages. For example, by storing the reference parameter and 10 stages of rotation amount and rotation direction of the aileron section 50 for a thrust-related parameter (e.g., throttle opening) in a predetermined storage unit such as memory 1004, the flight controller 1001 can adjust the lift generated by the aileron section 50 to a more appropriate value depending on the magnitude of the influence of the airflow on the aircraft. By increasing the number of stages, adjustment may be performed in a manner that is nearly stepless.

[0075] The change control of the aileron section 50 may be determined and executed by the flight controller 1001 based on other conditions instead of or in addition to the condition of the comparison result between the reference parameter and the thrust-related parameter described above. For example, the flight controller 1001 may determine a predetermined position or movement of the aircraft during hovering, landing, takeoff, etc., and perform change control according to the determination result.

[0076] During hovering, it is desirable for the aileron section 50 to receive the wind from the front of the wing. As an example of control performed during hovering, in order to orient the wing directly against the wind (orienting the leading edge of the aileron section 50 in the upwind direction), there is a method in which the flight controller 1001 calculates the wind direction from sensing information from the sensor 1002 and the control state of the rotors, etc., and changes the orientation of the aircraft. Furthermore, as a control method using hardware rather than software control, a vertical tail may be provided on the aircraft 100. The vertical tail receives the wind from the side, and the aircraft naturally faces the wind directly.

[0077] Furthermore, if the wing is not controlled to face the wind, the flight controller 1001 may control the aileron section 50 to rotate by approximately 90 degrees. As illustrated in FIG. 18 , if the wing is approximately perpendicular to the XY plane, aerodynamic forces such as lift are unlikely to be generated even when the upper or lower surface of the wing is exposed to wind, and the aircraft is only pushed laterally (in the XY direction). In this case, the center of air resistance (aerodynamic center) experienced by the aileron section 50 is below the center of gravity of the aircraft 100. If the pivot shaft 53 is located approximately 25% of the leading edge of the aileron section 50's chord length (wing chord length), the aircraft is configured to be more likely to face upwind due to wind force.

[0078] During landing, as during hovering, it is desirable to orient the aileron section 50 directly into the wind. When the aircraft 100 receives a landing command while cruising, the flight controller 1001 may control the aileron section 50 to orient it directly into the wind, as described above. Furthermore, when the aircraft is about to land, particularly if the wind contains an upward component such as an updraft, it is desirable to use the flight controller 1001 to perform change control of the aileron section 50, as described above, and rotate the aileron section 50 so that it has a negative angle of attack. This prevents the throttle opening from reaching its lower limit, allowing the aircraft to land stably.

[0079] During takeoff, it is desirable to orient the wings directly into the wind, as is the case during hovering. When the aircraft 100 takes off, the flight controller 1001 may control the aileron sections 50 to orient them directly into the wind, as described above. Furthermore, when the aircraft 100 is taking off and a wind containing a downward component, such as a downdraft, is blowing, it is desirable to use the flight controller 1001 to change the aileron sections 50 as described above and rotate the aileron sections 50 so that they have a positive angle of attack. This allows the aircraft to ascend not only by using the thrust generated by the rotor section 112 but also by using the lift generated by the aileron sections 50.

[0080] The change control of the aileron sections 50 may not only be automatically controlled by the flight controller 1001, but may also be performed manually or semi-automatically by a control device such as the flight controller 1001, with a person directly or indirectly monitoring the status of the aircraft and using a transmitter or ground control station (GCS). The displacement control of the aileron sections 50 may also be automatically controlled by the flight controller 1001, but may also be performed by an external control device such as a terminal (e.g., a PC) or server external to the aircraft 100, which executes some or all of the above-mentioned processes, such as storing, acquiring, comparing, and determining various information. In an aircraft 100 capable of autonomous flight, the control of the aileron sections 50 may be set in addition to the route and operation of the aircraft 100, which are set in advance or during flight. Information about the aircraft, such as the inclination angle and forward speed, may also be collected by sensors, and automatic adjustments may be made to achieve a suitable displacement amount.

[0081] <Variation 1> In addition to the configuration of the above-described embodiment, at least during landing or takeoff, a control device such as the flight controller 1001 reads out stop condition information indicating conditions for stopping (including disabling) the above-described change control of the aileron section 50, performs a comparison process with status information indicating the corresponding current status (such as "thrust-related parameters," "landing instruction information," "takeoff instruction information," "waypoint information," "current position information," and "change control record information," which will be described later), and stops the change control of the aileron section 50 for a predetermined period of time according to the result information of the comparison process (particularly according to the result information that is determined to match the conditions).

[0082] Examples of landing stop condition information are listed below: (1) Information indicating that the control device has determined that the thrust-related parameters (particularly the current thrust-related parameters and the immediately preceding thrust-related parameters) acquired by a control device such as the flight controller 1001 have fallen below a stop reference value (particularly a value smaller than the minimum value of the reference parameters used for change control) previously stored in a predetermined storage unit such as the memory 1004, when compared with the thrust-related parameters. (2) Information indicating that the control device has determined that the landing instruction information acquired by the control device such as the flight controller 1001 has been acquired. (3) Information indicating that the control device has determined that the current waypoint information (target position information previously set for the autonomous flight of the aircraft 100) acquired by a control device such as the flight controller 1001 has reached the stop reference waypoint, when compared with stop reference waypoint information previously stored in a predetermined storage unit such as the memory 1004, when determined that the current or next waypoint has reached the stop reference waypoint. (4) Information indicating that the control device has determined that the current position information (e.g., latitude and longitude information and altitude information) acquired by a control device such as the flight controller 1001 has reached the stop reference position information (which may be information indicating a specific position or information indicating a specific position range) stored in advance in a predetermined storage unit such as the memory 1004, by comparing the current position information with the stop reference position information.

[0083] Examples of control start condition information for takeoff are listed below: (1) Information indicating that the control device has determined that the thrust-related parameters (particularly the current thrust-related parameters and the immediately preceding thrust-related parameters) acquired by a control device such as the flight controller 1001 have exceeded the start reference value (particularly a value smaller than the minimum value of the reference parameters used for change control) pre-stored in a predetermined storage unit such as the memory 1004. (2) Information indicating that the control device has determined that takeoff instruction information acquired by a control device such as the flight controller 1001 has been acquired. (3) Information indicating that the control device has determined that the current waypoint information (target position information set in advance for the autonomous flight of the aircraft 100) acquired by a control device such as the flight controller 1001 has reached the start reference waypoint information pre-stored in a predetermined storage unit such as the memory 1004, and that the current or next waypoint has reached the start reference waypoint. (4) Information indicating that the control device has determined that the current position information (e.g., latitude and longitude information and altitude information) acquired by a control device such as the flight controller 1001 has reached the start reference position information (which may be information indicating a specific position or information indicating a specific position range) stored in advance in a predetermined storage unit such as the memory 1004, by comparing the current position information with the start reference position information.

[0084] Other examples of control start condition information are listed below: (1) Information indicating that the control device has determined that the elapsed period from the control timing in the change control record information to the present has not reached the reference elapsed period information, based on comparison of change control record information (e.g., the rotation angle, rotation amount, and control timing when change control was performed) acquired by a control device such as the flight controller 1001 with reference control timing information (particularly, reference elapsed period information that serves as the basis for determining the elapsed period from the control timing when the previous change control was performed) stored in advance in a predetermined storage unit such as the memory 1004.

[0085] <Modification 2> The aileron section 50 may include a resistance member 54, as illustrated in Fig. 19. By moving the resistance member 54 using a control device such as a flight controller 1001, it is possible to change the lift generated by the aileron section 50.

[0086] The resistance member 54 is provided with respect to the aileron section 50 so that its displacement can be controlled. For example, it may be connected so as to be rotatable in the pitch direction. The rotational movement may be performed using a mechanism similar to that of the aileron section 50. The resistance member 54 may also be connected so as to be displaceable by a deformation mechanism that slides, bends, or extends and contracts an arm. The resistance member 54 may be provided at the rear end of the aileron section 50, or on at least one of the upper and lower surfaces of the aileron section 50 (particularly rearward of the pivot shaft 53). Alternatively, as in the aileron section 50 shown in Figures 11-14, the resistance member 54 may be provided separately from the aileron section 50 and at least one of the front, rear, upper, and lower positions. The resistance member 54 may have a three-dimensional shape, such as a rod or plate shape.

[0087] For example, when a comparison process results in a thrust-related parameter obtained from the flying body 100 falling below a relatively small reference parameter (e.g., a lower limit value), it is possible that the thrust-related parameter has become too small due to the large lift of the aileron section 50 required to maintain the altitude of the flying body 100. In this case, the displacement control displaces the resistance member 54 so that it rises upward on the upper surface of the aileron section 50 or falls downward on the lower surface of the aileron section 50 compared to its current state, thereby increasing the area of ​​the aircraft as seen from the front by the area of ​​the resistance member 54 as seen from the front (this can also be said to be control to increase the air resistance of the aileron section 50 by the amount of the air resistance of the resistance member 54, or control to reduce the lift of the aileron section 50). On the other hand, when the thrust-related parameter exceeds the upper limit value, it is possible that the thrust-related parameter has become too large because the lift of the aileron section 50 is small (or negative lift) when maintaining the altitude of the aircraft 100, so displacement control is performed to reduce the area of ​​the aircraft as seen from the front by the area of ​​the resistance member 54 as seen from the front by displacing the resistance member 54 so that it is closer to the upper surface of the aileron section 50 (laying it down) or closer to the lower surface of the aileron section 50 compared to its current state (this can also be said to be control to reduce the air resistance of the aileron section 50 by the amount of the air resistance of the resistance member 54, or control to increase the lift of the aileron section 50).

[0088] The amount of displacement of the resistance member 54 may be one step, similar to the aileron section 50, or may be displaceable in multiple steps or continuously. It is preferable that the resistance member 54 has a mechanism that can maintain the displaced state.

[0089] <Modification 3> In the above-described embodiment, as illustrated in Figs. 3 and 4 etc., the aileron sections 50 (first aileron 51 and second aileron 52) are provided on the inside of the left and right rotating wing sections 112c and 112d, respectively. However, in this modification 3, the aileron sections 50 (first aileron 51 and second aileron 52) are provided on the outside of the left and right rotating wing sections 112c and 112d, respectively, as illustrated in Figs. 20 and 21 .

[0090] The flying object 100 of the present modified example 3 shown in FIGS. 20 and 21 also provides the same effects as those of the above-described embodiment.

[0091] 20 and 21 of this third modified example, the attachment positions of the aileron sections 50 relative to the aircraft 100 may be aligned with the center or center of gravity of the aircraft in the longitudinal direction (Y direction), forward of the center or center of gravity of the aircraft, or rearward of the center or center of gravity of the aircraft, but it is desirable that the attachment positions be symmetrical with respect to the center or center of gravity of the aircraft in the X direction. Also, in the vertical direction (Z direction), the attachment positions may be aligned with the center or center of gravity of the aircraft, above the center or center of gravity of the aircraft, or below the center or center of gravity of the aircraft, as in the examples of FIGS. 10, 13, and 14.

[0092] 20 and 21 of this third modified example may be provided by extending the frame 120, to which the left and right rotating wing sections 112c and 112d are attached, outward in the extension direction to provide the aileron sections 50. Alternatively, or in addition, a separate extension frame (not shown) may be connected to the frame 120 by known fastening means, and the aileron sections 50 may be connected to the extension frame. Furthermore, by providing a rotating means together with the extension frame, only the extension frame may be configured to be rotatable. As a more specific example, the rotating means may be configured so that one side can be fixed to the frame 120, and a driving unit such as a motor is provided inside, allowing the extension frame extending to the other side to be rotated in the circumferential direction. The fixable configuration may be, for example, a known configuration for fixing tubular members to each other, such as a configuration in which, when the frame 120 is tubular, tubular members of different diameters can be inserted into the frame 120 or the frame 120 can be inserted therein and the two frames are fixed together using penetrating members such as screws or rivets, or by welding. Alternatively, when the frame 120 and the extension frame extending from the aileron section 50 have the same diameter or are rod-shaped members of different shapes, they may be connected using a coupling member such as a pipe connector or a straight joint. Furthermore, when the coupling member includes a hinge or a bearing, the extension frame can rotate independently of the frame 120. Because the extension frame and the aileron rotate using a drive unit that can rotate the extension frame, the shape of the extension frame does not need to be a perfect circle. Therefore, a shape with less drag (e.g., an airfoil shape) may be used.

[0093] <Fourth Modification> In the above-described embodiment, as illustrated in Figs. 3 and 4 etc., the aileron sections 50 (first aileron 51 and second aileron 52) are provided inside the left and right rotating wing sections 112c and 112d, respectively. However, as illustrated in Figs. 22 and 23 of this fourth modification, the left and right rotating wing sections 112c and 112d are provided inside through holes (holes that penetrate in the up-down direction) that are provided in the aileron sections 50 (first aileron 51 and second aileron 52).

[0094] The flying object 100 of this fourth modification, illustrated in FIGS. 22 and 23, also provides the same effects as those of the above-described embodiments.

[0095] 22 and 23 of this second modified example, the attachment positions of the aileron sections 50 relative to the aircraft 100 may be aligned with the center or center of gravity of the aircraft in the longitudinal direction (Y direction), forward of the center or center of gravity of the aircraft, or rearward of the center or center of gravity of the aircraft, but it is desirable that the attachment positions be symmetrical with respect to the center or center of gravity of the aircraft in the X direction. Also, in the vertical direction (Z direction), the attachment positions may be aligned with the center or center of gravity of the aircraft, above the center or center of gravity of the aircraft, or below the center or center of gravity of the aircraft, as in the examples of FIGS. 10, 13, and 14.

[0096] The configuration of the aircraft in each embodiment can be implemented by combining multiple aircraft. It is desirable to consider an appropriate configuration depending on the cost of manufacturing the aircraft and the environment and characteristics of the location where the aircraft will be operated.

[0097] The above-described embodiments are merely examples for facilitating understanding of the present technology and are not intended to limit the present disclosure. The present disclosure can be modified and improved without departing from the spirit thereof, and it goes without saying that the present disclosure includes equivalents thereof.

[0098] 10 Payload 20 Payload section 22 Payload rotation shaft 30 Enclosed space 50 Aileron section 51 First aileron 52 Second aileron 53 Aileron rotation shaft 100 Aircraft 110a to 110h Propeller 111a to 111h Motor 112a to 112h Rotating wing section 120 Frame 130 Landing leg 131 Damper 150 Main body 200 Landing surface (loading surface) 1000 Battery 1001 Flight controller 1002 Sensors 1003 Gimbal 1004 Transceiver section 1006 Transceiver (radio transmitter)

Claims

1. An aircraft comprising: a main body; a plurality of rotary wing sections provided on the main body; aileron sections provided on the main body; and a control unit that controls the operation of the rotary wing sections and the aileron sections, wherein the control unit controls the change in lift of the aileron sections in accordance with the results of comparing an acquired thrust-related parameter with one or more reference parameters.

2. The aircraft according to claim 1, wherein the control unit executes the variation control so as to reduce the lift of the aileron section when it determines that the thrust-related parameter falls below a predetermined reference parameter.

3. The aircraft according to claim 2, wherein the change control is a control to tilt the aileron section forward from its current state.

4. The aircraft according to claim 2, wherein the variation control is a control to tilt the aileron section forward to a negative angle of attack.

5. The aircraft according to claim 1, wherein the control unit executes the variation control so as to increase the lift of the aileron section when it determines that the thrust-related parameter exceeds a predetermined reference parameter.

6. The aircraft according to claim 5, wherein the change control is a control to tilt the aileron section rearward from its current state.

7. The aircraft according to claim 5, wherein the variation control is a control to tilt the aileron section backward to a positive angle of attack.

8. The aircraft according to claim 2 or claim 5, wherein the variation control displaces a resistance member provided on the aileron section.

9. The flying vehicle according to claim 1, wherein the reference parameters include two or more parameters, and the control unit executes the variation control in stages depending on a result of comparing the thrust-related parameter with the two or more parameters.

10. The aircraft described in claim 1, wherein the reference parameters include an increase reference parameter and a decrease reference parameter, and the control unit performs the change control by using the increase reference parameter in the comparison process when the thrust-related parameter increases, and using the decrease reference parameter in the comparison process when the thrust-related parameter decreases.

11. The aircraft described in claim 1, wherein the control unit, upon landing, compares the acquired thrust-related parameters with stop condition information indicating conditions related to the thrust-related parameters for stopping the change control of the aileron section, and stops the change control of the aileron section for a predetermined period of time depending on the result information of the comparison process.

12. The aircraft according to claim 1, wherein the control unit suspends the change control of the aileron section for a predetermined period of time in response to determining that landing instruction information has been acquired.

13. The aircraft described in claim 1, wherein the control unit, at the time of landing, compares stop condition information indicating conditions related to waypoints for stopping the change control of the aileron section with the acquired current waypoint information, and stops the change control of the aileron section for a predetermined period of time depending on the result information of the comparison process.

14. The aircraft described in claim 1, wherein the control unit, upon landing, compares the acquired current position information with stop condition information indicating conditions related to position information for stopping the change control of the aileron section, and stops the change control of the aileron section for a predetermined period of time depending on the result information of the comparison process.

15. The aircraft described in claim 1, wherein the control unit, at the time of takeoff, performs a comparison process between start condition information indicating conditions related to the thrust-related parameters for stopping the change control of the aileron section and the acquired thrust-related parameters, and stops the change control of the aileron section for a predetermined period of time depending on the result information of the comparison process.

16. The aircraft according to claim 1, wherein the control unit suspends the change control of the aileron section for a predetermined period of time in response to determining that takeoff instruction information has been acquired.

17. The aircraft described in claim 1, wherein the control unit, at the time of takeoff, compares stop condition information indicating conditions related to waypoints for stopping the change control of the aileron section with the acquired current waypoint information, and stops the change control of the aileron section for a predetermined period of time depending on the result information of the comparison process.

18. The aircraft described in claim 1, wherein the control unit, at the time of takeoff, compares the acquired current position information with stop condition information indicating conditions related to position information for stopping the change control of the aileron section, and stops the change control of the aileron section for a predetermined period of time depending on the result information of the comparison process.

19. The aircraft described in claim 1, wherein the control unit performs a comparison process between change control record information including the control timing at which change control was performed and reference control timing information, and suspends the change control of the aileron section for a predetermined period of time depending on the result information of the comparison process.

20. The aircraft according to claim 1, wherein the thrust-related parameters are thrust control information for the rotor section.

21. The flying vehicle according to claim 20, wherein the thrust-related parameter is PWM control information for the rotating wing section.

22. The aircraft according to claim 20, wherein the thrust-related parameter is information on the rotation speed of the rotor section.

23. The flying vehicle according to claim 20, wherein the thrust-related parameter is information about the power supplied to the rotor section.

24. The flying vehicle according to claim 1, wherein the thrust-related parameter is speed information.

25. The flying vehicle according to claim 24, wherein the thrust-related parameter is airspeed information.

26. The flying vehicle according to claim 24, wherein the thrust-related parameter is ground speed information.

27. The flying vehicle according to claim 1, wherein the thrust-related parameter is altitude information.

28. The aircraft according to claim 1, wherein the aileron sections are provided on the left and right sides of the main body section.

29. The aircraft according to claim 28, wherein the control unit performs common change control on the aileron units provided on the left and right sides of the main body unit.

30. The aircraft according to claim 28, wherein the aileron section is provided closer to the center than the rotary wing section.

31. The aircraft according to claim 28, wherein the aileron section is provided outward of the rotary wing section.

32. The aircraft according to claim 28, wherein the aileron section has a through hole, and at least a portion of the rotating wing section is provided inside the through hole.

33. The aircraft according to claim 1, wherein the rotor section is arranged in four directions, front to back, left to right, and right to the main body section.

34. The aircraft according to claim 1, wherein the rotors are arranged in at least four directions, left and right, front and rear, relative to the main body.

35. The flying vehicle according to claim 1, further comprising a loading section for loading a payload.

36. The flying vehicle according to claim 35, wherein the mounting section is provided within the main body section.

37. The flying vehicle according to claim 35, wherein the loading section is configured to load the payload from above the loading section and release the payload from below the loading section.

38. The flying vehicle according to claim 35, wherein the loading section is configured to load the payload from below the loading section and release the payload from below the loading section.

39. The flying vehicle according to claim 35, wherein the loading section is configured to load the payload from the side of the loading section and release the payload from below the loading section.

40. A control method for an aircraft comprising: a main body; a plurality of rotary wing sections provided on the main body; aileron sections provided on the main body; and a control unit that controls the operation of the rotary wing sections and the aileron sections, the control unit executing control to change the lift of the aileron sections in accordance with the result of comparing an acquired thrust-related parameter with a reference parameter.

41. A program for controlling an aircraft comprising: a main body; a plurality of rotary wing sections provided on the main body; aileron sections provided on the main body; and a control section for controlling the operation of the rotary wing sections and the aileron sections, the program causing the control section to execute control to change the lift of the aileron sections in accordance with the results of comparing acquired thrust-related parameters with reference parameters.

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