Aircraft and method for controlling the same

Abstract

The present disclosure relates to an aircraft and a control method for the aircraft. The control method for the aircraft includes: controlling at least one of the steering of the aircraft and the synchronization of wing flapping by controlling the rotation of at least one of a first motor and a second motor of the aircraft based on a signal generated by a sensor, wherein the first motor is used to control the flapping of a first wing of the aircraft, and the second motor is used to control the flapping of a second wing of the aircraft; the signal is generated by the sensor in response to at least one of the first wing and the second wing reaching a predetermined position, or is generated based on the flapping of at least one of the first wing and the second wing within a certain stroke or angle range.

Description

Technical Field

[0001] The present disclosure relates to the field of flight control, and in particular to an aircraft and an aircraft control method. Background Art

[0002] In recent years, aircraft have been loved by more and more people. Existing aircraft are mainly divided into winged aircraft and wingless aircraft. Winged aircraft include fixed-wing aircraft such as gliders and dynamic-wing aircraft such as rotorcraft and flapping-wing aircraft. The wings of current flapping-wing aircraft are usually driven by a motor and a transmission structure. When the motor is working, the motor will transmit power to the wings through the transmission structure. The buoyancy and thrust generated by the up and down flapping of the wings drive the aircraft to fly and move forward.

[0003] However, there are some problems with single-motor-driven aircraft. For example, the power transmission structure of a single motor is relatively large, especially when a larger aircraft requires a larger motor, and this larger transmission structure will be more complicated. In addition, the aircraft is prone to center of gravity offset problems, which not only leads to poor flight posture of the aircraft, but also increases the difficulty of mass production. Summary of the invention

[0004] Based on the above content, the present disclosure provides an aircraft and a control method of the aircraft.

[0005] In one aspect of the present disclosure, the present disclosure provides a method for controlling an aircraft, comprising: controlling at least one of the steering and wing flapping synchronization of the aircraft by controlling the rotation of at least one of a first motor and a second motor of the aircraft based on a signal generated by a sensor, wherein the first motor is used to control the flapping of a first wing of the aircraft, and the second motor is used to control the flapping of a second wing of the aircraft; the signal is generated by the sensor in response to at least one of the first wing and the second wing reaching a predetermined position, or is generated based on the flapping of at least one of the first wing and the second wing within a certain stroke or angle range.

[0006] In another aspect of the present disclosure, the present disclosure provides an aircraft, including a sensor, a processor, a first motor, a second motor, a first wing, and a second wing, wherein the sensor is used to identify the positions of the first wing and the second wing; the first motor is connected to the first wing and is used to control the flapping of the first wing; the second motor is connected to the second wing and is used to control the flapping of the second wing; the processor is used to execute the control method of the aircraft according to the present disclosure.

[0007] In another aspect of the present disclosure, the present disclosure provides a flapping-wing aircraft, comprising: a fuselage extending along the longitudinal axis of the flapping-wing aircraft; a first transmission mechanism and a second transmission mechanism respectively connected to the fuselage; a first motor disposed on a first side of the fuselage and controlling the flapping of a first wing through the first transmission mechanism; a second motor disposed on an opposite second side of the fuselage and controlling the flapping of a second wing through the second transmission mechanism; sensors disposed on the first transmission mechanism and the second transmission mechanism; an electronic control system connected to the fuselage and controlling the rotation of at least one of the first motor and the second motor based on a signal generated by the sensor to control at least one of the steering of the flapping-wing aircraft and the synchronization of the flapping of the wings.

[0008] According to the aircraft and the control method of the aircraft according to the embodiments of the present disclosure, dual motors are used to control the flapping of the wings on both sides of the aircraft respectively, thereby controlling the flight of the aircraft, which can effectively reduce the weight of the aircraft, alleviate the problem of the center of gravity offset of the aircraft, etc. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] The above and other purposes, features and advantages of the present disclosure will become more apparent by describing the embodiments of the present disclosure in more detail in conjunction with the accompanying drawings. The accompanying drawings are used to provide a further understanding of the embodiments of the present disclosure and constitute a part of the specification. The accompanying drawings are used together with the embodiments of the present disclosure to explain the present disclosure, but do not constitute a limitation of the present disclosure. In the accompanying drawings, unless otherwise explicitly indicated, the same reference numerals represent the same parts, steps or elements. In the accompanying drawings,

[0010] Figure 1 An example of an aircraft according to an embodiment of the present disclosure is shown;

[0011] Figure 2 is a schematic diagram of an example structure in which dual motors respectively control wings on both sides of an aircraft according to an embodiment of the present disclosure;

[0012] Figure 3 is an exploded view of an example installation of a Hall sensor according to an embodiment of the present disclosure;

[0013] Figure 4A An example of a relationship between an output level of a Hall switch sensor and a distance between a wing and a predetermined position according to an embodiment of the present disclosure is shown;

[0014] Figure 4B An example of the relationship between the output level of the linear Hall sensor and the distance between the wing and the predetermined position according to an embodiment of the present disclosure is shown;

[0015] Figure 5 is an exploded view of an example installation of a photoelectric sensor according to an embodiment of the present disclosure;

[0016] Figure 6 is an example flow chart for controlling the synchronization of wing flapping of an aircraft according to an embodiment of the present disclosure;

[0017] Figure 7 The figure shows the relationship between the Hall sensor and the first crank gear 320 and the second crank gear 322 of the aircraft when the aircraft starts to fly according to an embodiment of the present disclosure;

[0018] Figure 8 is a diagram for explaining a flapping range according to an embodiment of the present disclosure;

[0019] Fig. 9 is an example flow chart of controlling the steering of an aircraft according to an embodiment of the present disclosure;

[0020] Fig.10 is another example flow chart of controlling steering of an aircraft according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0021] The technical solution of the present disclosure will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present disclosure, rather than all of the embodiments. Based on the embodiments in the present disclosure, all other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of the present disclosure.

[0022] In the description of the present disclosure, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inside", "outside", etc. is based on the orientation or positional relationship shown in the accompanying drawings, which is only for the convenience of describing the present disclosure and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present disclosure. In addition, the terms "first", "second", and "third" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance. Similarly, similar words such as "one", "one" or "the" do not indicate a quantitative limitation, but rather indicate the presence of at least one. Similar words such as "include" or "comprise" mean that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Similar words such as "connect" or "connected" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect.

[0023] In the description of the present disclosure, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present disclosure can be understood according to specific circumstances.

[0024] In addition, the technical features involved in the different embodiments of the present disclosure described below can be combined with each other as long as they do not conflict with each other.

[0025] Figure 1 An example of an aircraft 100 according to an embodiment of the present disclosure is shown. Figure 1 As shown, an aircraft 100 according to an embodiment of the present disclosure includes a sensor 102, a processor 104, a first motor 106, a second motor 108, a first wing 110, and a second wing 112. In the present disclosure, the sensor 102 may be used to identify the positions of the first wing 110 and the second wing 112. In one embodiment, the sensor 102 may be Figure 3 In another embodiment, the sensor 102 may be a Hall sensor such as a Hall switch sensor or a linear Hall sensor. Figure 5 In the present disclosure, the first motor 106 and the second motor 108 may be unidirectional rotating motors or bidirectional rotating motors. The first motor 106 is connected to the first wing 110 for controlling the flapping of the first wing 110. The second motor 108 is connected to the second wing 112 for controlling the flapping of the second wing 112. The processor 104 may be used to execute the following combined Figures 6 to 10 The control method of the aircraft according to the embodiment of the present disclosure is described to control the flight of the aircraft 100, for example, to control at least one of the steering of the aircraft and the synchronization of the flapping of the wings of the aircraft based on the signal generated by the sensor, for example, to control Figure 1 The synchronization of the flapping of the first wing 110 and the second wing 112 is shown.

[0026] In one embodiment, the aircraft according to the embodiment of the present disclosure may be a flapping-wing aircraft, which includes: a fuselage extending along the longitudinal axis of the flapping-wing aircraft; a first transmission mechanism and a second transmission mechanism, respectively connected to the fuselage; a first motor, arranged on a first side of the fuselage and controlling the flapping of the first wing through the first transmission mechanism; a second motor, arranged on an opposite second side of the fuselage and controlling the flapping of the second wing through the second transmission mechanism; a sensor, arranged on the first transmission mechanism and the second transmission mechanism; an electronic control system, connected to the fuselage, and controlling the rotation of at least one of the first motor and the second motor based on a signal generated by the sensor to control at least one of the steering of the flapping-wing aircraft and the synchronization of the flapping of the wings. With regard to the first transmission structure and the second transmission mechanism, in one embodiment, the first transmission structure and the second transmission mechanism may be gear transmission structures.

[0027] As above combined Figure 1 The aircraft can control the flight of the wings on both sides of the aircraft respectively through dual motors. Compared with controlling the flight of the wings on both sides of the aircraft through a single motor, the power transmission mechanism of the dual motors is relatively small, so the weight of the aircraft can be reduced. In addition, since the aircraft according to the embodiment of the present disclosure can control the flight of the wings on both sides of the aircraft respectively through dual motors to control the steering of the aircraft, the speed and angle of the steering of the aircraft can be made more flexible and changeable. In addition, the aircraft according to the embodiment of the present disclosure may not have a tail rudder mechanism for steering, so the weight of the aircraft can be further reduced. Moreover, since the aircraft according to the embodiment of the present disclosure can control the flight of the wings on both sides of the aircraft respectively through dual motors, it can alleviate the problem of the center of gravity offset of the aircraft by controlling the flapping of the wings on both sides of the aircraft, thereby solving the problem of poor flight posture and difficulty in mass production of the aircraft due to the center of gravity offset. Specifically, in one embodiment, when the center of gravity of the aircraft is biased to the left, for example, the flapping of the wings on both sides of the aircraft can be controlled by dual motors respectively, so that the lift generated by the flapping of the left wing of the aircraft is greater than the lift generated by the flapping of the right wing of the aircraft to alleviate the problem of the center of gravity of the aircraft being biased to the left. In one embodiment, the flapping frequency of the left wing of the aircraft can be made greater than the flapping frequency of the right wing of the aircraft to make the lift generated by the flapping of the left wing of the aircraft greater than the lift generated by the flapping of the right wing of the aircraft.

[0028] It should be understood that the above Figure 1 The aircraft 100 is merely an example of an aircraft according to an embodiment of the present disclosure, and does not limit the present disclosure. For example, the wings of the aircraft according to an embodiment of the present disclosure may be different from those of the present invention. Figure 1 In addition to the single wing shown, it can also be an X-shaped wing, etc. In addition, in the above Figure 1The Hall sensor and the photoelectric sensor are merely examples of sensors according to the embodiments of the present disclosure, and are not intended to limit the present disclosure. Those skilled in the art can select any suitable sensor that can identify the position of the wings on both sides of the aircraft according to design requirements and sensor technology development, and install them appropriately.

[0029] In the above, the present disclosure combines Figure 1 The present invention describes an aircraft that can control the flight of the wings on both sides of the aircraft by dual motors according to an embodiment of the present invention. Figures 2 to 4B An example connection between the dual motors of an aircraft and the wings on both sides of the aircraft and an example installation of sensors according to an embodiment of the present disclosure are described.

[0030] Figure 2 FIG. 1 is a schematic diagram of an exemplary structure in which dual motors control the wings on both sides of an aircraft respectively according to an embodiment of the present disclosure. Figure 2 As described, the first motor 106 of the aircraft according to the embodiment of the present disclosure is connected to the first crank 202, for example, by a gear transmission structure (not shown). The first crank 202 connected to the first motor 106 is connected to the first rocker 206, for example, by a sleeve connection. The second motor 108 is connected to the second crank 204, and the second crank 204 connected to the second motor 108 is connected to the second rocker 208. The limit plate 210 is as shown in FIG. Figure 2 As shown, it is connected with the first crank 202, the second crank 204, the first rocker 206 and the second rocker 208, forming a linkage mechanism of the two cranks and limiting the flapping stroke range or flapping angle range of the wings of the aircraft.

[0031] Through Figure 2 As shown, the dual motors are connected to the wings on both sides of the aircraft, so that the dual motors can control the wings on both sides of the aircraft respectively.

[0032] Figure 3 1 is an exploded view of an example installation of the sensor when the sensor 102 is a Hall sensor (eg, a Hall switch sensor or a linear Hall sensor) according to an embodiment of the present disclosure. Figure 3 As shown, a first Hall device 306 and a second Hall device 308 are fixed on the Hall bracket 304 (which can be mounted on the motor bracket 302). A first induction magnet 316 and a second induction magnet 318 are fixed on the first crank gear 320 (i.e., the end gear) and the second crank gear 322, respectively. As an example only, in one embodiment, the first induction magnet 316 and the second induction magnet 318 can be cylindrical induction magnets with a diameter of, for example, 2 mm and a thickness of, for example, 2 mm. The first induction magnet 316 and the second induction magnet 318 can rotate with the rotation of the first crank gear 320 and the second crank gear 322.

[0033] When the first crank gear 320 and the second crank gear 322 rotate, the first induction magnet 316 and the second induction magnet 318 can pass through the effective area (also called the effective working area) of the first Hall device 306 and the second Hall device 308 respectively, and trigger the first Hall device 306 and the second Hall device 308 to output an effective level, for example, when the Hall device is a Hall switch, the output is, for example, a low level. After the first induction magnet 316 and the second induction magnet 318 leave the effective area of ​​the first Hall device 306 and the second Hall device 308, the first Hall device 306 and the second Hall device 308 will restore the initial working state, for example, when the Hall device is a Hall switch, the output level of the first Hall device 306 and the second Hall device 308 becomes a high level. When the first crank gear 320 and the second crank gear 322 rotate one circle, the first induction magnet 316 and the second induction magnet 318 only pass through the effective area of ​​the first Hall device 306 and the second Hall device 308 once.

[0034] Regarding the specific installation positions of the sensing magnet and the Hall device, in one embodiment, the first sensing magnet 316 can be installed on the first crank gear 320, and when the first wing of the aircraft (i.e., the wing connected to the first rocker 206) is located at the first predetermined position, the Hall device outputs a desired level (for example, when the Hall device is a Hall switch, the output changes from a high level to a low level; or when the Hall device is a linear Hall, the output changes from a high level to a low level). Figure 4B The second induction magnet 318 may be mounted in a similar manner.

[0035] Regarding the first predetermined position and the second predetermined position, as an example, assuming that the wings of the aircraft flap up and down (i.e., in a direction perpendicular to the horizontal plane) with a maximum stroke or angle range, and the flapping stroke range or angle range is symmetrical relative to the fuselage axis, then in one embodiment, the first predetermined position and the second predetermined position may be that the wings are in the highest position. In another embodiment, the first predetermined position and the second predetermined position may be that the wings are in the lowest position. In yet another embodiment, the first predetermined position and the second predetermined position may be that the wings are in the middle position. In yet another embodiment, the first predetermined position may be that the wings are in the highest position, and the second predetermined position may be that the wings are in the middle position. In yet another embodiment, the first predetermined position may be that the wings are in the highest position, and the second predetermined position may be that the wings are in the lowest position. That is, in the present disclosure, the first predetermined position may be equal to the second predetermined position, or may not be equal to the second predetermined position, depending on design requirements, and the present disclosure is not limited thereto.

[0036] It should be understood that the above descriptions of the specific installation position of the Hall device and the first predetermined position and the second predetermined position are merely examples, and are not limitations of the present disclosure. The specific installation of the Hall device can be appropriately installed according to design requirements. Regarding the first predetermined position and the second predetermined position, in the present disclosure, the first predetermined position and the second predetermined position can be any position of the wings on both sides of the aircraft in the flapping stroke range or the flapping angle range.

[0037] Regarding the Hall device, in one embodiment, the first Hall device 306 and the second Hall device 308 may be Hall switches. In this case, the first sensing magnet 316 may be mounted on the first crank gear 320, and when the first wing of the aircraft is at the first predetermined position, the output of the Hall device changes from a high level to a low level, and the second sensing magnet 318 may be mounted in the same manner. Under this installation, the relationship between the output level of the Hall device and the distance between the predetermined positions reached by the wings is as follows: Figure 4A As shown. In the present disclosure, unless otherwise explicitly stated, it is assumed that the distance between the wing and the predetermined position is negative, indicating that the wing is close to the predetermined position, and positive, indicating that the wing is far away from the predetermined position. It should be understood that this is only for the convenience of description and is not a limitation of the present disclosure. When the first induction magnet 316 and the second induction magnet 318 enter the effective area of ​​the first Hall device 306 and the second Hall device 308, that is, when the first wing of the aircraft reaches the first predetermined position and the second wing of the aircraft reaches the second predetermined position, the first Hall device 306 and the second Hall device 308 output an effective working level, such as a low level, that is, the output level of the first Hall device 306 and the second Hall device 308 changes from a high level to a low level. When the first induction magnet 316 and the second induction magnet 318 leave the effective area of ​​the first Hall device 306 and the second Hall device 308, respectively, the first Hall device 306 and the second Hall device 308 output a high level, that is, the output changes from a low level to a high level.

[0038] In another embodiment, the first Hall device 306 and the second Hall device 308 may be linear Hall devices. In this case, the first sensing magnet 316 may be installed on the first crank gear 320 at a position where the Hall device outputs the highest level when the first wing of the aircraft is at the first predetermined position, and the second sensing magnet 318 may be installed in the same manner. Under this installation, the relationship between the output level of the Hall device and the distance between the wing and the predetermined position is as follows: Figure 4BAs shown. When the first induction magnet 316 and the second induction magnet 318 are not in the effective area of ​​the first Hall device 306 and the second Hall device 308, the output of the first Hall device 306 and the second Hall device 308 is a stable low level, such as 0.5V voltage. When the first induction magnet 316 and the second induction magnet 318 enter the effective area of ​​the first Hall device 306 and the second Hall device 308, the first Hall device 306 and the second Hall device 308 begin to output different voltages. The closer the first induction magnet 316 and the second induction magnet 318 are to the first Hall device 306 and the second Hall device 308, the higher the output voltage of the first Hall device 306 and the second Hall device 308, as shown. Figure 4B When the first induction magnet 316 and the second induction magnet 318 are closest to the first Hall device 306 and the second Hall device 308 (i.e., the first wing of the aircraft reaches the first predetermined position, and the second wing of the aircraft reaches the second predetermined position), the output voltage of the first Hall device 306 and the second Hall device 308 is the highest, i.e. Figure 4B When the first induction magnet 316 and the second induction magnet 318 are away from the first Hall device 306 and the second Hall device 308, the output voltage of the first Hall device 306 and the second Hall device 308 gradually decreases, such as Figure 4B As shown in ED in FIG. 1 , until the first induction magnet 316 and the second induction magnet 318 leave the effective area of ​​the first Hall device 306 and the second Hall device 308 , the first induction magnet 316 and the second induction magnet 318 output a stable low level again.

[0039] It should be understood that Figure 4A and Figure 4B The relationship between the output level of the Hall switch sensor and the linear Hall sensor and the distance between the wing and the predetermined position is only for those skilled in the art to better understand the present disclosure, and is not intended to limit the present disclosure. Figure 4A and Figure 4B The ratio of the active area to the inactive area and the magnitude of the output level shown do not represent the corresponding actual characteristics of the Hall switch sensor and the linear Hall sensor.

[0040] Regarding the Hall device (for example, the Hall switch or linear Hall as described above), in one embodiment, the Hall device may include an N-level Hall device and an S-level Hall device. The N-level Hall device and the S-level Hall device are mounted on the racks of the first gear set and the second gear set respectively connected to the first wing and the second wing, and the first induction magnet and the second induction magnet are mounted on a gear of each of the first gear set and the second gear set. The mounting positions of the first induction magnet and the second induction magnet enable the Hall device to output the desired signal when the first wing and the second wing reach the predetermined position. For example, in Figure 3The first Hall device 306 is an N-class Hall device, and the second Hall device 308 is an S-class Hall device. In this case, when the two Hall devices are close to each other, since the polarities of the induction magnets that trigger the two Halls are different, the two Hall devices will not interfere with each other even if they are adjacent. However, it should be understood that the aforementioned installation of the Hall device is only an example installation of the Hall device, and is not a limitation of the present disclosure. Hall devices with the same polarity can also be installed on the racks where the two gear sets are located.

[0041] Figure 5 FIG. 1 is an exploded view of an example installation of a sensor when the sensor is a photoelectric sensor according to an embodiment of the present disclosure. Figure 5 As shown, the photoelectric sensor may include a transmitting end and a receiving end, and the transmitting end may include a first infrared outer sleeve 502 and a first infrared tube 506 or a second infrared outer sleeve 504 and a second infrared tube 508. The receiving end may include a first infrared receiver 518 or a second infrared receiver 520. The transmitting end and the receiving end are installed on both sides of a gear of the first gear set and the second gear set connected to the first wing and the second wing respectively, for example, Figure 5 In one embodiment, the first gear 510 and the second gear 512 may be Figure 3 The first crank gear 320 and the second crank gear 322 are shown. Figure 5 As shown, a first through hole 514 and a second through hole 516 are respectively opened on the first gear 510 and the second gear 512. The opening positions of the through holes enable the photoelectric sensor to output a desired signal, such as an output signal change, when the first wing and the second wing reach the first predetermined position and the second predetermined position respectively.

[0042] Regarding the first predetermined position and the second predetermined position, they are similar to the above description when the sensor is a Hall sensor, and for the sake of brevity, they will not be repeated here. Regarding the shape and size of the through hole, those skilled in the art can design it according to design requirements, and the present disclosure does not limit this. For example, the through hole can be circular, square, rectangular, etc. When working, the transmitting end can emit an infrared signal of a specific wavelength, and the receiving end receives the infrared light signal emitted by the transmitting end through the through hole, and converts the received light signal into an electrical signal and transmits it to the processor for subsequent control. It should be understood that the above reference Figure 5 The photoelectric sensor and the installation of the photoelectric sensor described are only examples, not limitations of the present disclosure. For example, only one transmitting end and two receiving ends may be installed. The transmitting end may emit an infrared signal of a certain area, and the receiving end receives the photoelectric signal emitted by a single transmitting end through a through hole, instead of Figure 5 As shown, two transmitting ends and two receiving ends are installed.

[0043] It should also be understood that the above reference Figures 3 to 5 The Hall sensor and the photoelectric sensor are merely examples of sensors according to the embodiments of the present disclosure, and are not intended to limit the present disclosure. Those skilled in the art may select appropriate sensors and install them appropriately according to cost, design requirements, and development of sensor technology.

[0044] In the above, the present disclosure combines Figures 1 to 5 The invention describes an aircraft and a sensor and its installation according to an embodiment of the present invention. Figures 6 to 10 A control method of an aircraft according to an embodiment of the present disclosure is described.

[0045] The control method of the aircraft according to the embodiment of the present disclosure includes: Figures 3 to 4B The Hall sensor described or combined Figure 5 The photoelectric sensor described above) generates a signal to control the first motor of the aircraft (for example, Figure 1 The first motor 106 and the second motor (eg, Figure 1 The rotation of at least one of the second motors 108 in the control device 100 is used to control at least one of the steering of the aircraft and the synchronization of the wing flapping. Regarding the specific example embodiment, it will be described below in conjunction with Figures 6 to 10 The first motor is used to control a first wing of the aircraft (eg, Figure 1 The second motor is used to control the flapping of the first wing 110 of the aircraft, and the second motor is used to control the second wing of the aircraft (e.g., Figure 1 the flapping of the second wing 112); the signal is generated by the sensor in response to at least one of the first wing and the second wing reaching a predetermined position, or is generated based on the flapping of at least one of the first wing and the second wing within a certain range of travel or angle.

[0046] The control method of the aircraft as described above can control the flight of the wings on both sides of the aircraft respectively through dual motors. Compared with controlling the flight of the wings on both sides of the aircraft through a single motor, the power transmission mechanism of the dual motors is relatively small, thereby reducing the weight of the aircraft. In addition, the aircraft according to the embodiment of the present disclosure can control the flight of the wings on both sides of the aircraft respectively through dual motors to control the steering of the aircraft, thereby making the steering speed and angle of the aircraft more flexible and changeable. In addition, the aircraft that uses the control method according to the embodiment of the present disclosure to control the steering of the aircraft can have no tail rudder mechanism for steering, thereby further reducing the weight of the aircraft.

[0047] Figure 6 FIG. 1 is an example flow chart of controlling the synchronization of flapping wings of an aircraft according to an embodiment of the present disclosure. Figure 6As shown, the control method S600 of the aircraft according to the embodiment of the present disclosure starts from step S610. At step S610, it is determined whether the flapping of the first wing and the second wing are synchronized based on the signal generated by the sensor. In one implementation, it can be determined whether the flapping of the first wing and the second wing are synchronized by determining whether the first wing and the second wing reach a specific position at the same time based on the signal generated by the sensor.

[0048] Regarding the specific position, in one embodiment, it may be the same as the first predetermined position and the second predetermined position described above, for example, the first predetermined position and the second predetermined position are both the wings at the highest position, and the specific position is also the wings at the highest position. In another embodiment, the specific position may be different from the first predetermined position and the second predetermined position described above, for example, the first predetermined position and the second predetermined position are both the wings at the highest position, and the specific position is the wings at the middle position. In this case, it can be determined that the wings have reached the specific position, for example, based on the predetermined time after the wings have reached the predetermined position. For example, assuming that the wings flap evenly and the time for the wings to perform a complete flap (i.e., from the wings being at the highest position to flapping downward to the wings being at the lowest position and then the wings returning to the highest position) is 2S, and the predetermined position is the wings being at the highest position, then after it is determined based on the signal generated by the sensor that the wings have reached the predetermined position, after 0.5S, it can be determined that the wings have reached the specific position.

[0049] After that, the method proceeds to step S620. At step S620, in response to determining that the flapping of the first wing and the second wing are not synchronized, the synchronization of the flapping of the first wing and the second wing is controlled by controlling the rotation of at least one of the first motor and the second motor.

[0050] In order for those skilled in the art to better understand the control method of an aircraft according to an embodiment of the present disclosure, the synchronization of the aircraft is controlled. In the following, the present disclosure will give a specific example embodiment of determining whether the flapping of the first wing and the second wing is synchronized based on the signal generated by the sensor in step S610, and controlling the synchronization of the flapping of the first wing and the second wing by controlling the rotation of at least one of the first motor and the second motor in step S620. For ease of description, in the following, unless otherwise explicitly stated, it is assumed that the first predetermined position and the second predetermined position are both the wings in the highest position, and the characteristic position is also the wings in the highest position. In addition, it is assumed that the sensor is a Hall switch sensor, and when the induction magnet enters the effective area of ​​the corresponding Hall device, the Hall device outputs a low level.

[0051] Regarding the processing of step S610, Figure 7 As shown, it is assumed that the gear set to which the first crank gear 320 belongs drives the left wing of the aircraft (for example, Figure 1The first wing 110 shown in the figure), the gear set to which the second crank gear 322 belongs drives the right wing of the aircraft (for example, Figure 1 The first sensing magnet origin 702 is the point between the sensing magnet and the first Hall device (eg, Figure 3 The first Hall device 306 is located at a position corresponding to the induction magnet, that is, when the induction magnet of the first crank gear 320 is at this position, the left wing of the aircraft is at the highest position. The second induction magnet origin 704 is the position where the induction magnet and the second Hall device (for example, Figure 3 The first induction magnet starting point 706 and the second induction magnet starting point 708 are the starting positions of the aircraft when it is just powered on. Figure 7 The two wings of the aircraft shown are not in the same starting position. It is further assumed that the first crank gear 320 rotates clockwise and the second crank gear 322 rotates counterclockwise. It can be seen that the position of the induction magnet of the right wing is closer to the second induction magnet origin 704 of the right wing than the distance of the left wing to the first induction magnet origin 702 of the left wing. When the wings flap, the induction magnet corresponding to the second Hall device enters the effective area of ​​the second Hall device before the induction magnet corresponding to the first Hall device. When the second induction magnet enters the effective area of ​​the second Hall device, that is, reaches the origin of the second induction magnet, the second Hall device will output a low level to the processor, and the processor will know that the right wing of the aircraft has reached the highest position, while the left wing of the aircraft has not reached the highest position because the second Hall device has not yet output a low level to the processor. In this way, the processor of the aircraft can determine that the flapping of the first wing and the second wing of the aircraft is not synchronized.

[0052] When it is determined that the flapping of the first wing and the second wing of the aircraft are not synchronized, the aircraft may control the flapping of the first wing and the second wing by controlling the rotation of at least one of the first motor and the second motor to synchronize them.

[0053] Specifically, in one embodiment, controlling the synchronization of flapping of the first wing and the second wing by controlling the rotation of at least one of the first motor and the second motor may include: stopping the rotation of the motor corresponding to the wing of the first wing and the second wing that reaches the specific position first (i.e., the right wing of the aircraft); responding to a signal generated by a sensor indicating that the other wing of the first wing and the second wing (i.e., the left wing of the aircraft) reaches the specific position (e.g., Figure 7The first Hall device in the wing outputs a low level), and the motor corresponding to the wing that reaches the specific position first is controlled to rotate at the same speed as the motor corresponding to the other wing. After that, even if the flapping state of the two wings deviates slightly, it will not be too large, and fine-tuning can be performed periodically by detecting the output signal of the Hall device to keep the wings in synchronization.

[0054] In another embodiment, controlling the synchronization of flapping of the first wing and the second wing by controlling the rotation of at least one of the first motor and the second motor includes: lowering the wing of the first wing and the second wing that reaches the specific position first (e.g., Figure 7 The speed of the motor corresponding to the right wing shown in the figure is increased by increasing the speed of the other wing of the first wing and the second wing (for example, Figure 7 The rotation speed of the motor corresponding to the left wing shown in the figure) is determined based on the unadjusted rotation speed of the motor corresponding to the wing that reaches the specific position first, the unadjusted rotation speed of the motor corresponding to the other wing, the time difference between the first wing and the second wing reaching the specific position, and the predetermined number of wing flappings required to synchronize the flapping of the first wing and the second wing. Please note that in the present disclosure, the reduction amount of the rotation speed of the motor corresponding to the wing that reaches the specific position first among the first wing and the second wing may be 0, or the increase amount of the rotation speed of the motor corresponding to the other wing among the first wing and the second wing may be 0. In other words, in the process of controlling the synchronization of the flapping of the wings of the aircraft, only the rotation speed of the motor corresponding to the wing that reaches the specific position first among the first wing and the second wing may be reduced, or only the rotation speed of the motor corresponding to the other wing among the first wing and the second wing may be increased.

[0055] Specifically, the rotation speed of the crank gears of the two reduction gear sets can be calculated based on the rotation speed of the two motors, and then the rotation speed of the crank gears and the time required for the wings on both sides to reach the synchronous state can be calculated based on the low level time emitted by the Hall device.

[0056] For example, it is assumed that when the aircraft is powered on, when no induction magnet is detected passing through the induction magnet origin, the speeds of the two crank gears are the same, ω, and the rotation directions are opposite. It is assumed that the induction magnet of the second crank gear 322 reaches the induction magnet origin earlier than the induction magnet of the first crank gear 320, and the time difference is Δt. And it is assumed that the adjusted speeds of the second crank gear 322 and the first crank gear 320 are ω_2 and ω_1 respectively, and the second crank gear 322 and the first crank gear 320 need to enter the synchronous state after rotating 10 circles after passing through their respective induction magnet origins, then the angle passed by the induction magnet on the first crank gear 320 is:

[0057] θ_1 = ω_1*t = 2π*10 (1)

[0058] The angle passed by the induction magnet on the second crank gear 322 is:

[0059] θ_2 =ω_2*t=2π*10-ω*Δt (2)

[0060] Right now

[0061] ω_1*t=ω_2*t+ω*Δt (3)

[0062] but:

[0063] ω_1 - ω_2 = ω*Δt / t (4)

[0064] In the above formula (4), ω and Δt are known quantities. When ω_1 is set, t can be calculated according to the following formula:

[0065] t = 2π*10 / ω_1 (5)

[0066] At this point, ω_2 can be calculated according to the following formula:

[0067] ω_2 = ω_1 - ω*Δt / t (6)

[0068] In this way, the value of ω_2 can be obtained by calculation. After obtaining the rotational speeds ω_1 and ω_2 of the first crank gear 320 and the second crank gear 322, the rotational speeds of the first motor and the second motor can be obtained according to the structure of the gear set. After the first crank gear 320 and the second crank gear 322 rotate 10 times at the rotational speeds ω_1 and ω_2, the synchronization state of the two crank gears can be basically achieved, that is, the flapping synchronization of the wings on both sides of the aircraft. Even if there is no complete synchronization, fine-tuning can be used to achieve the purpose of complete synchronization, and then the two motors can be controlled to rotate at the same speed. An example of a feasible fine-tuning method is as follows:

[0069] Assume that the time taken for the second crank gear 322 and the first crank gear 320 to rotate one circle is T, and the speeds of the two are the same, both ω, but the first crank gear 320 slightly exceeds the second crank gear 322 by ΔT. ΔT can be calculated, that is, it is known, so if the second crank gear 322 wants to catch up with the first crank gear 320 within one circle, the speed needs to be temporarily adjusted to:

[0070] ω_2'=ω +ω*ΔT / T (7)

[0071] Wherein, ω_2' is the rotation speed of the second crank gear after adjustment. After the induction magnet of the second crank gear 322 reaches the second induction magnet origin 704, the speed is changed to ω again.

[0072] When the flapping of the first wing and the second wing of the aircraft enters a synchronous state, the flapping frequency of the two wings can be controlled according to the command of the remote controller, so that the aircraft can perform a desired flight. During the flight, the flapping of the two wings can still be kept synchronous by monitoring the output signal of the sensor.

[0073] As described above, the control method for controlling the synchronization of the flapping of the wings of an aircraft based on the signal generated by the sensor can always monitor whether the flapping of the wings of the aircraft is synchronized, and adjust the flapping of the wings of the aircraft based on the monitoring results, so that the aircraft can maintain the synchronization of the flapping of the wings during the entire flight.

[0074] In addition, in one embodiment, when the two wings of the aircraft flap synchronously, the aircraft may be affected by factors such as the structure, and even if it does not receive a turning command from the remote controller, the aircraft will not fly in a straight line, and the problem of automatic flight deflection may occur. In order to solve this problem, the aircraft may also include at least one of a gyroscope, an accelerometer, a GPS module, etc. The gyroscope and the accelerometer can determine the state of the aircraft. If the aircraft does not receive a turning command, but deflects due to the influence of the structure or external factors, such as deflecting to the right, the aircraft's processor can control the speed of the two motors to generate a speed difference, for example, so that the flapping speed or frequency of the right wing of the aircraft is higher than the flapping speed or frequency of the left wing of the aircraft, thereby correcting the flight attitude of the aircraft.

[0075] In the above, the present disclosure combines Figure 6 and Figure 7 An example method for controlling the synchronization of wing flapping of an aircraft according to an embodiment of the present disclosure is described. Figures 8 to 10 An example method of controlling steering of an aircraft according to an embodiment of the present disclosure is described.

[0076] Similar to the method for controlling the synchronization of the wings of an aircraft according to an embodiment of the present disclosure described above, for ease of explanation, hereinafter, unless otherwise explicitly stated, it is assumed that the first predetermined position and the second predetermined position are both the wings at the highest position, and the characteristic position is also the wings at the highest position. In addition, it is assumed that the sensor is a Hall switch sensor, and when the induction magnet enters the effective area of ​​the corresponding Hall device, the Hall device outputs a low level.

[0077] In the present disclosure, controlling the turning of the aircraft by controlling the rotation of at least one of the first motor and the second motor of the aircraft based on the signal generated by the sensor includes: controlling the rotation of at least one of the first motor and the second motor of the aircraft based on the signal generated by the sensor so that the flapping speed or flapping frequency of the first wing and the second wing is different to control the turning of the aircraft. In one embodiment, the turning of the aircraft (for example, turning right) can be controlled by making the flapping speed of the wing corresponding to the turning direction of the first wing and the second wing (for example, the right wing of the aircraft when turning right) lower than the other wing of the first wing and the second wing (for example, the left wing of the aircraft when turning right). In another embodiment, the turning of the aircraft (for example, turning right) can be controlled by stopping the rotation of the motor corresponding to the turning direction in response to the sensor generating a signal indicating that the wing corresponding to the turning direction of the first wing and the second wing (for example, the right wing of the aircraft when turning right) reaches a specific position. In this embodiment, a mechanical structure restriction or a motor clamping position can be set at a specific position so that the wing that stops flapping remains in a fixed position and is in a gliding state, thereby quickly completing the turning. The aforementioned control method for controlling the steering of an aircraft is suitable for the case where the first motor and the second motor are unidirectional rotating motors or bidirectional rotating motors.

[0078] In the case where the first motor and the second motor can rotate in both directions, the rotation of at least one of the first motor and the second motor of the aircraft can be controlled based on the signal generated by the sensor, so that at least one of the flapping speed and the flapping range of the first wing and the second wing is different, so as to control the turning of the aircraft. In the present disclosure, the flapping range includes a flapping stroke range or a flapping angle range. Specifically, as Figure 8 As shown, the flapping stroke range may be the stroke range S between the first flapping high point 802 and the first flapping low point 804, or the stroke range S′ between the second flapping high point 806 and the second flapping low point 808. The flapping angle range may be the angle θ formed by the first flapping high point 802 and the first flapping low point 804, or the angle θ′ formed by the second flapping high point 806 and the second flapping low point 808.

[0079] Specifically, in one embodiment, the following steps may be performed one or more times to control the turning of the aircraft: in response to a signal generated by a sensor indicating that the wing corresponding to the turning direction (e.g., the right wing of the aircraft when turning right) of the first wing and the second wing reaches a specific position, the rotation of the motor corresponding to the turning direction is stopped; and after a first predetermined time after the rotation of the motor corresponding to the turning direction is stopped, the rotation of the motor corresponding to the turning direction is reversed. In this implementation, it is not necessary to set a mechanical structure restriction or a motor clamp at a specific position, so that the wing corresponding to the turning direction is kept at a fixed position and flaps up and down, thereby not only completing the turning quickly, but also simplifying the structure of the aircraft.

[0080] The control method of the aircraft according to the embodiment of the present disclosure described above can control the flight of the wings on both sides of the aircraft respectively through dual motors to control the steering of the aircraft, thereby making the steering speed and angle of the aircraft more flexible and changeable. In addition, the aircraft controlled by the control method of the aircraft according to the embodiment of the present disclosure may not have a tail rudder mechanism for steering, thereby further reducing the weight of the aircraft.

[0081] Further, in the present disclosure, in addition to controlling the rotation of at least one of the first motor and the second motor of the aircraft based on the signal generated by the sensor as described above, so that at least one of the flapping speed and the flapping range of the first wing and the second wing is different, the turning of the aircraft can also be controlled by controlling the wings on both sides of the aircraft at a certain moment in the flapping process, so that both the first wing and the second wing are in a specific position. In this embodiment, since both the first wing and the second wing of the aircraft are in a specific position at a certain moment in the turning process, the turning of the aircraft can be controlled in combination with the above. Figure 8 Compared with the steering described above, this steering method can increase the synchronization of wing flapping and the stability of the aircraft during the steering process, so that the aircraft can turn smoothly.

[0082] In order for those skilled in the art to better understand and implement the present disclosure, the present disclosure will be described below in conjunction with Fig. 9 and Fig.10 An example embodiment is described for a moment during a turn in which both the first wing and the second wing of the aircraft are in a specific position. Note that Fig. 9 and Fig.10 The present invention only shows an example method for implementing a smooth steering of an aircraft, and does not limit the present invention. In a specific implementation, it may be necessary to repeat the implementation according to the steering requirements, such as the steering angle, etc. Fig. 9 or Fig.10The method is described one or more times.

[0083] Fig. 9 FIG. 1 is an example flow chart of controlling the steering of an aircraft according to an embodiment of the present disclosure. Fig. 9 As shown, an example method S900 for controlling the steering of an aircraft according to an embodiment of the present disclosure starts from step S910. At step S910, in response to a signal generated by a sensor indicating that the wing corresponding to the direction of steering (for example, the right wing of the aircraft when turning right) of the first wing and the second wing has reached a specific position, the rotation of the motor corresponding to the direction of steering is stopped. In this embodiment, the wing of the aircraft connected to the stopped motor can also be kept in a fixed position by the method described above, such as setting a mechanical structure limit or a motor clamp at a specific position. After that, the method proceeds to step S920. At step S920, in response to a signal generated by a sensor indicating that the other wing of the first wing and the second wing (for example, the left wing of the aircraft when turning right) has reached a specific position, the motor corresponding to the direction of steering is controlled to rotate at a speed greater than the speed of the other motor of the first motor and the second motor.

[0084] In this embodiment, the motor speed corresponding to the direction of the turn is controlled to be faster, and when the wing corresponding to the direction of the turn quickly reaches a specific position, it will stop flapping; when the other wing reaches the specific position, both wings will flap downward simultaneously. Since the motor speed of the wing corresponding to the direction of the turn is faster than the motor speed of the other wing, the wing corresponding to the direction of the turn will reach the specific position faster, and then wait for the other wing to reach the specific position before flapping again synchronously. The wings on both sides of the aircraft flap at different speeds, causing uneven force on the wings on both sides of the aircraft, resulting in a turning action, and the wings on both sides of the aircraft are synchronized to a certain extent during the turning process, thereby achieving a smooth turning of the aircraft.

[0085] If the aircraft's motor can rotate in both directions, you can also Fig.10 The method shown is used to control the steering of the aircraft. Fig.10As shown, an example method S1000 for controlling the turning of an aircraft according to an embodiment of the present disclosure starts from step S1010. At step S1010, in response to a sensor generating a signal indicating that the wing corresponding to the turning direction (e.g., the right wing of the aircraft when turning right) of the first wing and the second wing reaches a specific position, the rotation speed of the motor corresponding to the turning direction is reduced. Thereafter, the method proceeds to step S1020. At step S1020, after the second predetermined time after the rotation speed of the motor corresponding to the turning direction is reduced, the rotation of the motor corresponding to the turning direction is stopped. Thereafter, the method proceeds to step S1030. At step S1030, after the third predetermined time after the rotation of the motor corresponding to the turning direction is stopped, the rotation of the motor corresponding to the turning direction is reversed. In the present disclosure, the second predetermined time, the third predetermined time, and the reduced rotation speed of the motor corresponding to the turning direction are set so that the wing corresponding to the turning direction flaps within a predetermined flapping range related to the turning, and reaches a specific position at the same time as the other wing of the first wing and the second wing, and wherein the predetermined flapping range related to the turning is smaller than the flapping range of the other wing.

[0086] For example, assuming that the original right crank gear (eg, Figure 3 The first crank gear 320) and the left crank gear (eg, Figure 3 The synchronous speed of the second crank gear 322 is ω. In order to turn right smoothly, the flapping range of the right wing can be made smaller than that of the left wing, and at a certain moment in the flapping process, both the right wing and the left wing are in a specific position. Specifically, assuming that during normal flight, the flapping range of the right wing and the left wing is as follows Figure 8 As shown, the wing flaps back and forth from the first flapping high point 802 to the first flapping low point 804 and then to the first flapping high point 802. When it is necessary to turn right, the right wing needs to reduce the flapping range, and its flapping range can be changed to, for example, the second flapping high point 806 to the second flapping low point 808 and then to the second flapping high point 806, that is, the predetermined flapping range related to turning.

[0087] At the same time, in order to flap synchronously with the left wing, in one embodiment, the right wing and the left wing can be made to reach the middle flapping position 810 at the same time during the flapping process. In another embodiment, when the right wing flaps to the second flapping high point 806, the left wing can flap to the first flapping high point 802, and when the right wing flaps to the second flapping low point 808, the left wing can flap to the first flapping low point 804. To achieve this, in one embodiment, it can be assumed that when the crank gear magnet is at the magnet origin, the wing is in the middle position, that is, in this embodiment, the predetermined position and the specific position are both that the wings of the aircraft are in the middle position. When the left wing flaps from the middle flapping position to the top of the structure, the crank gear rotates 90°, and the time required is Where θ = 90° and ω is the rotation speed of the crank gear connected to the left wing. Therefore, during a smooth turn, the flapping process of the right wing can be as follows:

[0088] 1. When it is sensed that the right wing has reached a specific position (for example, the Hall switch sensor outputs a low level), it starts to decelerate, for example, the speed becomes 4 / 5 of the original speed;

[0089] 2. After a second predetermined time, e.g. After that, the motor stops rotating. At this time, the angle rotated by the crank gear is:

[0090]

[0091] 3. After a third predetermined time, for example At the same time, in order to ensure that the right wing also reaches the middle position of the flapping wings when the left wing returns from the high point to the middle position of the flapping wings, the speed of the motor when it rotates in the reverse direction is:

[0092]

[0093] When the right wing of the aircraft flaps using the flapping process described above, the aircraft can achieve stable steering (turning right). It should be further explained that after the motor stops rotating, the reason why it stops rotating for a period of time before driving the reverse direction is to reduce the influence of the motor's reverse electromotive force, reduce the reverse working current, and extend the life of the motor. Of course, when the motor speed is not high, the motor can also rotate in the reverse direction immediately after stopping rotating, that is, the third predetermined time can be 0. At this time, even if there is a reverse electromotive force, it will not have a great impact on the motor. A further embodiment is that the motor driver chip itself has a reverse electromotive force processing function, the processor can control the motor to reverse immediately, and the reverse electromotive force is processed by the motor driver chip. Another embodiment is that if the motor is a micro DC servo motor, the motor driver module can be a closed-loop control module, and the motor can still be reversed in a very short time. In the above embodiment, since the flapping ranges of the wings on both sides of the aircraft are different, the forces applied to the aircraft are also different, thereby achieving a steering action.

[0094] It should be understood that the above embodiments are only for those skilled in the art to better understand the present disclosure, rather than limiting the present disclosure. For example, all parameters in the above embodiments are merely examples, rather than limiting the present disclosure. Those skilled in the art can appropriately set all relevant parameters according to design requirements, etc., based on their understanding of the concept of the present disclosure.

[0095] In addition, although the above embodiments are described under the assumption that the sensor is a Hall switch sensor, it should be understood that this is merely an example and not a limitation of the present disclosure. A person skilled in the art may replace the Hall switch sensor in the above embodiments with any suitable sensor, that is, any sensor that can detect the positions of the left wing and the right wing of the aircraft, such as the Hall switch sensor in the present disclosure. Figure 4B The linear Hall sensor described or combined Figure 5 In addition, the sensor is a linear sensor, that is, a sensor whose output is linearly related to the flapping range when the wings of the aircraft flap within a certain flapping range, for example, combined with Figure 4B In the case of the linear Hall sensor described above, the wing corresponding to the direction of the turn can be controlled to flap within the predetermined flapping range related to the turn based on the association between the effective area of ​​the linear sensor and the predetermined flapping range related to the turn, and the wing can reach a specific position at the same time as the other wing of the first wing and the second wing, so as to achieve a smooth turn of the aircraft, wherein the predetermined flapping range related to the turn is smaller than the flapping range of the other wing of the first wing and the second wing. Specifically, if the aircraft turns right, for example, Figure 4B The effective area CD in Figure 8The flapping range between the second flapping high point 806 and the second flapping low point 808 shown is associated, specifically, for example, Figure 4B Points C, D and E in the effective area are respectively Figure 8 The second flapping high point 806, the second flapping low point 808 and the flapping middle position 810 are associated. The aircraft is then controlled to turn right based on the association.

[0096] In addition, in one embodiment, the aircraft may also be equipped with inertial navigation sensors such as gyroscopes and accelerometers to detect the flight attitude of the aircraft. If the inertial navigation sensor detects an abnormal flight attitude of the aircraft during a turn, such as a large change in pitch angle or roll angle, the processor will adjust the flapping frequency of the wings, such as reducing the flapping speed difference of the wings, to stabilize the flight attitude.

[0097] So far, the present disclosure has described the aircraft and the control method of the aircraft according to the embodiment of the present disclosure in combination with the accompanying drawings. The aircraft can control the flight of the wings on both sides of the aircraft respectively by dual motors. Compared with the single motor to control the flight of the wings on both sides of the aircraft, the power transmission mechanism of the dual motor is relatively small, so the weight of the aircraft can be reduced. In addition, the aircraft and the control method of the aircraft according to the embodiment of the present disclosure can control the flight of the wings on both sides of the aircraft respectively by dual motors to control the steering of the aircraft, so that the speed and angle of the steering of the aircraft are more flexible and changeable. In addition, the aircraft according to the embodiment of the present disclosure may not have a tail rudder mechanism for steering, so the weight of the aircraft can be further reduced. Further, the method for controlling the steering of the aircraft disclosed in the present disclosure can achieve the synchronization of the wings of the aircraft during the steering process, so that the smooth steering of the aircraft can be achieved. In addition, the aircraft according to the embodiment of the present disclosure can control the flight of the wings on both sides of the aircraft respectively by dual motors, so it can alleviate the problem of the center of gravity offset of the aircraft by controlling the flapping of the wings on both sides of the aircraft, thereby solving the problem of poor flight posture and difficulty in mass production of the aircraft due to the center of gravity offset.

[0098] It should be noted that the above description is only some embodiments of the present disclosure and an explanation of the technical principles used. Those skilled in the art should understand that the scope of disclosure involved in the present disclosure is not limited to the technical solutions formed by a specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the above disclosed concept. For example, the above features are replaced with the technical features with similar functions disclosed in the present disclosure (but not limited to) to form a technical solution.

[0099] In addition, although each operation is described in a specific order, this should not be understood as requiring these operations to be performed in the specific order shown or in a sequential order. Under certain circumstances, multitasking and parallel processing may be advantageous. Similarly, although some specific implementation details are included in the above discussion, these should not be interpreted as limiting the scope of the present disclosure. Some features described in the context of a separate embodiment can also be implemented in a single embodiment in combination. On the contrary, the various features described in the context of a single embodiment can also be implemented in multiple embodiments individually or in any suitable sub-combination mode.

[0100] Although the subject matter has been described in language specific to structural features and / or methodological logical actions, it should be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or actions described above. On the contrary, the specific features and actions described above are merely example forms of implementing the claims.

Claims

1. A method for controlling an aircraft, comprising: The method controls the steering of the aircraft by controlling the rotation of at least one of a first motor and a second motor of the aircraft based on a signal generated by a linear sensor, comprising: Based on the correlation between the effective area of ​​the linear sensor and the predetermined flapping range related to the turning, the rotation of at least one of the first motor and the second motor of the aircraft is controlled so that the flapping speed and the flapping range of the first wing and the second wing are different, and at least one moment except the initial and the end moments during the flapping process, the first wing and the second wing are both in the same specific position to control the turning of the aircraft, which includes performing the following steps one or more times: In response to the linear sensor generating a signal indicating that the wing of the first wing and the second wing corresponding to the direction of the steering reaches a specific position, reducing the rotation speed of the motor corresponding to the direction of the steering; After a first predetermined time after the rotation speed of the motor corresponding to the direction of the steering is reduced, stopping the rotation of the motor corresponding to the direction of the steering; after a second predetermined time after stopping the rotation of the motor corresponding to the direction of the steering, reversing the rotation of the motor corresponding to the direction of the steering, wherein the first predetermined time, the second predetermined time, and the reduced speed of the motor corresponding to the direction of the turn are set so that the wing corresponding to the direction of the turn flaps within a predetermined flapping range associated with the turn and reaches the specific position simultaneously with the other wing of the first wing and the second wing; and wherein the predetermined flapping range associated with the turn is smaller than the flapping range of the other wing; and Wherein, the first motor is used to control the flapping of the first wing of the aircraft, and the second motor is used to control the flapping of the second wing of the aircraft.

2. The method according to claim 1, further comprising: The synchronization of flapping of the wings of the aircraft is controlled by controlling the rotation of at least one of the first motor and the second motor of the aircraft based on a signal generated by a linear sensor, wherein the signal is generated by the sensor in response to at least one of the first wing and the second wing reaching a predetermined position, or based on the flapping of at least one of the first wing and the second wing within a certain range of travel or angle.

3. The method according to claim 1, wherein: Based on the association between the effective area of ​​the linear sensor and the predetermined flapping range related to the turning, controlling the rotation of at least one of the first motor and the second motor of the aircraft so that the flapping speed and the flapping range of the first wing and the second wing are different, and at least at one moment other than the initial and the end moments during the flapping process, both the first wing and the second wing are in the same specific position to control the turning of the aircraft further comprises performing the following steps one or more times: In response to the linear sensor generating a signal indicating that the other of the first and second wings reaches the specific position, a motor corresponding to the direction of the steering is controlled to rotate at a speed greater than a speed of the other of the first and second motors.

4. The method according to claim 2, wherein: Controlling the synchronization of flapping of wings of the aircraft by controlling the rotation of at least one of a first motor and a second motor of the aircraft based on a signal generated by a linear sensor comprises: determining, based on the signal generated by the linear sensor, whether the flapping of the first wing and the second wing are synchronized; In response to determining that the flapping of the first wing and the second wing are not synchronized, controlling the synchronization of the flapping of the first wing and the second wing by controlling the rotation of at least one of the first motor and the second motor, Whether the flapping of the first wing and the second wing is synchronized is determined by determining whether the first wing and the second wing reach a specific position at the same time based on the signal generated by the linear sensor.

5. The method according to claim 4, wherein: Controlling the synchronization of flapping of the first wing and the second wing by controlling the rotation of at least one of the first motor and the second motor includes: stopping the rotation of the motor corresponding to the wing that reaches the specific position first among the first wing and the second wing, In response to a signal generated by the linear sensor indicating that the other wing of the first wing and the second wing has reached the specific position, the motor corresponding to the wing that reaches the specific position first is controlled to rotate at the same speed as the motor corresponding to the other wing.

6. The method according to claim 4, wherein: Controlling the synchronization of flapping of the first wing and the second wing by controlling the rotation of at least one of the first motor and the second motor includes: reducing the rotation speed of the motor corresponding to the wing that reaches the specific position earlier than the first wing and the second wing, increasing the speed of the motor corresponding to the other wing of the first wing and the second wing, Among them, the reduced speed of the motor corresponding to the wing that reaches the specific position first and the increased speed of the motor corresponding to the other wing are determined based on the speed of the motor corresponding to the wing that reaches the specific position first before adjustment, the speed of the motor corresponding to the other wing before adjustment, the time difference between the first wing and the second wing reaching the specific position, and a predetermined number of wing flappings required to synchronize the flapping of the first wing and the second wing.

7. The method according to any one of claims 1 to 6, wherein: The linear sensor is one of a Hall sensor and a photoelectric sensor.

8. The method according to claim 7, wherein: When the linear sensor is a Hall sensor, the Hall sensor includes an N-level Hall sensor and an S-level Hall sensor, the N-level Hall sensor and the S-level Hall sensor are mounted on racks of a first gear set and a second gear set respectively connected to the first wing and the second wing, and an induction magnet is mounted on a gear of each of the first gear set and the second gear set, and the mounting position of the induction magnet is such that when the first wing and the second wing reach the predetermined position, the output signal of the Hall sensor changes; or When the linear sensor is a photoelectric sensor, the photoelectric sensor includes a transmitting end and a receiving end, and the transmitting end and the receiving end are installed on both sides of a gear of a first gear group and a second gear group respectively connected to the first wing and the second wing, and a through hole is opened on a gear of the first gear group and the second gear group, and the opening position of the through hole makes the output signal of the photoelectric sensor change when the first wing and the second wing reach the predetermined position.

9. An aircraft, comprising a sensor, a processor, a first motor, a second motor, a first wing and a second wing, wherein The sensor is used to identify the positions of the first wing and the second wing; The first motor is connected to the first wing and is used to control the flapping of the first wing; The second motor is connected to the second wing and is used to control the flapping of the second wing; The processor is configured to execute the method according to any one of claims 1-8.

10. A flapping-wing aircraft, comprising: a fuselage extending along the longitudinal axis of the flapping-wing aircraft; A first transmission mechanism and a second transmission mechanism, respectively connected to the fuselage; a first motor, disposed on a first side of the fuselage and controlling the flapping of the first wing through the first transmission mechanism; a second motor, disposed on a second side opposite to the fuselage and controlling the flapping of the second wing through the second transmission mechanism; A linear sensor, arranged on the first transmission mechanism and the second transmission mechanism; An electric control system connected to the fuselage and controlling the rotation of at least one of the first motor and the second motor based on the signal generated by the linear sensor to control the steering of the flapping-wing aircraft, comprising: Based on the correlation between the effective area of ​​the linear sensor and the predetermined flapping range related to steering, controlling the rotation of at least one of the first motor and the second motor of the aircraft so that the flapping speed and the flapping range of the first wing and the second wing are different, and at least one moment except the initial and the end moments during the flapping process, the first wing and the second wing are both in the same specific position to control the steering of the aircraft, which includes performing the following steps one or more times: In response to the linear sensor generating a signal indicating that the wing of the first wing and the second wing corresponding to the direction of the steering reaches a specific position, reducing the rotation speed of the motor corresponding to the direction of the steering; After a first predetermined time after the rotation speed of the motor corresponding to the direction of the steering is reduced, stopping the rotation of the motor corresponding to the direction of the steering; after a second predetermined time after stopping the rotation of the motor corresponding to the direction of the steering, reversing the rotation of the motor corresponding to the direction of the steering, The first predetermined time, the second predetermined time and the reduced speed of the motor corresponding to the direction of the turn are set so that the wing corresponding to the direction of the turn flaps within a predetermined flapping range related to the turn and reaches the specific position at the same time as the other wing of the first wing and the second wing; and the predetermined flapping range related to the turn is smaller than the flapping range of the other wing.

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