Patent Description:
Recently, vertical take-off and landing aircraft, so-called VTOL aircraft, have been developed. Some types of VTOL aircraft include a plurality of VTOL rotors and one or more cruise rotors. The VTOL rotors generate thrust in the vertical direction. The VTOL rotors are mainly used during takeoff and landing of the VTOL aircraft. The cruise rotors generate thrust in the horizontal direction. The cruise rotors are mainly used during cruising of the VTOL aircraft.

Blades of each VTOL rotor experience air resistance while the VTOL aircraft is cruising. That is, the VTOL rotors generate drag while the VTOL aircraft is cruising. While the VTOL aircraft is cruising, it is preferable to reduce drag caused by the VTOL rotors. <CIT> discloses a technique for reducing drag by stopping rotation of each VTOL rotor while the VTOL aircraft is cruising.

Furthermore, document <CIT>, which is considered closest prior art, discloses a vertical take-off and landing aircraft comprising rotors to generate vertical and horizontal thrust, a wing to generate lift, and a controller configured to control the rotors that are being divided into a plurality of groups.

<CIT> does not disclose a procedure for stopping rotation of the plurality of VTOL rotors. For example, if the rotation of all the VTOL rotors is stopped at the same time, the ride comfort of the VTOL aircraft may deteriorate.

An object of the present invention is to solve the above-mentioned problem.

According to an aspect of the present invention, there is provided a vertical take-off and landing aircraft in accordance with claim <NUM>.

According to the present invention, it is possible to suppress deterioration in ride comfort of the VTOL aircraft.

<FIG> is a top view of a vertical take-off and landing aircraft <NUM>. Hereinafter, the vertical take-off and landing aircraft <NUM> is also referred to as a VTOL aircraft <NUM>. The VTOL aircraft <NUM> is, for example, an electric vertical take-off and landing aircraft, a so-called eVTOL aircraft. The VTOL aircraft <NUM> includes a fuselage <NUM>, a front wing <NUM>, a rear wing <NUM>, two booms <NUM>, eight VTOL rotors <NUM>, and two cruise rotors <NUM>.

The VTOL aircraft <NUM> shown in <FIG> is an example of an aircraft that employs the present invention. The present invention is applicable to any aircraft in which the plurality of VTOL rotors <NUM> are stopped in a state in which lift is generated by a fixed wing as the aircraft moves forward.

The front wing <NUM> is connected to a front portion of the fuselage <NUM>. The rear wing <NUM> is connected to a rear portion of the fuselage <NUM>. The front wing <NUM> and the rear wing <NUM> generate lift as the VTOL aircraft <NUM> moves forward.

A boom 18R of the two booms <NUM> is disposed on the right side of the fuselage <NUM>. A boom <NUM> of the two booms <NUM> is disposed on the left side of the fuselage <NUM>. Each boom <NUM> extends in the front-rear direction.

Four motors <NUM> (<FIG>) are arranged on the boom <NUM> sequentially toward the rear. Similarly, four motors <NUM> are arranged on the boom 18R sequentially toward the rear. The rotation shaft of each motor <NUM> is connected to the VTOL rotor <NUM> corresponding to the motor <NUM>. One or more gears may be interposed between the rotation shaft of the motor <NUM> and the VTOL rotor <NUM>. The axis of each VTOL rotor <NUM> is parallel to the vertical direction. Alternatively, the axis of each VTOL rotor <NUM> may be inclined at a predetermined angle with respect to the vertical direction. Each VTOL rotor <NUM> is used during vertical takeoff, during transition from takeoff to cruising, during transition from cruising to landing, during vertical landing, and during hovering. Each VTOL rotor <NUM> generates thrust in the vertical direction by rotation of the propeller.

As shown in <FIG>, the eight VTOL rotors <NUM> form four rows <NUM> extending in the left-right direction, specifically, a first row 24a to a fourth row 24d. The first row 24a, the second row 24b, the third row 24c, and the fourth row 24d are arranged in this order from the front to the rear. Each row <NUM> is formed by two VTOL rotors <NUM> whose positions in the front-rear direction are substantially the same. The first row 24a is formed by a VTOL rotor <NUM>-<NUM> disposed on the left side of the fuselage <NUM> and a VTOL rotor <NUM>-1R disposed on the right side of the fuselage <NUM>. The second row 24b is formed by a VTOL rotor <NUM>-<NUM> disposed on the left side of the fuselage <NUM> and a VTOL rotor <NUM>-2R disposed on the right side of the fuselage <NUM>. The third row 24c is formed by a VTOL rotor <NUM>-<NUM> disposed on the left side of the fuselage <NUM> and a VTOL rotor <NUM>-3R disposed on the right side of the fuselage <NUM>. The fourth row 24d is formed by a VTOL rotor <NUM>-<NUM> disposed on the left side of the fuselage <NUM> and a VTOL rotor <NUM>-4R disposed on the right side of the fuselage <NUM>.

Two motors <NUM> (<FIG>) are disposed in the fuselage <NUM> so as to be arranged side by side in the left-right direction. The rotation shaft of each motor <NUM> is connected to the cruise rotor <NUM> corresponding to the motor <NUM>. A plurality of gears may be interposed between the rotation shaft of the motor <NUM> and the cruise rotor <NUM>. The axis of each cruise rotor <NUM> is substantially parallel to the horizontal direction. Each cruise rotor <NUM> is used during cruising, during transition from takeoff to cruising, and during transition from cruising to landing. Each cruise rotor <NUM> generates thrust in the horizontal direction by rotation of the propeller.

The VTOL aircraft <NUM> includes a power supply system <NUM> shown in <FIG> is a block diagram of the power supply system <NUM> of the vertical take-off and landing aircraft <NUM>. The power supply system <NUM> includes a power storage device <NUM>, a power generation device <NUM>, a converter device <NUM>, an inverter device <NUM>, the motor <NUM>, a sensor group <NUM>, and a control device <NUM>. In <FIG>, solid arrows indicate power supply lines, and broken lines indicate signal lines. Although the power supply system <NUM> including the power generation device <NUM> is described in the present specification, the power supply system <NUM> may not include the power generation device <NUM>.

One inverter device <NUM> and one motor <NUM> are provided for one rotor (the VTOL rotor <NUM> or the cruise rotor <NUM>). On the other hand, one power storage device <NUM>, one power generation device <NUM>, and one converter device <NUM> are provided for the plurality of rotors (the VTOL rotors <NUM> or the cruise rotors <NUM>). In other words, the power storage device <NUM>, the power generation device <NUM>, and the converter device <NUM> are shared by a plurality of the power supply systems <NUM>. For example, the same power storage device <NUM> may be provided for a pair of VTOL rotors <NUM> (for example, the VTOL rotor <NUM>-<NUM> and the VTOL rotor <NUM>-4R) whose torques cancel each other out.

The power storage device <NUM> includes, for example, a high-voltage battery. The power generation device <NUM> includes a generator. The rotation shaft of the generator is connected to, for example, the rotation shaft of a gas turbine engine. The converter device <NUM> includes a converter circuit. One converter device <NUM> is provided for one power generation device <NUM>. The primary terminal of the converter circuit is connected to the power generation device <NUM>. The secondary terminal of the converter circuit is connected to the power storage device <NUM> and the inverter device <NUM>. The converter device <NUM> can convert AC power output from the power generation device <NUM> into DC power, and output the DC power to the power storage device <NUM> and the inverter device <NUM>. In addition, the converter device <NUM> can transform the voltage of electric power output from the power generation device <NUM>, and output the transformed voltage to the power storage device <NUM> and the inverter device <NUM>.

The inverter device <NUM> includes, for example, a three-phase inverter circuit. The inverter circuit includes a plurality of switching elements. The primary terminal of the inverter circuit is connected to the power storage device <NUM> and the converter device <NUM>. The secondary terminal of the inverter circuit is connected to the motor <NUM>. The inverter device <NUM> can convert DC power output from at least one of the power storage device <NUM> or the converter device <NUM> into AC power, and output the AC power to the motor <NUM>.

The motor <NUM> is, for example, a three-phase motor. As described above, the rotation shaft of the motor <NUM> is connected to a hub of one rotor (the VTOL rotor <NUM> or the cruise rotor <NUM>) directly or via one or more gears.

The sensor group <NUM> includes sensors included in the VTOL aircraft <NUM>. For example, the sensor group <NUM> includes one or more angular velocity sensors. The one or more angular velocity sensors detect at least one of pitch, roll, or yaw of the VTOL aircraft <NUM>. Each sensor outputs a signal indicating the detected information to the control device <NUM>.

The control device <NUM> controls the power supply system <NUM>. The control device <NUM> may be, for example, a flight controller of the VTOL aircraft <NUM> or a slave controller controlled by the flight controller. The control device <NUM> includes a control unit <NUM>, a storage unit <NUM>, and a driver <NUM>.

The control unit <NUM> includes processing circuitry. The processing circuitry may be a processor such as a CPU. The processing circuitry may be an integrated circuit such as an ASIC or an FPGA. The processor can execute various processes by executing programs stored in the storage unit <NUM>. At least some of the plurality of processes may be executed by an electronic circuit including a discrete device.

The control unit <NUM> outputs a control signal to the driver <NUM> in order to control each motor <NUM>. Accordingly, for example, after the lift is generated by the wings (the front wing <NUM> and the rear wing <NUM>), the control unit <NUM> sequentially stops the rotation of the eight VTOL rotors <NUM> on a group-by-group basis.

The storage unit <NUM> includes a volatile memory and a non-volatile memory. Examples of the volatile memory include a RAM and the like. The volatile memory is used as a working memory of the processor. The volatile memory temporarily stores data and the like necessary for processing or computation. Examples of the non-volatile memory include a ROM, a flash memory, and the like. The non-volatile memory is used as a storage memory. The non-volatile memory stores programs, tables, maps, and the like. At least a part of the storage unit <NUM> may be included in the processor, the integrated circuit, or the like as described above.

The non-volatile memory stores a stop order (see [<NUM>] below) of the plurality of VTOL rotors <NUM>. For example, the non-volatile memory stores a correspondence relationship between each group (see [<NUM>] below) and each VTOL rotor <NUM>, and a stop order assigned to each group. Alternatively, the non-volatile memory may store a stop order assigned to each VTOL rotor <NUM> instead of the stop order assigned to each group. In this case, one stop order is assigned to a plurality of the VTOL rotors <NUM>.

The driver <NUM> includes a gate driver circuit. In response to the control signal output from the control unit <NUM>, the driver <NUM> outputs an ON/OFF signal to each switching element included in the inverter circuit of the inverter device <NUM>. Further, in a case where the converter device <NUM> includes switching elements, the driver <NUM> outputs an ON/OFF signal to each switching element of the converter device <NUM>.

According to the present invention, the eight VTOL rotors <NUM> are divided into a plurality of groups in advance. The VTOL rotors <NUM> are divided into the plurality of groups according to, for example, the distance from a center of gravity G (<FIG>) of the VTOL aircraft <NUM> to each VTOL rotor <NUM>. This distance is also referred to as a separation distance. Some patterns of grouping are exemplified below.

<FIG> is a diagram illustrating a first grouping. The separation distances from the center of gravity G to the two VTOL rotors <NUM> in the same row are the same. Thus, in the first grouping, two VTOL rotors <NUM> in the same row form a group. In other words, the plurality of VTOL rotors <NUM> located at the same position in the front-rear direction form a group. For example, in the mode shown in <FIG>, the two VTOL rotors <NUM> in the first row 24a form a group A. The two VTOL rotors <NUM> in the second row 24b form a group B. The two VTOL rotors <NUM> in the third row 24c form a group C. The two VTOL rotors <NUM> in the fourth row 24d form a group D.

<FIG> is a diagram illustrating a second grouping. In the second grouping, all the VTOL rotors <NUM> whose separation distances from the center of gravity G are the same form a group. For example, in the mode shown in <FIG>, two VTOL rotors <NUM> in the first row 24a and two VTOL rotors <NUM> in the fourth row 24d form a group A. Two VTOL rotors <NUM> in the second row 24b and two VTOL rotors <NUM> in the third row 24c form a group B.

A pair of VTOL rotors <NUM> whose torques cancel each other out may form a group. For example, the VTOL rotor <NUM>-<NUM> in the first row 24a and the VTOL rotor <NUM>-4R in the fourth row 24d cancel each other's torque. The VTOL rotor <NUM>-1R in the first row 24a and the VTOL rotor <NUM>-<NUM> in the fourth row 24d cancel each other's torque. The VTOL rotor <NUM>-<NUM> in the second row 24b and the VTOL rotor <NUM>-3R in the third row 24c cancel each other's torque. The VTOL rotor <NUM>-2R in the second row 24b and the VTOL rotor <NUM>-<NUM> in the third row 24c cancel each other's torque. These four pairs of VTOL rotors <NUM> may form four groups.

The grouping may be other than the first to third groupings. For example, in each of the first to third groupings, two or more groups may be further combined into a group.

Note that the plurality of VTOL rotors <NUM> may be grouped regardless of the separation distance. For example, the plurality of VTOL rotors <NUM> may be grouped according to the location of each VTOL rotor <NUM>. The VTOL aircraft <NUM> may include three or more VTOL rotors <NUM> in the same row. This row includes the VTOL rotor <NUM> whose separation distance from the center of gravity G is relatively long and the VTOL rotor <NUM> whose separation distance from the center of gravity G is relatively short. In this type of VTOL aircraft <NUM>, three or more VTOL rotors <NUM> in the same row may form a group regardless of the separation distance.

As described above, the storage unit <NUM> stores the stop order of the VTOL rotors <NUM>. Further, the storage unit <NUM> stores the rotating VTOL rotors <NUM> and the stopped VTOL rotors <NUM>. Therefore, the control unit <NUM> can determine the VTOL rotor <NUM> to be stopped next. Some stop orders are exemplified below.

In the case of the first grouping shown in <FIG>, the control unit <NUM> may stop the rotation of the VTOL rotors <NUM> in order from the group farthest from the center of gravity G to the group closest to the center of gravity G. There may be a plurality of groups located at the same distance from the center of gravity G. In such a case, the control unit <NUM> may stop the rotation of the VTOL rotors <NUM> in order from the group located on the rear side to the group located on the front side among the plurality of groups located at the same distance from the center of gravity G. Alternatively, the control unit <NUM> may stop the rotation of the VTOL rotors <NUM> in order from the group located on the front side to the group located on the rear side among the plurality of groups located at the same distance from the center of gravity G. The distance from the center of gravity G to each group may be a distance (separation distance) from the center of gravity G to the VTOL rotors <NUM> in each group or may be a distance from the center of gravity G to the center of gravity of each group.

In the present embodiment, the distance from the center of gravity G to the group A (the two VTOL rotors <NUM> in the first row 24a) is the same as the distance from the center of gravity G to the group D (the two VTOL rotors <NUM> in the fourth row 24d). Further, the distance from the center of gravity G to the group B (the two VTOL rotors <NUM> in the second row 24b) is the same as the distance from the center of gravity G to the group C (the two VTOL rotors <NUM> in the third row 24c).

The control unit <NUM> may stop the rotation of the VTOL rotors <NUM> in the order of the first row 24a, the fourth row 24d, the second row 24b, and the third row 24c. Alternatively, the control unit <NUM> may stop the rotation of the VTOL rotors <NUM> in the order of the fourth row 24d, the first row 24a, the third row 24c, and the second row 24b.

The control unit <NUM> may stop the rotation of each VTOL rotor <NUM> by controlling a mechanical rotor fixing mechanism (not shown). The control unit <NUM> may stop the rotation of each VTOL rotor <NUM> by controlling the switching elements of the inverter device <NUM> to stop the motor <NUM>. The control of the inverter device <NUM> performed by the control unit <NUM> in order to stop the rotation of each VTOL rotor <NUM> is referred to as stop control. Further, the control unit <NUM> may fix the rotation angle of each VTOL rotor <NUM> at a predetermined angle.

Each of <FIG> is a graph illustrating a temporal change in the rotational speed of the VTOL rotors <NUM> in each row in the first grouping. For convenience of explanation, simplified graphs are shown in <FIG> illustrate graphs of three stop control patterns. As shown in <FIG>, the control unit <NUM> may match the timings at which the stop control is started and adjust the order in which the stop control is ended (the order in which the rotational speed of the VTOL rotor <NUM> is set to <NUM>). Alternatively, as shown in <FIG>, the control unit <NUM> may adjust the order in which the stop control is started and match the timings at which the stop control is ended (the timings at which the rotational speed of the VTOL rotor <NUM> is set to <NUM>). Alternatively, as shown in <FIG>, the control unit <NUM> may adjust the order in which the stop control is started and the timings at which the stop control is ended (the timings at which the rotational speed of the VTOL rotor <NUM> is set to <NUM>).

In the case of the first grouping shown in <FIG>, the control unit <NUM> may stop the rotation of the VTOL rotors <NUM> in order from the group closest to the center of gravity G to the group farthest from the center of gravity G. The other stop rules are the same as those in [<NUM>-<NUM>].

The control unit <NUM> may stop the rotation of the VTOL rotors <NUM> in the order of the third row 24c, the second row 24b, the fourth row 24d, and the first row 24a. Alternatively, the control unit <NUM> may stop the rotation of the VTOL rotors <NUM> in the order of the second row 24b, the third row 24c, the first row 24a, and the fourth row 24d.

The control unit <NUM> may stop the rotation of the VTOL rotors <NUM> in a predetermined order regardless of the center of gravity G. The eight VTOL rotors <NUM> may be divided into small groups (the first row 24a to the fourth row 24d) by the first grouping, and a plurality of small groups may be further divided into a plurality of large groups. In this grouping, the control unit <NUM> sequentially selects a small group from the plurality of large groups and sequentially stops the rotation of the VTOL rotors <NUM> in order from the selected small group.

For example, four small groups (the first row 24a to the fourth row 24d) may be divided into two large groups, which are a front group (the first row 24a and the second row 24b) and a rear group (the third row 24c and the fourth row 24d). In this grouping, the control unit <NUM> may select a small group alternately from the front group and the rear group, and stop the rotation of the VTOL rotors <NUM> in order from the selected small group. As a specific example, the control unit <NUM> may stop the rotation of the VTOL rotors <NUM> in the order of the first row 24a, the fourth row 24d, the second row 24b, and the third row 24c. This order is the same as the stop order shown in <FIG> and the like. Alternatively, the control unit <NUM> may stop the rotation of the VTOL rotors <NUM> in the order of the fourth row 24d, the first row 24a, the third row 24c, and the second row 24b. Alternatively, the control unit <NUM> may stop the rotation of the VTOL rotors <NUM> in the order of the first row 24a, the third row 24c, the second row 24b, and the fourth row 24d. Alternatively, the control unit <NUM> may stop the rotation of the VTOL rotors <NUM> in the order of the fourth row 24d, the second row 24b, the third row 24c, and the first row 24a.

In the case of the second grouping shown in <FIG>, the control unit <NUM> may stop the rotation of the VTOL rotors <NUM> in order from the group farthest from the center of gravity G to the group closest to the center of gravity G.

The control unit <NUM> may first stop the rotation of the VTOL rotors <NUM> in each of the first row 24a and the fourth row 24d. Next, the control unit <NUM> may stop the rotation of the VTOL rotors <NUM> in each of the second row 24b and the third row 24c.

Each of <FIG> is a graph illustrating a temporal change in the rotational speed of the VTOL rotors <NUM> in each row in the second grouping. For convenience of explanation, simplified graphs are shown in <FIG> illustrate graphs of three stop control patterns. As shown in <FIG>, the control unit <NUM> may match the timings at which the stop control is started and adjust the order in which the stop control is ended (the order in which the rotational speed of the VTOL rotor <NUM> is set to <NUM>). Alternatively, as shown in <FIG>, the control unit <NUM> may adjust the order in which the stop control is started and match the timings at which the stop control is ended (the timings at which the rotational speed of the VTOL rotor <NUM> is set to <NUM>). Alternatively, as shown in <FIG>, the control unit <NUM> may adjust the order in which the stop control is started and the timings at which the stop control is ended (the timings at which the rotational speed of the VTOL rotor <NUM> is set to <NUM>).

In the case of the second grouping shown in <FIG>, the control unit <NUM> may stop the rotation of the VTOL rotors <NUM> in order from the group closest to the center of gravity G to the group farthest to the center of gravity G.

The control unit <NUM> may first stop the rotation of the VTOL rotors <NUM> in each of the second row 24b and the third row 24c. Next, the control unit <NUM> may stop the rotation of the VTOL rotors <NUM> in each of the first row 24a and the fourth row 24d.

<FIG> is a flowchart of a stop process performed by the control unit <NUM>. The control unit <NUM> starts the process shown in <FIG> after the VTOL aircraft <NUM> transitions from takeoff to cruising. For example, in a state where the VTOL aircraft <NUM> is moving forward at or above a predetermined speed, the wings (the front wing <NUM> and the rear wing <NUM>) generate sufficient lift. Therefore, after operating the cruise rotors <NUM>, the control unit <NUM> may stop the rotation of each VTOL rotor <NUM> in response to the forward speed becoming equal to or higher than the predetermined speed. Note that the control unit <NUM> always causes the storage unit <NUM> to store the operation state (rotation or stop) of each VTOL rotor <NUM>.

In step S1, the control unit <NUM> determines whether or not the attitude of an airframe (the aircraft) is stabilized. For example, the control unit <NUM> may determine the degree of stability of the attitude of the airframe, based on each of the pitch, the roll, and the yaw. When the pitch is within a predetermined pitch range, the control unit <NUM> determines that the behavior in the pitch direction is stable. When the roll is within a predetermined roll range, the control unit <NUM> determines that the behavior in the roll direction is stable. When the yaw is within a predetermined yaw range, the control unit <NUM> determines that the behavior in the yaw direction is stable. Each of the pitch range, the roll range, and the yaw range is stored in advance in the storage unit <NUM>. When the behavior in each of the pitch direction, the roll direction, and the yaw direction is stable, the control unit <NUM> determines that the attitude of the airframe is stabilized. On the other hand, when the behavior in at least one of the pitch direction, the roll direction, or the yaw direction is not stable, the control unit <NUM> determines that the attitude of the airframe is not stabilized. When the attitude of the airframe is stabilized (step S1: YES), the process proceeds to step S2. On the other hand, when the attitude of the airframe is not stabilized (step S1: NO), the determination in step S1 is repeated.

In step S2, the control unit <NUM> selects a group whose stop order is the first, among the groups in which the VTOL rotors <NUM> are rotated. The control unit <NUM> simultaneously stops rotation of all the VTOL rotors <NUM> included in the selected group. That is, the control unit <NUM> performs stop control. The control unit <NUM> causes the storage unit <NUM> to store the stopped VTOL rotors <NUM>. When the process of step S2 is ended, the process proceeds to step S3.

In step S3, the control unit <NUM> determines whether or not the rotation of all the VTOL rotors <NUM> is stopped. When the rotation of all the VTOL rotors <NUM> is stopped (step S3: YES), the stop process illustrated in <FIG> is ended. On the other hand, when some of the VTOL rotors <NUM> are rotated (step S3: NO), the process proceeds to step S4.

In step S4, the control unit <NUM> starts time measurement. In step S5, the control unit <NUM> determines whether or not a predetermined time has elapsed. The predetermined time is stored in advance in the storage unit <NUM>. When the predetermined time has elapsed (step S5: YES), the process proceeds to step S6. On the other hand, when the predetermined time has not elapsed (step S5: NO), the process of step S5 is continued. The control unit <NUM> continues the time measurement until the predetermined time elapses. In step S6, the control unit <NUM> ends the time measurement. Thereafter, the process returns to step S2.

As described above, in the present embodiment, the control unit <NUM> does not stop the rotation of all the VTOL rotors <NUM> at the same time, but stops the rotation of the VTOL rotors <NUM> on a predetermined group-by-group basis. As a result, since the thrust in the vertical direction gradually decreases, it is possible to minimize a change in the thrust in the vertical direction. Therefore, the ride comfort of the VTOL aircraft <NUM> is not deteriorated.

When the control unit <NUM> stops supplying electric power to the motor <NUM>, the VTOL rotor <NUM> can rotate by receiving an external force (air resistance, wind, or the like). When the VTOL rotor <NUM> is rotated by the external force, the motor <NUM> generates electric power. The control unit <NUM> may rotate the VTOL rotor <NUM> with the external force before fixing the rotation angle of the VTOL rotor <NUM> at a predetermined angle. In this case, the control unit <NUM> may control the switching elements of the inverter device <NUM> such that the power storage device <NUM> is charged with the electric power generated by the motor <NUM>.

Claim 1:
Vertical take-off and landing aircraft (<NUM>, <NUM>') comprising:
a plurality of vertical take-off and landing rotors (<NUM>) configured to generate thrust in a vertical direction;
at least one cruise rotor (<NUM>) configured to generate thrust in a horizontal direction;
at least one wing (<NUM>, <NUM>) configured to generate lift as the vertical take-off and landing aircraft (<NUM>, <NUM>') moves in the horizontal direction; and
a controller (<NUM>) configured to control operation of each of the plurality of vertical take-off and landing rotors (<NUM>) and each of the at least one cruise rotor (<NUM>),
wherein the plurality of vertical take-off and landing rotors (<NUM>) are divided into a plurality of groups, each of the vertical take-off and landing rotors (<NUM>) being included in any one of the groups,
the vertical take-off and landing rotors (<NUM>) are divided into the plurality of groups according to distances from a center of gravity (G) of the vertical take-off and landing aircraft (<NUM>, <NUM>') to the respective vertical take-off and landing rotors (<NUM>), and
each of the groups is constituted by a plurality of the vertical take-off and landing rotors (<NUM>) the distances of which from the center of gravity (G) are equal to each other,
characterized in that, after the lift is generated by the wing, the controller (<NUM>) is configured to stop the rotation of the vertical take-off and landing rotors (<NUM>) in order from a group farthest from the center of gravity (G) to a group closest to the center of gravity (G) among the plurality of groups or in order from a group closest to the center of gravity (G) to a group farthest from the center of gravity (G) among the plurality of groups.