Control device, cockpit and vertical take-off and landing aircraft

Abstract

The utility model discloses a control device, a cockpit and a vertical take-off and landing aircraft, and relates to the technical field of vertical take-off and landing aircrafts, the control device comprises a main control device, a backup control device and a device switching module; the main control equipment and the backup control equipment are arranged corresponding to a driver's seat of the vertical take-off and landing aircraft, are relatively independently arranged, and can be independently used for controlling the flight of the vertical take-off and landing aircraft; the equipment switching module is in communication connection with the main control equipment and the backup control equipment, and is at least used for switching the control authority of the vertical take-off and landing aircraft from the main control equipment to the backup control equipment; according to the technical scheme provided by the utility model, the safety of the whole flight can be improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to vertical take-off and landing aircraft technical field, especially control equipment, cockpit and vertical take-off and landing aircraft. BACKGROUND

[0002] With the acceleration of urbanization process and the increasingly serious traffic congestion problem, urban air traffic as a new traffic mode emerges as the times require, wherein, vertical take-off and landing aircraft with its environmental protection, low noise, vertical take-off and other advantages as an important part of urban air traffic.

[0003] Unlike the arrangement of traditional passenger plane double pilot double control stick, the cockpit of vertical take-off and landing aircraft is usually controlled by single pilot, and because the tilt rotor vertical take-off and landing aircraft has rotor configuration, fixed wing configuration and transition configuration between the two, and the complexity of its actuating system, the existing control equipment cannot meet the safety index requirement of 10E-9, once the control equipment fails, the aircraft cannot complete the flight task normally, and even leads to the loss of control of the aircraft. SUMMARY

[0004] The main purpose of the utility model is to provide a kind of control equipment, cockpit and vertical take-off and landing aircraft, to improve the safety of overall flight.

[0005] To achieve the above object, the control equipment provided by the utility model comprises:

[0006] Main control equipment and backup control equipment are arranged corresponding to the pilot seat of the vertical take-off and landing aircraft, the main control equipment and the backup control equipment are relatively independently arranged, and can be used to control the flight of the vertical take-off and landing aircraft independently;And

[0007] The equipment switching module is in communication connection with the main control equipment and the backup control equipment, and is at least used to switch the control right of the vertical take-off and landing aircraft from the main control equipment to the backup control equipment.

[0008] In an embodiment, the main control equipment comprises a first main rod and a second main rod, the flight control mapping functions of the first main rod and the second main rod corresponding to the vertical take-off and landing aircraft are different, the backup control equipment comprises a first backup rod with the same flight control mapping function as the first main rod and a second backup rod with the same flight control mapping function as the second main rod.

[0009] In an embodiment, the first main rod and the second main rod are both two-axis control rods;

[0010] Alternatively, the first main rod is a two-axis control rod, and the second main rod comprises a single-axis control rod and a yaw switch arranged on the single-axis control rod.

[0011] In one embodiment, the main manipulation device includes a first main rod and a second main rod, and the first main rod and the second main rod are both two-axis manipulation rods;

[0012] The backup operating device includes a three-axis operating stick and an operating switch arranged on the three-axis operating stick. The three-axis operating stick can swing forward and backward, swing left and right, and rotate.

[0013] In one embodiment, the three-axis joystick can swing forward and backward, and has the same flight control mapping function as the forward and backward swing of the first main stick; the three-axis joystick can swing left and right, and has the same flight control mapping function as the left and right swing of the first main stick; the three-axis joystick can rotate, and has the same flight control mapping function as the left and right swing of the second main stick; the manipulation switch is configured to generate a trigger signal in response to at least two different triggering modes, and the two different triggering modes have the same flight control mapping function as the forward and backward swing of the second main stick.

[0014] In one embodiment, the main control device includes a first main rod and a second main rod, the first main rod is a two-axis joystick, and the second main rod includes a single-axis joystick and a yaw switch provided on the single-axis joystick;

[0015] The backup manipulation device includes a three-axis manipulation stick and a manipulation switch arranged on the three-axis manipulation stick.

[0016] In one embodiment, the three-axis joystick can swing forward and backward, and has the same flight control mapping function as the forward and backward swing of the single-axis joystick; the three-axis joystick can swing left and right, and has the same flight control mapping function as the left and right swing of the first main stick; the three-axis joystick can rotate, and has the same flight control mapping function as the yaw switch; the joystick is configured to generate a trigger signal in response to at least two different triggering modes, and the two different triggering modes have the same flight control mapping function as the forward and backward swing of the first main stick.

[0017] In one embodiment, the device switching module includes an arbitration module, which is communicatively connected to both the main control device and the backup control device. The control device also includes a displacement sensor. The arbitration module detects the validity signal of the main control device through the displacement detector to determine whether the main control device is valid, and when the main control device is invalid, switches the control authority of the vertical take-off and landing aircraft to the backup control device.

[0018] In one embodiment, the device switching module includes an arbitration module and an authority switching switch provided on the backup control device, and is at least used to switch the control authority of the vertical take-off and landing aircraft from the main control device to the backup control device. The arbitration module is further used to switch the control authority of the vertical take-off and landing aircraft in response to a signal from the authority switching switch.

[0019] and / or, under the action of the device switching module, one of the main control device and the backup control device is in an activated state, and the other one is in a suppressed state;

[0020] and / or, a tilt switch is provided on at least the main control device, so as to assist in controlling the vertical take-off and landing aircraft to switch to a fixed-wing configuration or a rotary-wing configuration by triggering the tilt switch;

[0021] And / or, a horizontal rate command mode activation switch is provided on at least the main control device, so as to control the vertical take-off and landing aircraft to enter the horizontal rate command mode by triggering the activation switch.

[0022] The present invention also provides a cockpit, which includes a driver's seat and the above-mentioned operating device arranged corresponding to the driver's seat.

[0023] In one embodiment, the cockpit further includes a display module, the device switching module includes an arbitration module, the display module is connected to the arbitration module, and the display module is used to display the activation state and / or inhibition state of the primary control device and the backup control device;

[0024] And / or, the equipment switching module includes an arbitration module, and the cockpit further includes a sound prompter connected to the arbitration module, the sound prompter being used to prompt the pilot whether a primary control device or a backup control device in an inhibited state is erroneously operated;

[0025] And / or, when the main control device includes a first main lever and a second main lever, and the backup control lever includes a first backup lever and a second backup lever, the driver's seat is located between the first main lever and the second main lever, the first backup lever is located on the same side as the first main lever, and the second backup lever is located on the same side as the second main lever;

[0026] and / or, when the primary control device includes a first main stick and a second main stick, and the backup control device includes a three-axis control stick, the driver's seat is located between the first main stick and the second main stick, and the backup control device is located on the same side as the first main stick or the second main stick; or the backup control device is provided on the center console of the cockpit;

[0027] And / or, the passenger seat is arranged side by side with the driver seat in the cockpit.

[0028] The utility model discloses still propose a kind of VTOL aircraft, the VTOL aircraft includes fuselage, the fuselage is provided with above-mentioned control device, or the fuselage is provided with above-mentioned cockpit.

[0029] In an embodiment, the tail of the fuselage is provided with V-tail, the VTOL aircraft further includes multiple tilt rotors arranged symmetrically on both sides of the fuselage, and the V-tail is provided with an elevator;

[0030] The control of the main control device and the backup control device is at least used to adjust the deflection of the elevator by the flight control system to control the yaw movement of the VTOL aircraft.

[0031] And / or, the control of the main control device and the backup control device is at least used to adjust the tilt angle of the tilt rotors by the flight control system to control the yaw movement of the VTOL aircraft by the differential control of the tilt angle.

[0032] And / or, the control of the main control device and the backup control device is at least used to control the adjustment of the rotor speed by the flight control system to control the yaw movement of the VTOL aircraft by the differential control of the rotor speed.

[0033] In an embodiment, the VTOL aircraft has a rotor configuration and a fixed-wing configuration, the VTOL aircraft is in the fixed-wing configuration when the part / whole tilt rotors are forward-tilted to the cruising position, the VTOL aircraft is in the rotor configuration when the part / whole tilt rotors are backward-tilted to the vertical take-off position, and at least the main control device is provided with a gear corresponding to the forward-tilting of the tilt rotors to the fixed-wing configuration and a gear corresponding to the backward-tilting of the tilt rotors to the rotor configuration.

[0034] In the technical solution of the utility model, the "main-backup" redundancy design is adopted on the hardware architecture, that is, the main control device is arranged in the cockpit of the VTOL aircraft to control the flight of the VTOL aircraft, and the backup control device is also arranged, wherein the backup control device and the main control device have the same function, and they are mechanically independent to be independent in control logic, so that the main control device or the backup control device can be controlled individually to control the flight of the VTOL aircraft, which helps to enhance the safety and redundancy of the control device, ensures that the VTOL aircraft can still complete the flight task safely and reliably even if the main control device fails by switching on the backup control device through the device switching module, and significantly improves the safety and reliability of the VTOL aircraft. BRIEF DESCRIPTION OF DRAWINGS

[0035] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying any creative work.

[0036] Figure 1 A vector diagram of an embodiment of the main control device of the vertical take-off and landing aircraft provided by the present invention;

[0037] Figure 2 A vector diagram of another embodiment of the main control device of the vertical take-off and landing aircraft provided by the present invention;

[0038] Figure 3 A schematic diagram of the positions of a main control device and a backup control device according to an embodiment;

[0039] Figure 4 A vector diagram of another embodiment of a main control device and a backup control device;

[0040] Figure 5 A schematic diagram of the positions of another embodiment of the main control device and the backup control device;

[0041] Figure 6 A schematic diagram of the positions of another embodiment of the main control device and the backup control device;

[0042] Figure 7 It is a structural diagram of the display module;

[0043] Figure 8 is the relationship diagram between the operating force and gear position 1 and gear position 2;

[0044] Figure 9 It is a structural diagram of the tilt switch;

[0045] Figure 10 Schematic diagram of the location of the PTT switch and mode selector switch on the main or backup control device;

[0046] Figure 11 Schematic diagram of the location of the tilt switch and go-around switch on the main or backup control equipment;

[0047] Figure 12 Schematic diagram of the location of the automatic flight disconnect switch on the main or backup control equipment;

[0048] Figure 13 An aircraft with tilt-rotor in a vertical take-off and landing position;

[0049] Figure 14An aircraft with a tilt-rotor in the cruise position.

[0050] Description of Figure Numbers:

[0051] 10. Pilot's seat; 20. Main controls; 21. First main lever; 22. Second main lever; 30. Backup controls; 31. First backup lever; 32. Second backup lever; 40. Display module; 51. Tilt switch; 511. 1st gear position; 512. 2nd gear position; 513. Return to center position; 52. Go-around switch; 53. PTT switch; 54. Mode selector switch; 55. Autoflight disconnect switch.

[0052] 60. Fuselage; 61. Tail; 62. Tilt rotor; 63. Elevator rudder.

[0053] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0054] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0055] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components in a certain specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0056] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of such features. In addition, if "and / or" or "and / or" appears in the full text, its meaning includes three parallel schemes. Taking "A and / or B" as an example, it includes scheme A, or scheme B, or a scheme in which A and B are satisfied at the same time. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is mutually contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0057] With the acceleration of urbanization and the increasingly serious problem of traffic congestion, urban air traffic has emerged as a new mode of transportation. Among them, vertical take-off and landing aircraft are an important part of urban air traffic with their advantages of environmental protection, low noise, and vertical take-off and landing.

[0058] Unlike the dual-pilot, dual-joystick arrangement of traditional passenger aircraft, the cockpit of a vertical take-off and landing aircraft is usually operated by a single pilot. Because tilt-rotor vertical take-off and landing aircraft have rotor configuration, fixed-wing configuration and a transitional configuration between the two, and the complexity of their actuation system, existing control equipment cannot meet the 10E-9 safety index requirement. Once the control equipment fails, the aircraft will not be able to complete its flight mission normally, and may even lose control of the aircraft.

[0059] Furthermore, conventional passenger aircraft sidesticks typically employ a superposition strategy to handle dual inputs, a strategy unsuitable for single-pilot vertical takeoff and landing aircraft. Therefore, to avoid dual inputs caused by pilot error, single-pilot cockpits should not normally experience dual inputs.

[0060] In order to solve this technical problem, the present invention proposes a control device, which can be applied to a vertical take-off and landing aircraft, and specifically can be arranged in a cockpit of the vertical take-off and landing aircraft.

[0061] See also Figures 1 to 8 In one embodiment of the present invention, the cockpit includes a driver's seat 10, a main control device 20, a backup control device 30 and a device switching module; the main control device 20 and the backup control device 30 are arranged corresponding to the driver's seat 10, and the main control device 20 and the backup control device 30 are both used to control the flight of the vertical take-off and landing aircraft; the device switching module is communicatively connected to the main control device 20 and the backup control device 30, and is at least used to switch the control authority of the vertical take-off and landing aircraft from the main control device 20 to the backup control device 30; thereby improving the overall flight safety and the completion of the flight mission.

[0062] The technical scheme of the utility model discloses a "main-backup" redundancy design on the hardware architecture, that is, arranging the main control device 20 in the cockpit of the vertical take-off and landing aircraft to control the flight of the vertical take-off and landing aircraft, and arranging the backup control device 30, wherein the backup control device 30 and the main control device 20 have the same function, and they are mechanically independent, so as to be independent in the control logic, and it is convenient to control the flight of the vertical take-off and landing aircraft by the main control device 20 or the backup control device 30, thus, it is helpful to enhance the safety and redundancy of the control device, and it is ensured that the vertical take-off and landing aircraft can safely and reliably complete the flight task by switching the backup control device 30 through the device switching module even in the case that the main control device 20 fails, thereby significantly improving the safety and reliability of the vertical take-off and landing aircraft, and it is also ensured that only the main control device or the backup control device is enabled during the flight process by the setting of the device switching module, and the double-input situation is reduced.

[0063] It should be noted that the influencing factors of the flight of the vertical take-off and landing aircraft at least include the attitude and speed of the vertical take-off and landing aircraft, and the attitude of the vertical take-off and landing aircraft specifically includes pitch, roll and yaw, and the attitude of the vertical take-off and landing aircraft is related to the vector motion of the vertical take-off and landing aircraft, wherein the vector motion instructions of the aircraft include four motion instructions of ascending, longitudinal, lateral and heading, in other words, the main control device 20 and the backup control device 30 are integrated with the control instructions of the four channels of ascending, longitudinal, lateral and heading of the vertical take-off and landing aircraft, thereby greatly reducing the control load of the pilot.

[0064] The VTOL aircraft in this embodiment is specifically a tiltrotor type VTOL aircraft, which has three configurations: fixed-wing configuration, rotor configuration, and a transitional configuration between the two. Specifically, the rotor configuration refers to the aircraft configuration when some / all of the tiltrotors are in the VTOL position (e.g., a tilt angle of 90°), i.e., the takeoff and landing configuration of a tiltrotor VTOL aircraft. In the rotor configuration, the aircraft, starting from a stationary position on the ground, relies on vector power to climb, or relies on vector power to descend during landing. The aircraft's rotors (including fixed and tiltrotors) are direct force actuators. The fixed-wing configuration refers to the aircraft configuration when some / all of the rotors are in the cruise position (e.g., a tilt angle of 0°), i.e., the cruise configuration of a tiltrotor VTOL aircraft. In the fixed-wing configuration, the aircraft can cruise like a fixed-wing aircraft, using lift provided by the wings. In this configuration, the aircraft's primary control surfaces are ailerons, elevators, or other equivalent mechanisms (elevators, etc.). The transitional configuration refers to the aircraft configuration that switches between rotor and fixed-wing configurations. A "primary-standby" redundant design, where the primary control device 20 and the backup control device 30 are mechanically independent and share the same control functions, allows for independent control of the VTOL aircraft throughout its operational phases: ground phase, rotor configuration, transitional configuration, and fixed-wing configuration. It also meets the extremely high safety requirements of urban air traffic operations, namely a 10E-9 probability of failure. This ensures that even in the event of a failure of the primary control device 20, the backup control device 30 can be activated through the device switching module, allowing the VTOL aircraft to safely and reliably complete its flight mission, thereby improving its safety and reliability.

[0065] Optionally, in an embodiment of the present invention, the main control device 20 includes a first main rod 21 and a second main rod 22, and the first main rod 21 and the second main rod 22 correspond to different flight control mapping functions of the vertical take-off and landing aircraft. The backup control device 30 includes a first backup rod 31 with the same flight control mapping function as the first main rod 21 and a second backup rod 32 with the same flight control mapping function as the second main rod 22. Such an arrangement not only provides a physical redundancy design, but also is mutually independent in terms of control logic, to ensure that when the main control device 20 fails, the backup control device 30 can seamlessly take over all control functions. Optionally, some or all of the control sticks in the main control device 20 and the backup control device 30 can be control sticks with a self-centering function, or of course, they can also not have a self-centering function according to actual use needs.

[0066] In the process of achieving control over the attitude and speed of the vertical take-off and landing aircraft, the vector motion of the vertical take-off and landing aircraft is changed by controlling the motion of the first main rod 21 and the second main rod 22 on their respective axes, thereby completing the control over the attitude and speed of the vertical take-off and landing aircraft. When the backup control device 30 is switched on through the equipment switching module, since the function of the backup control device 30 is the same as that of the main control device 20, the vector motion of the vertical take-off and landing aircraft can be changed by controlling the motion of the first backup rod 31 and the second backup rod 32 on their respective axes, thereby completing the control over the attitude and speed of the vertical take-off and landing aircraft.

[0067] See also Figure 1 In an embodiment of the present invention, the first main rod 21 and the second main rod 22 are both two-axis joysticks; at this time, the first backup rod 31 and the second backup rod 32 are both two-axis joysticks, wherein the two-axis joysticks can perform any two movements of left and right swinging, front and back swinging, compound swinging, and rotation, and the compound swinging can be a combination of left and right swinging and front and back swinging; and the positions of the first main rod 21 and the second main rod 22 in the cockpit are arbitrary, that is, the positions of the first main rod 21 and the second main rod 22 are interchangeable; the positions of the first backup rod 31 and the second backup rod 32 in the cockpit are arbitrary, that is, the positions of the first backup rod 31 and the second backup rod 32 are interchangeable.

[0068] For example, the vector motion instructions corresponding to the manipulation movements of the first main rod 21 and the second main rod 22 are shown in Table 1 below, and it should be emphasized that, Figure 1 As shown, the joystick can swing left and right on the horizontal axis and can swing forward and backward on the vertical axis, wherein the horizontal axis of the joystick extends along the horizontal axis of the aircraft, and the horizontal axis of the aircraft points from one side of the aircraft wing to the other side, and the vertical axis of the joystick extends along the longitudinal axis of the aircraft, and the longitudinal axis of the aircraft points from the nose of the aircraft to the tail.

[0069]

[0070] Of course, the vector motion instructions corresponding to the control movements of the first main rod 21 and the second main rod 22 can also be set according to the pilot's flying habits, as shown in the following Table 1'.

[0071]

[0072] Since the function of the backup control device 30 is the same as that of the main control device 20, the vector motion instructions corresponding to the control motions of the first backup lever 31 and the second backup lever 32 are shown in Table 2 below:

[0073]

[0074]

[0075] Of course, the function of the backup operating device 30 can also correspond to the main operating device 20 shown in Table 1', that is, the first backup rod 31 corresponds to the first main rod 21 in Table 1', and the second backup rod 32 corresponds to the second main rod 21 in Table 1'.

[0076] See also Figure 2 In an embodiment of the present invention, the first main stick 21 is a two-axis joystick, and the second main stick 22 includes a single-axis joystick and a yaw switch provided on the single-axis joystick. In this case, the first backup stick 31 is a two-axis joystick, and the second backup stick 32 includes a single-axis joystick and a yaw switch provided on the single-axis joystick. The two-axis joystick can perform any two of the following motions: left-right swing, forward-backward swing, compound swing, or rotation. The compound swing can be a combination of left-right swing and forward-backward swing. The single-axis joystick can perform any one of the following motions: left-right swing, forward-backward swing, compound swing, or rotation. The first main stick 21 and the second main stick 22 can be positioned in the cockpit at any position, that is, the positions of the first main stick 21 and the second main stick 22 are interchangeable. The first backup stick 31 and the second backup stick 32 can be positioned in the cockpit at any position, that is, the positions of the first backup stick 31 and the second backup stick 32 are interchangeable. The yaw switch can be configured as a bidirectional switch that can provide a discrete signal to the flight control system and has a return-to-center function, or it can be configured as a roller switch that can provide an analog signal to the flight control system.

[0077] For example, the vector motion instructions corresponding to the manipulation movements of the first main rod 21 and the second main rod 22 are shown in Table 3 below, and it should be emphasized that, Figure 2 As shown, the joystick can swing left and right on the horizontal axis and can swing forward and backward on the vertical axis, wherein the horizontal axis of the joystick extends along the horizontal axis of the aircraft, and the horizontal axis of the aircraft points from one side of the aircraft wing to the other side, and the vertical axis of the joystick extends along the longitudinal axis of the aircraft, and the longitudinal axis of the aircraft points from the nose of the aircraft to the tail.

[0078]

[0079] Of course, the vector motion instructions corresponding to the control movements of the first main rod 21 and the second main rod 22 can also be set according to the pilot's flying habits, as shown in the following Table 3'.

[0080]

[0081] Since the function of the backup control device 30 is the same as that of the main control device 20, the vector motion instructions corresponding to the control motions of the first backup lever 31 and the second backup lever 32 are shown in Table 4 below:

[0082]

[0083] Of course, the function of the backup operating device 30 can also correspond to the main operating device 20 shown in Table 3', that is, the first backup rod 31 corresponds to the first main rod 21 in Table 3', and the second backup rod 32 corresponds to the second main rod 21 in Table 3'.

[0084] However, in other embodiments, the main control device 20 includes a first main rod 21 and a second main rod 22. Since the probability of the first main rod 21 and the second main rod 22 failing at the same time is extremely low, at this time, the backup control device 30 includes a backup rod, and the function of the backup rod corresponds to the function of the first main rod 21 or the second main rod 22. In this way, after the first main rod 21 or the second main rod 22 fails, the second main rod 22 or the first main rod 21 can be used together with the backup rod to control the attitude and speed of the vertical take-off and landing aircraft, so as to reduce the number of control rods and save layout space.

[0085] See also Figure 3 In an embodiment of the present invention, when the main control device 20 includes a first main lever 21 and a second main lever 22, and the backup control device 30 includes a first backup lever 31 and a second backup lever 32, the cockpit 10 is located between the first main lever 21 and the second main lever 22, the first backup lever 31 and the first main lever 21 are located on the same side, and the second backup lever 32 and the second main lever 22 are located on the same side, which facilitates the pilot to operate the main control device 20 or the backup control device 30 according to flying habits and reduces the pilot's control load. That is, because the first backup lever 31 and the first main lever 21 have the same function and are located on the same side of the cockpit 10, and the second backup lever 32 and the second main lever 22 have the same function and are located on the same side of the cockpit 10, there is no need to increase the pilot's learning cost and training cost due to the change of position.

[0086] See also Figure 4 In an embodiment of the present invention, the main control device 20 includes a first main lever 21 and a second main lever 22, both of which are two-axis joysticks. The backup control device 30 includes a three-axis joystick and a control switch provided on the three-axis joystick. The three-axis joystick can swing forward and backward, left and right, and rotate. This configuration can reduce the number of joysticks, lower costs, and optimize control. Furthermore, it not only provides physical redundancy but also logical independence in control, ensuring that if the main control device 20 fails, the backup control device 30 can seamlessly take over all control functions. However, in other embodiments, the first main lever 21 is a two-axis joystick, and the second main lever 22 includes a single-axis joystick and a yaw switch provided on the single-axis joystick.

[0087] In the process of achieving control over the attitude of the vertical take-off and landing aircraft, the vector movement of the vertical take-off and landing aircraft is changed through the motion control of the first main rod 21 and the second main rod 22, thereby completing the attitude change of the vertical take-off and landing aircraft. When the backup control device 30 is switched to be enabled through the device switching module, since the function of the backup control device 30 is the same as that of the main control device 20, the vector movement of the vertical take-off and landing aircraft can be changed through the motion control of the three-axis joystick and the control of the control switch, thereby completing the attitude change of the vertical take-off and landing aircraft.

[0088] The backup control device 30 is configured as a backup lever, which specifically includes a three-axis joystick and a control switch provided on the three-axis joystick, wherein the swing of the three-axis joystick on the horizontal axis is left and right swing, the swing on the vertical axis is front and back swing, and the rotation on the rotation axis is rotational motion around its axis. The control switch can be configured as a two-way switch / button, which can provide discrete quantity signals to the flight control system, and can also be configured as a roller switch, which can provide analog quantity signals to the flight control system. It can also be a thumb stick that can be swingably provided on the three-axis joystick, and can also be configured as a three-position switch, one of which is a return to center position, that is, after toggling the control switch forward, backward or left and right, the control switch will automatically switch to the return to center position.

[0089] Specifically, in one embodiment, the three-axis joystick can swing forward and backward, and has the same flight control mapping function as the forward and backward swinging of the first main stick 21; the three-axis joystick can swing left and right, and has the same flight control mapping function as the forward and backward swinging of the first main stick 21; the three-axis joystick can rotate, and has the same flight control mapping function as the forward and backward swinging of the second main stick 22; the control switch is configured to generate a trigger signal in response to at least two different triggering modes, and the two different triggering modes are the same flight control mapping functions corresponding to the forward and backward swinging of the second main stick 22. However, in other embodiments, based on the pilot's flying habits, the three-axis joystick can swing forward and backward, and has the same flight control mapping function as the forward and backward swinging of the second main stick 22; the control switch is configured to generate a trigger signal in response to at least two different triggering modes, and the two different triggering modes correspond to the forward and backward swinging of the first main stick 21. The triggering method of the control switch can be specifically: when the control switch is configured as a roller switch, its triggering method can be rolling left and right or rolling back and forth; when the control switch is configured as a thumb stick, its triggering method can be swinging left and right or swinging back and forth or rotating; when the control switch is configured as a three-speed switch, its triggering method can be toggling left and right or toggling back and forth.

[0090] For example, the vector motion instructions corresponding to the control movement of the backup lever are shown in Table 5 below. Of course, the vector motion instructions corresponding to the control movement of the first main lever 21 and the second main lever 22 can also be set according to the pilot's flying habits. It should be emphasized that, for example,Figure 4 As shown, the joystick can swing left and right on the horizontal axis, can swing forward and backward on the vertical axis, and can rotate around the vertical axis of the joystick, wherein the horizontal axis of the joystick extends along the horizontal axis direction of the aircraft, and the horizontal axis of the aircraft points from one side of the aircraft wing to the other side, the longitudinal axis of the joystick extends along the longitudinal axis direction of the aircraft, and the longitudinal axis of the aircraft points from the nose of the aircraft to the tail of the aircraft, and the vertical axis of the joystick extends along the vertical axis direction of the aircraft, and the vertical axis of the aircraft points from the top of the aircraft to the bottom.

[0091]

[0092] Optionally, in an embodiment of the present invention, the main control device 20 includes a first main rod 21 and a second main rod 22, the first main rod 21 is a two-axis control rod, and the second main rod 22 includes a single-axis control rod and a yaw switch provided on the single-axis control rod; the backup control device 30 includes a three-axis control rod and a control switch provided on the three-axis control rod, wherein the two-axis control rod can perform any two movements of left and right swing, front and back swing, compound swing, and rotation, and the compound swing can be a combination of left and right swing and front and back swing; both the single-axis control rod and the three-axis control rod can perform left and right swing, front and back swing, compound swing, and rotation. Any one of the following movements: right swing, forward and backward swing, compound swing, and rotation; and the positions of the first main rod 21 and the second main rod 22 in the cockpit are arbitrary, that is, the positions of the first main rod 21 and the second main rod 22 are interchangeable; the positions of the first backup rod 31 and the second backup rod 32 in the cockpit are arbitrary, that is, the positions of the first backup rod 31 and the second backup rod 32 are interchangeable; and the control switch can be configured as a two-way switch / button, which can provide discrete signals to the flight control system, and can also be configured as a roller switch, which can provide analog signals to the flight control system, and can also be a thumb stick that can be swung on the three-axis joystick.

[0093] Specifically, in one embodiment, the three-axis joystick can swing forward and backward, and has the same flight control mapping function as the forward and backward swinging of the single-axis joystick; the three-axis joystick can swing left and right, and has the same flight control mapping function as the left and right swinging of the first main stick 21; the three-axis joystick can rotate, and has the same flight control mapping function as the yaw switch; the joystick is configured to generate a trigger signal in response to at least two different triggering modes, and the two different triggering modes are the same flight control mapping functions corresponding to the forward and backward swinging of the first main stick 21. However, in other embodiments, based on the pilot's flying habits, the forward and backward swinging of the three-axis joystick can correspond to the same flight control mapping function as the forward and backward swinging of the first main stick 21; the joystick is configured to generate a trigger signal in response to at least two different triggering modes, and the two different triggering modes correspond to the swinging of the single-axis joystick. The triggering method of the control switch can be specifically: when the control switch is configured as a roller switch, its triggering method can be rolling left and right or rolling back and forth; when the control switch is configured as a thumb stick, its triggering method can be swinging left and right or swinging back and forth or rotating; when the control switch is configured as a three-speed switch, its triggering method can be toggling left and right or toggling back and forth.

[0094] It should be noted that the above-mentioned lateral channel is used to control the lateral movement of the vertical take-off and landing aircraft; the longitudinal channel is used to control the longitudinal movement of the vertical take-off and landing aircraft, and is also used to control the acceleration and deceleration of the vertical take-off and landing aircraft on the ground; the elevation channel is used to control the vertical speed of the vertical take-off and landing aircraft; the heading channel is used to control the yaw movement and turning movement of the vertical take-off and landing aircraft on the ground.

[0095] It can be understood that, taking the above Table 1 as an example, in the rotor configuration, when the first main rod 21 is pushed forward or backward along its longitudinal axis, the vertical speed of the aircraft is adjusted accordingly, and the aircraft performs vertical take-off and landing movements during the vertical take-off and vertical landing phases; when the first main rod 21 is pushed left or right along its transverse axis, when the horizontal rate command mode (Translational Rate Command, i.e., TRC) mode is activated, the first main rod 21 is used to control the lateral speed of the aircraft, and the aircraft performs left and right translation movements; when the TRC mode is in the off state, the first main rod 21 is used to control the roll angle of the aircraft, and the aircraft performs left and right rolling movements.

[0096] When TRC mode is active, pushing the second main lever 22 forward or backward along its longitudinal axis controls the longitudinal speed of the aircraft, causing the aircraft to perform forward and backward translational motion. When TRC mode is inactive, the second main lever 22 controls the pitch angle of the aircraft, causing the aircraft to perform pitch motion. Pushing the second main lever 22 left or right along its transverse axis adjusts the aircraft's yaw rate accordingly, allowing the flight control system to adjust the tilt angle of the aircraft's tilt rotors for tilt angle differential control and / or adjust the rotor speed for rotor speed differential control, causing the aircraft to perform steering motion. Rotors here include both tilt rotors and fixed rotors.

[0097] In the fixed-wing configuration, when the first main rod 21 is pushed forward or backward along its longitudinal axis, the vertical speed of the aircraft is adjusted accordingly, and the aircraft's elevator rudder is controlled by the flight control system to deflect, and the aircraft performs a pitch motion; when the first main rod 21 is pushed left or right along its transverse axis, the aircraft's roll angular rate is adjusted accordingly; the aircraft's ailerons are controlled by the flight control system to deflect, and the aircraft performs a corresponding lateral motion.

[0098] When the second main rod 22 is pushed forward or backward along its longitudinal axis, the longitudinal acceleration of the aircraft is adjusted accordingly, and the rotor speed and collective pitch angle of the aircraft are controlled by the flight control system, and the aircraft performs corresponding longitudinal movement. Among them, the rotor speed control and collective pitch angle control can both be used to adjust the pulling force of the aircraft. The collective pitch angle is specifically the angle of the rotor propeller, that is, the angle of the propeller relative to the rotor plane.

[0099] When the second main rod 22 is pushed left or right along its horizontal axis, or the yaw switch 13 on the second main rod 22 is triggered, the yaw angular rate of the aircraft is adjusted accordingly, and the aircraft's elevator rudder is controlled by the flight control system to deflect, and the aircraft performs yaw motion.

[0100] In the transition configuration, when the first main rod 21 is pushed forward or backward along its longitudinal axis, the vertical speed of the aircraft is adjusted accordingly, and the flight control system controls the aircraft's elevator rudder to deflect and / or the rotor speed to control the aircraft's pitch motion; when the first main rod 21 is pushed left or right along its transverse axis, the roll angular rate of the aircraft is adjusted accordingly; the flight control system controls the aircraft's aileron to deflect and / or the rotor speed to differentially control the aircraft, and the aircraft performs corresponding lateral motion.

[0101] When the second main rod 22 is pushed forward or backward along its longitudinal axis, the longitudinal acceleration of the aircraft is adjusted accordingly, the flight control system controls the rotation speed and the tilt angle of the rotor of the aircraft, and the aircraft performs corresponding longitudinal movement; when the second main rod 22 is pushed left or right along its transverse axis, or the yaw switch 13 on the second main rod 22 is triggered, the yaw angular velocity of the aircraft is adjusted accordingly, the flight control system controls the deflection of the elevator of the aircraft and / or the differential control of the rotation speed of the rotor, and the aircraft performs yaw movement.

[0102] Further, in the embodiment of the utility model, the longitudinal channel is used for controlling the acceleration and deceleration of the aircraft on the ground, and the heading channel is used for controlling the turning movement of the aircraft on the ground. It can be understood that, when the second main rod 22 is pushed forward or backward along its longitudinal axis, the acceleration and deceleration of the aircraft on the ground are adjusted accordingly. Taking the example that the second main rod 22 is pushed left or right along its transverse axis, the turning movement of the aircraft on the ground is adjusted accordingly. When on the ground, the aircraft usually maintains the rotor configuration, that is, the tilt rotor 62 is located at the vertical take-off and landing position. The longitudinal stroke of the second main rod 22 is provided with a maximum stroke notch. By pushing the second main rod 22 to the maximum stroke notch, the tilt rotor of the aircraft can be tilted from the vertical take-off and landing position (for example, the tilt angle is 90 degrees) to the cruising position (for example, the tilt angle is 0 degrees) during the ground phase, so that the aircraft enters the ground control mode. Thereafter, the acceleration and deceleration movement of the aircraft on the ground is controlled through the longitudinal channel, and the aircraft is controlled to brake by pushing the second main rod 22 to the maximum stroke notch.

[0103] When the second main rod 22 is pushed left or right, the aircraft can realize the ground turning movement of the aircraft according to the differential power (when the tilt angle is 0°) or the differential brake. Specifically, when the second main rod 22 is pushed left, the aircraft turns left on the ground; when the second main rod 22 is pushed right, the aircraft turns right on the ground, and when the second main rod 22 is at the neutral zero position, the current ground direction is maintained.

[0104] Optionally, in the embodiment of the utility model, the driver seat 10 is located between the first main rod 21 and the second main rod 22, and the backup control device 30 is located on the same side of the first main rod 21 or the second main rod 22. It can be understood that, taking the example that the main control device 20 includes the first main rod 21 and the second main rod 22, and the backup control device 30 includes a three-axis control rod and a control switch arranged on the three-axis control rod, as shown in Figure 5 The backup control device 30 is located on the same side of the first main rod 21. At this time, the second main rod 22 can be arranged on the other side of the driver seat 10. When the pilot and the passenger are horizontally side by side at the head of the vertical take-off and landing aircraft, the second main rod 22 is located between the pilot and the passenger. Figure 6As shown, the backup control device 30 and the second main rod 22 are located on the same side, and at this time, the first main rod 21 can be arranged on the other side of the driver seat 10, and when the pilot and the passenger are side by side, that is, the passenger seat is arranged side by side with the driver seat 10 in the cockpit, the backup control device 30 and the second main rod 22 are located between the pilot and the passenger. Therefore, the positions of the first main rod 21 and the second main rod 22 in the cockpit and the positions of the first backup rod 31 and the second backup rod 32 in the cockpit are not limited herein; and in another embodiment, the backup control device 30 is arranged on the center console of the cockpit.

[0105] Optionally, in the embodiment of the utility model, the device switching module includes a permission switching switch arranged on the backup control device 30, and is used at least for switching the control permission of the vertical take-off and landing aircraft from the main control device 20 to the backup control device 30, wherein the permission switching switch can be configured as a two-way switch, a key switch, etc., to control the backup control device 30 to be in an activated state, and then, it is convenient for the pilot to manually switch to the backup control device 30 through the permission switching switch when the main control device 20 fails, and to control the vertical take-off and landing aircraft by using the backup control device 30, thereby improving the flight safety of the vertical take-off and landing aircraft. In addition, the permission switching switch can also inhibit the activation of the backup control device 30 under certain conditions, that is, when the main control device 20 can be normally controlled, the activation of the backup control device 30 is inhibited to ensure that only the main control device 20 is activated during flight, thereby reducing the occurrence of double input, or the permission switching switch can inhibit the activation of the main control device 20 under certain conditions, for example, when the main control device 20 appears abnormity, the backup control device 30 is activated by switching through the permission switching switch, and the reactivation of the main control device 20 is inhibited, thereby ensuring that only the backup control device 30 is activated during flight, thereby reducing the occurrence of double input; that is, under the action of the device switching module, one of the main control device 20 and the backup control device 30 is in an activated state, and the other is in an inhibited state. Of course, in other embodiments, the switching between the main control device 20 and the backup control device 30 can be automatically controlled by the processor in the flight control system.

[0106] Specifically, in the embodiment of the utility model, the main control device 20 and / or the backup control device 30 can be provided with a mounting position, the permission switch is arranged in any one of the main control device 20, the backup control device 30 and the mounting position, so that the pilot can trigger the permission switch quickly. When arranged on the main control device 20 or the backup control device 30, it can be arranged on the top of the main control device 20 or the backup control device 30 as close to the pilot as possible, and when arranged on the mounting position, the mounting position can be a base for mounting the control stick. In other embodiments, the permission switch can be arranged on the center console.

[0107] Optionally, in the embodiment of the utility model, the device switching module further comprises an arbitration module, the arbitration module is in communication connection with the permission switch, the main control device 20 and the backup control device 30, and the arbitration module is used for switching the control permission of the vertical take-off and landing aircraft in response to the signal of the main control device 20 and / or the permission switch. It can be understood that in the normal flight environment, the main control device 20 is in the default active state, and the backup control device 30 is in the default inhibited state, and then the pilot controls the attitude and speed of the vertical take-off and landing aircraft through the main control device 20. The arbitration module is in communication connection between the control device and the flight control system, and the arbitration module is in communication connection with the permission switch, so that the vertical take-off and landing aircraft is always controlled by one control device to control the attitude and speed of the vertical take-off and landing aircraft, ensuring the normal operation of the vertical take-off and landing aircraft and the normal control of the pilot.

[0108] When the control authority of the vertical take-off and landing aircraft is switched to the backup control device 30, the backup control device 30 is in an activated state and the main control device 20 is in an inhibited state. The switching of the control authority mainly depends on the failure of the main control device 20. The failure of the main control device 20 can be detected by two methods: the pilot's control force feedback perception and signal recognition. Then, there are two situations in which the control authority is switched to the backup control device 30. First, when the arbitration module detects that the signal of the main control device 20 fails, the control authority can be automatically switched to the corresponding backup control device 30. Specifically, the control device also includes a displacement sensor, and the arbitration module detects the failure of the main control device through the displacement detector. The arbitration module detects the validity signal of the primary control device 20 to determine whether the primary control device 20 is valid. If the primary control device 20 is invalid, the control authority of the vertical take-off and landing aircraft is switched to the backup control device. The signal emitted by the displacement sensor is received by the arbitration module, allowing the arbitration module to determine whether the primary control device 20 is invalid. If the primary control device 20 is invalid, the arbitration module automatically switches the control authority to the corresponding backup control device 30. Secondly, if the arbitration module does not detect the failure signal of the primary control device 20, but the pilot perceives an abnormality in the primary control device 20 through control force feedback, the pilot can manually switch to the backup control device 30 using the authority switch. However, in other embodiments, the control authority between the primary control device 20 and the backup control device 30 can be switched arbitrarily as needed, as long as only one set of control devices is active in the vertical take-off and landing aircraft.

[0109] In order to prevent the pilot from mistakenly operating the main control device 20 or the backup control device 30 in the inhibited state, optionally, in an embodiment of the present invention, when the device switching module includes an arbitration module, the cockpit also includes a display module 40 connected to the arbitration module, and the display module 40 is used to display the activation state and / or inhibition state of the main control device 20 and the backup control device 30; wherein, the display module 40 is located in front of the pilot, so that the pilot can directly know the activation state and inhibition state of the main control device 20 and the backup control device 30 through visual prompts. The display module 40 can be a display screen or an indicator light, such as Figure 7 As shown, when the main operating device 20 is in the activated state and the backup operating device 30 is in the inhibited state, the lower indicator light is on and the upper indicator light is off; when the main operating device 20 is in the inhibited state and the backup operating device 30 is in the activated state, the upper indicator light is on and the lower indicator light is off.

[0110] Optionally, in the embodiment of the utility model, the cockpit further includes a sound prompter connected with the arbitration module, the sound prompter is used for prompting the pilot whether to misoperate the primary control device 20 or the backup control device 30 in the inhibition state, that is, when the pilot misoperates the primary control device 20 or the backup control device 30 in the inhibition state, for example, the inhibition control stick exceeds a certain angle, the arbitration module receives the corresponding signal and triggers the sound prompter to work, in this way, the pilot directly learns the activation state and the inhibition state of the primary control device 20 and the backup control device 30 through the hearing prompt.

[0111] Optionally, in the embodiment of the utility model, at least the tilt switch 51 is arranged on the primary control device 20 to assist in controlling the tilt switch 51 to trigger the tilt switch 51 to switch the tilt switch 51 to the fixed wing configuration in the forward tilt mode or to the rotor configuration in the backward tilt mode; it can be understood that the full flight phase of the tilt rotor aircraft includes the rotor phase, the transition phase and the fixed wing phase. The aircraft uses the rotor configuration to fly in the rotor phase; the aircraft transitions between the rotor configuration and the fixed wing configuration in the tilt transition phase; the aircraft uses the fixed wing configuration to fly in the fixed wing phase. The rotor phase specifically includes the vertical take-off phase and the vertical landing phase, the transition phase specifically includes the forward tilt transition phase and the backward tilt transition phase, and the fixed wing phase specifically is the fixed wing forward flight phase. The tilt switch 51 at least has a gear one 511 corresponding to the forward tilt to the fixed wing configuration, a gear two 512 corresponding to the backward tilt to the rotor configuration and a neutral gear 513 between the gear one 511 and the gear two 512, wherein the tilt switch 51 can be configured as a three-gear switch including the gear one 511, the neutral gear 513 and the gear two 512 to Figure 9 The tilt switch 51 is shown as a reference, the tilt switch 51 is triggered by left and right dialing, that is, after dialing the tilt switch 51 to the left, the gear two 512 is activated to make the tilt rotor of the aircraft gradually transition from the fixed wing configuration to the rotor configuration in the backward tilt mode; after dialing the tilt switch 51 to the right, the gear one 511 is activated to make the tilt rotor of the aircraft gradually transition from the rotor configuration to the fixed wing configuration in the forward tilt mode; during the period, the tilt switch 51 is automatically switched to the neutral gear after dialing forward and backward. In other embodiments, the tilt switch 51 is triggered by dialing up and down.

[0112] In another embodiment, as Figure 11 shown, the tilt switch 51 is configured as a bipolar button switch, the tilt switch 51 is triggered by dialing forward and backward or dialing left and right to realize the switching between the fixed wing configuration and the rotor configuration.

[0113] In another embodiment, the tilt switch is configured as an enable switch, and the triggering of the enable switch can send a tilt enable signal to indicate that the aircraft is allowed to perform a tilt transition; it can be understood that after triggering the tilt switch, the flight control system is allowed to automatically control the tilt rotor to tilt, or tilt control is allowed to be achieved through the movement of the main control device 20 or the backup control device 30.

[0114] In yet another embodiment, the backup maneuvering device 30 is provided with the tilt switch in the above embodiment.

[0115] Optionally, in an embodiment of the present invention, a TRC mode (horizontal rate command mode) activation switch is provided on at least the main control device 20. It is understood that the vertical take-off and landing aircraft has a TRC mode for controlling its horizontal speed, and the main control device 20 is provided with an activation switch corresponding to the TRC mode. Furthermore, based on the normal operation of the vertical take-off and landing aircraft's GPS and the normal operation of related structures for normal flight during the rotor phase, the TRC mode activation switch is triggered to activate the TRC mode. This, in turn, adjusts parameters such as the vertical take-off and landing aircraft's pitch angle or roll angle while simultaneously controlling the horizontal speed. This further refines speed control, ensures the stability and maneuverability of the vertical take-off and landing aircraft, and reduces the pilot's operational burden to a certain extent. The activation switch is provided on the tip or shaft of the joystick in the main control device 20 to facilitate placement of the pilot's finger trigger. Of course, in other embodiments, the horizontal rate command mode activation switch may also be provided on the tip or shaft of the joystick in the backup control device 30.

[0116] See also Figure 10 In an embodiment of the present invention, at least the primary control device 20 is provided with a PTT (Push-to-talk) switch 53. The PTT switch 53 is used to control the aircraft's communication function; that is, pressing or toggling the PTT switch 53 activates the aircraft's communication function. The PTT switch 53 is disposed on the tip of the joystick in the primary control device 20, specifically on the side of the tip facing away from the aircraft's nose, making it convenient for the pilot to trigger the PTT switch 53 with their thumb. Of course, in other embodiments, the PTT switch 53 is disposed on the shaft or tip of the joystick in the primary control device 20 or backup control device 30, and is positioned in a position convenient for triggering by other fingers.

[0117] See also Figure 11In an embodiment of the present invention, at least the primary control device 20 is provided with a go-around switch 52. The go-around switch 52 is used to activate the aircraft's go-around mode; that is, pressing or toggling the go-around switch 52 can cause the aircraft to go around. The go-around switch 52 is disposed on the tip of the joystick in the primary control device 20, specifically on the side of the tip facing away from the aircraft's nose, so that the pilot can easily trigger the go-around switch 52 with his thumb while holding the joystick. Of course, in other embodiments, the go-around switch 52 is disposed on the shaft or tip of the joystick in the primary control device 20 or the backup control device 30, and is positioned in a position convenient for triggering by other fingers.

[0118] See also Figure 12 In an embodiment of the present invention, an automatic flight disconnect switch 55 is provided on at least the main control device 20. The automatic flight disconnect switch 55 is used to disable the aircraft's automatic flight mode; that is, pressing or toggling the automatic flight disconnect switch 55 disables the aircraft's automatic flight mode and switches it to manual operation mode. The automatic flight disconnect switch 55 is provided on the shaft of the joystick in the main control device 20, specifically on the side of the shaft facing the aircraft's head, so that the pilot can easily trigger the automatic flight disconnect switch 55 with a finger other than the thumb when holding the joystick. Of course, in other embodiments, the automatic flight disconnect switch 55 is provided on the head or shaft of the joystick in the main control device 20 or the backup control device 30, and is provided in a position that is convenient for thumb triggering.

[0119] See also Figure 10 In an embodiment of the present invention, at least the primary control device 20 is provided with a mode selection switch 54. This mode selection switch 54 is communicatively connected to a display and control device within the aircraft, facilitating contactless interaction with the display and control interface of the display and control device, thereby enhancing the convenience of mode selection. However, in other embodiments, the mode selection switch 54 is provided on the tip or shaft of a joystick in the primary control device 20 or the backup control device 30.

[0120] Specifically, in an embodiment of the present invention, the mode selection switch 54 includes an option selection button and a confirmation button. Multiple option selection buttons are provided and arranged in a circle around the outside of the confirmation button. Four option selection buttons are provided, corresponding to the four directions of left, right, front, and back. Alternatively, two option selection buttons can be provided, corresponding to the two directions of up, down, left, and right, to enable selection of options corresponding to the relevant mode. The confirmation button, located in the center of the circular arrangement of option selection buttons, reduces the overall space occupied by the mode selection switch 54 on the primary control device 20 or backup control device 30 while making it easier for the pilot to confirm an option by pressing the confirmation button. In other embodiments, the option selection buttons and confirmation button are arranged vertically or horizontally, with intervals between them.

[0121] Optionally, in the embodiment of the utility model, the vertical take-off and landing aircraft is provided with a ground mode switching switch, so as to control the vertical take-off and landing aircraft to enter a ground control mode through triggering of the ground mode switching switch, it can be understood that the aircraft has a ground control mode, wherein the ground mode switching switch can be arranged on the control stick of the control device, and then the ground control mode is activated by triggering the ground mode switching switch, when the vertical take-off and landing aircraft enters the ground control mode, the acceleration and deceleration movement of the aircraft on the ground is controlled through the longitudinal channel, and the turning movement of the aircraft on the ground is controlled through the heading channel. The control stick can be the first main rod 21 or the second main rod 22 of the main control device 20.

[0122] The utility model discloses still propose a kind of vertical take-off and landing aircraft, the vertical take-off and landing aircraft includes fuselage 60, the fuselage 60 is provided with cockpit, the specific structure of this cockpit refers to above-mentioned embodiment, since the vertical take-off and landing aircraft of the present application adopts all technical solutions of above-mentioned all embodiments, at least have all beneficial effects brought by the technical solutions of above-mentioned embodiments, here no longer repeat.

[0123] Please refer to Figures 13 to 14 In the embodiment of the utility model, the tail of the fuselage 60 is provided with a V-tail 61, and the vertical take-off and landing aircraft further includes a plurality of tilt rotors 62 symmetrically arranged on both sides of the fuselage 60, and an elevator rudder 63 is arranged on the V-tail 61, wherein the elevator rudder is a control surface on the V-tail of the V-tail aircraft, which combines the functions of elevator and rudder, and is mainly used for controlling the pitch and yaw of the aircraft.

[0124] Specifically, the main control device 20 and the backup control device 30 are at least used for adjusting the deflection of the elevator rudder 63 through the flight control system to control the yaw movement of the vertical take-off and landing aircraft, and / or the control of the main control device 20 and the backup control device 30 is at least used for adjusting the tilt angle of the tilt rotor through the flight control system to control the yaw movement of the vertical take-off and landing aircraft through the differential control of the tilt angle; and / or the control of the main control device 20 and the backup control device 30 is at least used for controlling and adjusting the rotor speed through the flight control system to control the yaw movement of the vertical take-off and landing aircraft through the differential control of the rotor speed, which can also ensure the accuracy of the attitude adjustment and movement control of the vertical take-off and landing aircraft, so that the vertical take-off and landing aircraft can have better flight performance and maneuverability in different flight stages, and improve the flight safety of the vertical take-off and landing aircraft.

[0125] Optionally, in an embodiment of the present invention, the vertical take-off and landing aircraft has a rotor configuration and a fixed-wing configuration. When some / all of the tilt-rotors 62 are tilted forward to the cruise position, the vertical take-off and landing aircraft is in a fixed-wing configuration. When some / all of the tilt-rotors 62 are tilted backward to the vertical take-off and landing position, the vertical take-off and landing aircraft is in a rotor configuration. At least a gear position corresponding to the forward tilting of the tilt-rotor to the fixed-wing configuration and a gear position corresponding to the backward tilting of the tilt-rotor to the rotor configuration are provided on the main control device 20. It can be understood that, taking the main control device 20 including the first main rod 21 and the second main rod 22 as an example, at least one of the first main rod 21 and the second main rod 22 is configured with a gear position 1 corresponding to the forward tilting to the fixed-wing configuration and a gear position 2 corresponding to the backward tilting to the rotor configuration in at least one swing direction; taking the control movement of the second main rod 22 corresponding to the vector control-longitudinal channel control instruction as an example, when the second main rod 22 is pushed forward along its longitudinal axis to gear position 1 (i.e., Figure 8 When the forward travel threshold gear in the aircraft is reached, the aircraft will automatically transition from the rotor configuration to the fixed-wing configuration. When the second main rod 22 is pushed back along its longitudinal axis to gear position 2 (i.e. Figure 8 When the aircraft reaches the rearward travel threshold gear in the gear, the aircraft will automatically transition from the fixed-wing configuration to the rotary-wing configuration.

[0126] Furthermore, both the first and second main rods 21 and 22 are equipped with feedback structures that provide at least force feedback to the pilot. This arrangement, combined with the force feedback provided to the pilot, allows the pilot to quickly perceive minute position changes of the first and second main rods 21 and 22, thereby determining the appropriate vector control for the aircraft's motion. Of course, the force feedback structures can also provide the system with signals indicating the pilot's manipulation of the first and second main rods, enabling rapid adjustment of the aircraft's flight state.

[0127] The above description is merely an exemplary embodiment of the present invention and does not limit the patent scope of the present invention. All equivalent structural transformations made using the contents of the present invention specification and drawings under the technical concept of the present invention, or direct / indirect application in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. A control device, used for vertical take-off and landing aircraft, characterized in that: include: A main control device and a backup control device are provided corresponding to the cockpit of the vertical take-off and landing aircraft, the main control device and the backup control device are provided relatively independently, and can be used separately to control the flight of the vertical take-off and landing aircraft; as well as A device switching module is communicatively connected to the main control device and the backup control device, and is at least used to switch the control authority of the vertical take-off and landing aircraft from the main control device to the backup control device.

2. The manipulation device according to claim 1, characterized in that The main control device includes a first main rod and a second main rod, and the flight control mapping functions of the vertical take-off and landing aircraft corresponding to the first main rod and the second main rod are different. The backup control device includes a first backup rod with the same flight control mapping function as the first main rod and a second backup rod with the same flight control mapping function as the second main rod.

3. The manipulation device according to claim 2, characterized in that The first main rod and the second main rod are both two-axis joysticks; Alternatively, the first main rod is a two-axis joystick, and the second main rod includes a single-axis joystick and a yaw switch provided on the single-axis joystick.

4. The manipulation device according to claim 1, wherein The main control device includes a first main rod and a second main rod, and the first main rod and the second main rod are both two-axis control rods; The backup operating device includes a three-axis operating stick and an operating switch arranged on the three-axis operating stick. The three-axis operating stick can swing forward and backward, swing left and right, and rotate.

5. The manipulation device according to claim 4, characterized in that The three-axis joystick can swing forward and backward, and has the same flight control mapping function as the forward and backward swing of the first main stick. The three-axis joystick can swing left and right, and has the same flight control mapping function as the left and right swing of the first main stick. The three-axis joystick can rotate, and has the same flight control mapping function as the left and right swing of the second main stick. The control switch is configured to generate a trigger signal in response to at least two different triggering modes, and the two different triggering modes have the same flight control mapping function as the forward and backward swing of the second main stick.

6. The manipulation device according to claim 1, wherein The main control device includes a first main rod and a second main rod, the first main rod is a two-axis control rod, and the second main rod includes a single-axis control rod and a yaw switch provided on the single-axis control rod; The backup manipulation device includes a three-axis manipulation stick and a manipulation switch arranged on the three-axis manipulation stick.

7. The manipulation device according to claim 6, characterized in that The three-axis joystick can swing forward and backward, and has the same flight control mapping function as the forward and backward swing of the single-axis joystick. The three-axis joystick can swing left and right, and has the same flight control mapping function as the left and right swing of the first main stick. The three-axis joystick can rotate, and has the same flight control mapping function as the yaw switch. The control switch is configured to generate a trigger signal in response to at least two different triggering modes, and the two different triggering modes have the same flight control mapping function as the forward and backward swing of the first main stick.

8. The manipulation device according to claim 1, wherein The device switching module includes an arbitration module, which is communicatively connected to both the main control device and the backup control device. The control device also includes a displacement sensor. The arbitration module detects the validity signal of the main control device through the displacement sensor to determine whether the main control device is valid, and switches the control authority of the vertical take-off and landing aircraft to the backup control device when the main control device fails.

9. The manipulation device according to claim 1, wherein The device switching module includes an arbitration module and an authority switching switch provided on the backup control device, and the arbitration module is further configured to switch the control authority of the vertical take-off and landing aircraft in response to a signal from the authority switching switch; and / or, under the action of the device switching module, one of the main control device and the backup control device is in an activated state, and the other one is in a suppressed state; and / or, a tilt switch is provided on at least the main control device, so as to assist in controlling the vertical take-off and landing aircraft to switch to a fixed-wing configuration or a rotary-wing configuration by triggering the tilt switch; And / or, a horizontal rate command mode activation switch is provided on at least the main control device, so as to control the vertical take-off and landing aircraft to enter the horizontal rate command mode by triggering the activation switch.

10. A cockpit, characterized in that: The utility model comprises a driver's seat and a manipulation device according to any one of claims 1 to 9 arranged corresponding to the driver's seat.

11. The cockpit according to claim 10, characterized in that The cockpit further includes a display module, the device switching module includes an arbitration module, the display module is connected to the arbitration module, and the display module is used to display the activation state and / or inhibition state of the main control device and the backup control device; And / or, the equipment switching module includes an arbitration module, and the cockpit further includes a sound prompter connected to the arbitration module, the sound prompter being used to prompt the pilot whether a primary control device or a backup control device in an inhibited state is erroneously operated; And / or, when the main control device includes a first main lever and a second main lever, and the backup control device includes a first backup lever and a second backup lever, the driver's seat is located between the first main lever and the second main lever, the first backup lever is located on the same side as the first main lever, and the second backup lever is located on the same side as the second main lever; and / or, when the primary control device includes a first main stick and a second main stick, and the backup control device includes a three-axis control stick, the driver's seat is located between the first main stick and the second main stick, and the backup control device is located on the same side as the first main stick or the second main stick; or the backup control device is provided on the center console of the cockpit; And / or, a passenger seat is provided in the cockpit and is arranged side by side with the driver's seat.

12. A vertical take-off and landing aircraft, characterized in that: The vertical take-off and landing aircraft comprises a fuselage, wherein the fuselage is provided with the control device according to any one of claims 1 to 9, or the fuselage is provided with the cockpit according to claim 10 or 11.

13. The vertical take-off and landing aircraft according to claim 12, characterized in that: The tail of the fuselage is provided with a V-shaped tail, and the vertical take-off and landing aircraft further comprises a plurality of tilt-rotors symmetrically arranged on both sides of the fuselage, and the V-shaped tail is provided with an elevator rudder; The manipulation of the primary control device and the backup control device is at least used to adjust the deflection of the elevator rudder through the flight control system to control the yaw movement of the vertical take-off and landing aircraft; and / or, the manipulation of the primary control device and the backup control device is at least used to adjust the tilt angle of the tilt rotor through a flight control system, so as to control the yaw motion of the vertical take-off and landing aircraft through tilt angle differential; And / or, the manipulation of the main control device and the backup control device is at least used to control and adjust the rotor speed through the flight control system, so as to control the yaw movement of the vertical take-off and landing aircraft through the rotor speed differential.

14. The vertical take-off and landing aircraft according to claim 12, wherein: The vertical take-off and landing aircraft has a rotor configuration and a fixed-wing configuration. When some / all of the tilt-rotors are tilted forward to a cruise position, the vertical take-off and landing aircraft is in a fixed-wing configuration. When some / all of the tilt-rotors are tilted backward to a vertical take-off and landing position, the vertical take-off and landing aircraft is in a rotor configuration. At least a main control device is provided with a gear position corresponding to the tilt-rotor forward tilting to the fixed-wing configuration and a gear position corresponding to the tilt-rotor backward tilting to the rotor configuration.

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