A method, device, aircraft and medium for controlling an aircraft

Abstract

This invention discloses an aircraft control method, comprising: acquiring the current flight speed or altitude of the aircraft, and determining the flight stage of the aircraft based on the current flight speed or altitude; acquiring a first control command generated based on the action of a first control stick and / or a second control stick command generated based on the action of a second control stick; generating control commands based on the first control stick command and / or the second control command and the flight stage; and sending the control commands to an actuator to cause the actuator to execute the control commands, wherein the actuator includes a hovering propulsion system, aircraft control surfaces, and a level flight propulsion system. The aircraft control method provided by this invention integrates two different control methods in a vertical takeoff and landing fixed-wing aircraft, forming a unified control method. This allows the operator to control the aircraft through this integrated method, thereby reducing the impact of existing control habits on flight.

Description

Technical Field

[0001] This invention relates to the field of aircraft control, and in particular to an aircraft control method, device, aircraft, and medium. Background Technology

[0002] With the gradual maturation of drone technology, general aviation aircraft have become increasingly diverse, and these aircraft are widely used in fields such as cargo transport, surveying, and transportation. Vertical takeoff and landing (VTOL) fixed-wing aircraft are a new type of aircraft that utilizes multi-rotor or helicopter vertical takeoff and landing during the takeoff and landing phases, and fixed-wing horizontal flight during the cruising phase. This type of aircraft combines the advantages of multi-rotor or helicopter aircraft, such as low airport requirements, with the large payload and long range of fixed-wing aircraft.

[0003] However, fixed-wing aircraft and vertical takeoff and landing (VTOL) aircraft differ in their control methods, operating habits, and control mechanisms. For example, fixed-wing aircraft typically use a traditional joystick and pedals to control the aircraft; the right joystick controls the aircraft's attitude, the left joystick controls the throttle, and the pedals control the heading. In contrast, helicopters or multi-rotor aircraft use a right joystick to control the aircraft's direction of travel, a left joystick to control the aircraft's altitude, and either the pedals or the left joystick to control the heading.

[0004] Currently, most medium and large-sized vertical takeoff and landing (VTOL) fixed-wing aircraft employ a phased control system to accommodate both takeoff and landing modes. During VTOL, the aircraft switches to VTOL mode via a mode switch, and the control methods are the same as for VTOL aircraft. During horizontal flight, the aircraft switches back to fixed-wing mode via a mode switch, and the control methods are the same as for fixed-wing aircraft. This system forces pilots to switch between two control modes. Traditionally, pilots practice extensively on one type of aircraft, and their operating habits are geared towards that type. Therefore, switching between the two flight modes places a significant burden on pilots. Furthermore, in emergency situations, pilots' long-practiced subconscious control can handle many situations. However, with two different modes, pilots cannot react quickly and subconsciously, and improper operation can lead to catastrophic consequences. Summary of the Invention

[0005] In view of the shortcomings of the prior art described above, the purpose of the present invention is to provide a method, device, aircraft and medium for controlling an aircraft, so as to solve at least one defect in the prior art.

[0006] To achieve the above and other related objectives, the present invention provides a method for controlling an aircraft. The aircraft includes a first control stick and a second control stick. The first control stick is provided with a first reference position and a second reference position, and the second control stick is provided with a third reference position. The first control stick generates a first control stick command by changing the positional relationship between the first control stick and the first reference position, and by rotating around the second reference position. The second control stick generates a second control stick command by changing the displacement between the second control stick and the third reference position, and by rotating around the third reference position. The method includes:

[0007] The current flight speed or altitude of the aircraft is obtained, and the flight stage of the aircraft is determined based on the current flight speed or altitude;

[0008] Acquire a first control command generated based on the action of the first joystick and / or a second joystick command generated based on the action of the second joystick;

[0009] Control commands are generated based on the first joystick command and / or the second control command, as well as the flight phase.

[0010] The control command is sent to the actuator to cause the actuator to execute the control command, wherein the actuator includes a hovering propulsion system, an aircraft control surface, and a level flight propulsion system.

[0011] To achieve the above and other related objectives, the present invention provides a control device for an aircraft, the aircraft including a first control stick and a second control stick, the first control stick having a first reference position and a second reference position, and the second control stick having a third reference position. The first control stick generates a first control stick command by changing the positional relationship between the first control stick and the first reference position, and by rotating around the second reference position; the second control stick generates a second control stick command by changing the displacement between the second control stick and the third reference position, and by rotating around the third reference position; the device includes:

[0012] The flight phase determination module is used to obtain the current flight speed or flight altitude of the aircraft, and determine the flight phase of the aircraft based on the current flight speed or flight altitude;

[0013] A joystick command acquisition module is used to acquire joystick commands generated based on the actions of the first joystick and / or the second joystick.

[0014] The control command generation module is used to generate control commands based on the joystick commands and the flight phase.

[0015] The instruction sending module is used to send the control instructions to the actuator so that the actuator executes the control instructions, wherein the actuator includes a hovering power system, an aircraft control surface, and a level flight power system.

[0016] To achieve the above and other related objectives, the present invention provides an aircraft comprising:

[0017] The aircraft itself, and

[0018] The control device of the aircraft is installed on the aircraft body.

[0019] To achieve the above and other related objectives, the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a computer processor, causes the computer to perform the steps of the aircraft control method.

[0020] The beneficial effects of the present invention are as follows: The present invention provides a method for controlling an aircraft, the aircraft including a first control stick and a second control stick. The first control stick is provided with a first reference position and a second reference position, and the second control stick is provided with a third reference position. The first control stick generates a first control stick command by changing the positional relationship between the first control stick and the first reference position, and by rotating around the second reference position. The second control stick generates a second control stick command by changing the displacement between the second control stick and the third reference position, and by rotating around the third reference position. The method includes: acquiring the current flight speed or flight altitude of the aircraft, and determining the flight stage of the aircraft based on the current flight speed or flight altitude; acquiring a first control command generated based on the action of the first control stick and / or a second control stick command generated based on the action of the second control stick; generating a control command based on the first control stick command and / or the second control command and the flight stage; sending the control command to an actuator to cause the actuator to execute the control command, wherein the actuator includes a hovering propulsion system, an aircraft control surface, and a level flight propulsion system. This invention combines the aircraft's flight phase with control stick commands generated by the first and second control sticks to produce different control commands. These commands control different actuators without requiring mode switching between flight phases. Specifically, during vertical takeoff and landing (VTOL), the aircraft switches to VTOL mode via a mode switch, while during level flight, it switches to fixed-wing mode. This integrates two different control methods in a VTOL fixed-wing aircraft, forming a unified control system. This allows the operator to control the aircraft using this integrated approach, reducing the impact of pre-existing control habits. Furthermore, this invention eliminates the need for manual control of the actuators; the system automatically distributes control commands, minimizing human error.

[0021] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0022] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings:

[0023] Figure 1 This is a schematic diagram illustrating the implementation environment of an aircraft control method, as shown in an exemplary embodiment of this application.

[0024] Figure 2 A distribution diagram of an aircraft control stick is shown for an exemplary embodiment of this application;

[0025] Figure 3 A top view of an aircraft shown as an exemplary embodiment of this application;

[0026] Figure 4 A schematic diagram of the structure of the left joystick shown in an exemplary embodiment of this application;

[0027] Figure 5 A simplified structural diagram of the right joystick shown as an exemplary embodiment of this application;

[0028] Figure 6 for Figure 5 A schematic diagram of the structure after removing the panel and sealing cover from the right control lever;

[0029] Figure 7 for Figure 6 Diagram showing the positional relationship between the connecting rod segment of the control joystick and the base (partial cross-section of the base);

[0030] Figure 8 for Figure 7 Exploded view;

[0031] Figure 9 for Figure 5 A schematic diagram of the structure when the right control lever is equipped with a protective cover;

[0032] Figure 10 A flowchart illustrating an exemplary embodiment of this application shows a method for controlling an aircraft;

[0033] Figure 11 A block diagram illustrating the control system of an aircraft for an exemplary embodiment of this application;

[0034] Figure 12 A schematic diagram of the structure of a computer system suitable for implementing the electronic device of the present application is shown. Detailed Implementation

[0035] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0036] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0037] In the following description, numerous details are explored to provide a more thorough explanation of embodiments of the invention. However, it will be apparent to those skilled in the art that embodiments of the invention may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring embodiments of the invention.

[0038] Figure 1 This is a schematic diagram illustrating the implementation environment of an exemplary aircraft control method according to this application. Please refer to... Figure 1 The implementation environment includes a terminal device 101 and a server 102, which communicate with each other via a wired or wireless network. The terminal device acquires the current flight speed or altitude of the aircraft and determines the flight stage based on the current flight speed or altitude; acquires a first control command generated based on the action of a first control stick and / or a second control stick command generated based on the action of a second control stick; generates control commands based on the first control stick command and / or the second control command and the flight stage; and sends the control commands to an actuator to execute the control commands. The actuator includes a hovering propulsion system, aircraft control surfaces, and a level flight propulsion system. This invention combines the aircraft's flight phase with control stick commands generated by the first and second control sticks to produce different control commands. These commands control different actuators without requiring mode switching between flight phases. Specifically, during vertical takeoff and landing (VTOL), the aircraft switches to VTOL mode via a mode switch, while during level flight, it switches to fixed-wing mode. This integrates two different control methods in a VTOL fixed-wing aircraft, forming a unified control system. This allows the operator to control the aircraft using this integrated approach, reducing the impact of pre-existing control habits. Furthermore, this invention eliminates the need for manual control of the actuators; the system automatically distributes control commands, minimizing human error.

[0039] It should be understood that Figure 1 The number of terminal devices 101 and servers 102 shown is merely illustrative. Any number of terminal devices 101 and servers 102 can be used depending on actual needs.

[0040] In this context, terminal device 101 corresponds to the client, which can be any electronic device with a user input interface, including but not limited to smartphones, tablets, laptops, computers, etc. The user input interface includes, but is not limited to, touchscreens, keyboards, physical buttons, audio pickup devices, etc. Server 102 corresponds to the server, which can be a server providing various services. It can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, CDN (Content Delivery Network), and big data and artificial intelligence platforms. No restrictions are imposed on this.

[0041] Terminal device 101 can communicate with server 102 via wireless networks such as 3G (third-generation mobile information technology), 4G (fourth-generation mobile information technology), and 5G (fifth-generation mobile information technology), and this is not restricted here.

[0042] The embodiments of this application respectively disclose a method for controlling an aircraft, a control device for an aircraft, a computer-readable storage medium, and an aircraft. It should be noted that in this application, the aircraft includes two control sticks, namely a first control stick 201 and a second control stick 202, as shown below. Figure 2 As shown, the aircraft is controlled by two joysticks. Before describing the control method of the aircraft of this application, the first joystick 201 and the second joystick 202 for controlling the aircraft will be introduced first.

[0043] like Figure 3 As shown, Figure 3 This is a schematic diagram of the structure of an aircraft shown as an exemplary embodiment of this application. Figure 3The hovering power system includes a first actuator 3100, a second actuator 3200, a third actuator 3300, and a fourth actuator 3400. The first actuator 3100, second actuator 3200, third actuator 3300, and fourth actuator 3400 are arranged in an array on both sides of the aircraft's center of gravity. The first and second actuators are located to the left of the center of gravity, and the third and fourth actuators are located to the right. Along the aircraft's flight direction, the first actuator is located in front of the center of gravity, the second actuator is located behind the center of gravity, the third actuator is located in front of the center of gravity, and the fourth actuator is located behind the center of gravity. Specifically, the first actuator 3100 and the third actuator 3300 constitute the front actuator, and the second actuator 3200 and the fourth actuator 3400 constitute the rear actuator; the first actuator 3100 and the second actuator 3200 constitute the left actuator, and the third actuator 3300 and the fourth actuator 3400 constitute the right actuator.

[0044] See also Figure 4 In one embodiment, the first joystick includes a first base 100 and a connecting portion; the connecting portion includes a first grip portion 210 and a connecting portion 220, the first grip portion 210 being connected to the connecting portion, and the connection point serving as a second reference position. The first grip portion is rotatable around the connecting portion, i.e., rotatable around the second reference position, and joystick commands are generated when rotating around the second reference position. The connecting portion 220 is movably disposed on the first base 100, and the connection position between the connecting portion and the first base serves as the first reference position. Joystick commands are generated when the connecting portion and the first reference position undergo displacement changes. The joystick commands generated by the rotation of the first grip portion around the connecting portion and the joystick commands generated when the connecting portion and the first reference position undergo displacement changes are collectively referred to as first joystick commands. The connecting portion 220 is used to control the forward or backward flight of the aircraft, and the grip portion is used to control the ascent and descent of the aircraft in the altitude direction.

[0045] In some embodiments, see Figure 4 The direction of movement of the grip, i.e., the direction of movement of the first control stick, includes a first rotation direction and a second rotation direction. The amount of rotation in the first rotation direction is related to the aircraft's climb parameters, and the amount of rotation in the second rotation direction is related to the aircraft's descent parameters.

[0046] exist, Figure 4 In the diagram, the first rotation direction is clockwise, corresponding to the aircraft's ascent, and the second rotation direction is counterclockwise, corresponding to the aircraft's descent, making the control experience very intuitive.

[0047] In some embodiments, since the first gripping portion 210 rotates between the connecting portion 220, a first sensor needs to be provided between the first gripping portion 210 and the connecting portion 220. In this case, the first sensor may also be a rotary potentiometer or an angle encoder, etc.

[0048] In some embodiments, the first joystick further includes a second sensor for measuring the displacement of the connection relative to a first reference position.

[0049] In some embodiments, see Figure 4 The movement direction of the connecting part includes a first movement direction and a second movement direction away from the first reference position; wherein, the amount of movement of the connecting part in the first movement direction is associated with the increment of the aircraft's forward speed, and the amount of movement of the connecting part in the second movement direction is associated with the decrease of the aircraft's forward speed.

[0050] For example, the first direction of action can be the direction of pushing the connecting part forward, with the joystick command mapped to a forward acceleration rate; the second direction of action can be the direction of pulling the connecting part backward, with the joystick command mapped to a forward deceleration rate. In other words, pushing the connecting part forward increases the aircraft's forward speed, while pulling it backward decreases it, making control easier. Of course, in practice, the first and second directions of action can also be different, but the forward / backward direction is more ergonomic and allows the pilot to control the aircraft more intuitively, enabling the pilot to quickly adapt to this type of joystick.

[0051] In some embodiments, the first gripping part is further provided with a locking mechanism. When the locking mechanism is pressed by an external force, the connecting part is locked in the locked position by the locking mechanism, and the aircraft cannot move backward. If the external force disappears and the locking mechanism returns to its normal state, the connecting part can move in the second action direction, and the aircraft can move backward.

[0052] See also Figures 5 to 8In one embodiment, the second control stick includes a second base 600, a control joystick 700, and a connecting joint 900. The control joystick 700 is used to control the attitude of the aircraft. The connecting joint 900 connects the second base 600 and the control joystick 700. The connecting joint 900 includes a first lower pair and a second lower pair, enabling the control joystick 700 to move relative to the second base 600 in a fifth or sixth action direction, and the control joystick 700 to move relative to the second base 600 in a third or fourth action direction. The change in the control joystick 700 with the movement of the first lower pair is related to the roll attitude of the aircraft, and the change in the control joystick 700 with the movement of the second lower pair is related to the pitch attitude of the aircraft. The control joystick 700 can also rotate relative to the second base to achieve yaw control of the aircraft. The fifth action is to the left, which means pulling the joystick to the left; the sixth action is to the right, which means pulling the joystick to the right; the third action is to the back, which means pulling the joystick backward; and the fourth action is to the forward, which means pushing the joystick forward.

[0053] When using the second control stick of this type of aircraft to control the flight of a vertical takeoff and landing fixed-wing aircraft, applying force to the control stick in the fifth action direction controls the aircraft's left roll, and applying force to the control stick in the sixth action direction controls the aircraft's right roll; applying force to the control stick 700 in the third action direction controls the aircraft's pitch up, and applying force to the control stick 700 in the fourth action direction controls the aircraft's pitch down; by rotating clockwise, that is, rotating in accordance with the third reference position, the aircraft's right yaw can be controlled, and by rotating counterclockwise, that is, rotating in accordance with the third reference position, the aircraft's left yaw can be controlled.

[0054] It should be noted that the first and second control sticks of the aircraft in the above and below embodiments can be used to control both unmanned and manned aircraft.

[0055] For the joystick, the amount of rotation in the third rotation direction is related to the aircraft's right yaw speed, right yaw acceleration, or right yaw angle, while the amount of rotation in the fourth rotation direction is related to the aircraft's left yaw speed, left yaw acceleration, or left yaw angle. The third rotation direction is clockwise, and the fourth rotation direction is counterclockwise.

[0056] The second control stick of this aircraft allows for yaw attitude control simply by turning the stick, which is ergonomic and easy to operate.

[0057] In some embodiments, the control joystick includes a second grip portion 720 and a connecting rod portion 710. A first acquisition element for measuring the rotation angle between the second grip portion 720 and the connecting rod portion 710 is disposed between the second grip portion 720 and the connecting rod portion 710. The data acquired by the first acquisition element is correlated with the yaw attitude of the aircraft. In actual implementation, the first acquisition element can be a potentiometer or an angle encoder, etc.

[0058] The following embodiments will illustrate the first and second lower pairs, that is, detail how to control roll and pitch attitude:

[0059] In some embodiments, the joystick 700 is further configured with a third sensor 820 for measuring the amount of change in the joystick 700 as the first lower pair moves.

[0060] It should be noted that, in actual implementation, the third sensor 820 can be a rotary potentiometer or an angle encoder, as long as it can directly or indirectly collect the stroke change of the joystick 700 moving along the fifth or sixth action direction.

[0061] In some embodiments, the joystick 700 is further configured with a fourth sensor 830 for measuring the amount of change in the joystick 700 as the second lower pair moves.

[0062] It should be noted that the change in the second lower pair movement represents the change in the travel of the joystick 700 relative to the second base along the third or fourth action direction. In actual implementation, the fourth sensor 830 can be a rotary potentiometer, an angle encoder, or anything else that can directly or indirectly acquire the change in travel of the joystick 700 along the third or fourth action direction.

[0063] It should be noted that, for the pilot operating the second control stick, "lateral" here refers to the left-right direction, and "longitudinal" refers to the forward-backward direction. Additionally, although not mentioned above, there is an elastic element 1100 between the control stick 700 and the second base 600 for holding the control stick 700 in its initial position; this elastic element 1100 can be a compression spring, etc.

[0064] For ease of understanding, when using the second joystick shown in the figure to control the aircraft's attitude, holding the second grip 720 and shaking the joystick 700 to the left or right will cause the joystick 700 to move to the left or right accordingly, and the third sensor 820 can measure the corresponding rotation angle; shaking the joystick 700 forward or backward will cause the joystick 700 to rotate forward or backward accordingly, and the fourth sensor 830 can measure the corresponding rotation angle; twisting the second grip 720 to the left or right will cause the corresponding first acquisition element to measure the corresponding twist angle; the aircraft control center obtains the rotation angle measured by the third sensor 820, the rotation angle measured by the fourth sensor 830, and the twist angle measured by the first acquisition element to control the aircraft's roll, pitch, and yaw, thereby achieving attitude control.

[0065] To facilitate a better understanding of how the first and second lower pairs respond to the operator's control actions, examples are provided below illustrating how both the first and second lower pairs are revolute joints.

[0066] In some embodiments, see reference Figures 6 to 8 The first lower pair is a transverse rotary pair, which includes a first mounting hole 601 and a first rotating member 910. The first mounting hole 601 is formed on the second base 600 and extends along the longitudinal direction of the second base. The first rotating member 910 has a first shaft segment 912 that is fitted and installed in the first mounting hole 601. A third sensor 810 is used to measure the rotation angle of the first rotating member 910 in the first mounting hole 601. The second lower pair is a longitudinal rotary pair, which includes a second mounting hole 602 and a second rotating member 920. The second mounting hole 602 is formed on the second base 600 and extends along the transverse direction of the second base. The second rotating member 920 has a second shaft segment 422 that is fitted and installed in the second mounting hole 602. A fourth sensor 820 is used to measure the rotation angle of the second rotating member 920 in the second mounting hole 602. The first rotating member 910 is rotatably connected to the operating rocker arm 700 about a centerline extending in the transverse direction. The second rotating member 920 and the operating rocker arm 700 have a torsion transmission structure.

[0067] In actual implementation, another method can also be adopted, namely: the second rotating member 920 is rotatably connected to the control rocker arm 700 around an axis extending in the longitudinal direction, and the first rotating member 910 and the control rocker arm 700 have a torsion transmission structure.

[0068] In some embodiments, see Figure 7 , Figure 8The torque transmission structure includes a torque transmission groove 921a disposed on a corresponding rotating component and a force input part 711 disposed on the operating rocker arm 700. The force input part 711 extends into the torque transmission groove 921a. Along the torque transmission direction, the width of the torque transmission groove 921a matches the width of the force input part 711. The torque transmission groove 921a has a long side that is perpendicular to the torque transmission direction, allowing the force input part 711 to swing within the torque transmission groove 921a under the drive of the operating rocker arm 700. For example, Figure 9 In the middle, the torsion groove 921a is provided on the second rotating member 920.

[0069] In some embodiments, see Figure 7 and Figure 8 The second base 600 includes a body and a receiving space 603 formed on the body. A first rotating member 910 spans the second base 600 in the longitudinal direction. The first rotating member 910 has a first intermediate portion 911 disposed within the receiving space 603. First shaft segments 912 are distributed longitudinally on both sides of the first intermediate portion 911, and the first intermediate portion 911 has a hollow through slot through which a force input portion 711 passes. A second rotating member 920 spans the second base 600 in the transverse direction. The second rotating member 920 has a second intermediate portion 921. Second shaft segments 922 are distributed transversely on both sides of the second intermediate portion 921, and a torque transmission groove 921a is disposed on the second intermediate portion 921. In this configuration, the forces on the first rotating member 910 and the second rotating member 920 are balanced.

[0070] In some embodiments, see Figure 7 , Figure 8 The third sensor 820 is a first rotary potentiometer installed between the second base 600 and the first shaft segment 912; the fourth sensor 830 is a second rotary potentiometer installed between the second base 600 and the second shaft segment 922.

[0071] In some embodiments, see Figure 6 , Figure 9 The second base 600 is provided with a panel 1000, and an elastic member 1100 is disposed between the second base 600 and the second grip 720. A sealing cover 1200 is also provided between the panel 1000 and the second grip 720, and a protective cover 1300 is also provided outside the second base 600. This helps to better protect the connecting joint 900 and improve the life of the control lever.

[0072] The following will describe in detail an embodiment of the aircraft control method.

[0073] Please see Figure 10 , Figure 10 This is a flowchart illustrating an exemplary embodiment of an aircraft control method according to this application. The method can be applied to... Figure 1The implementation environment is shown, and the method is specifically executed by the terminal device 101 in that implementation environment. It should be understood that the method can also be applied to other exemplary implementation environments and specifically executed by devices in other implementation environments. This embodiment does not limit the implementation environment to which the method is applicable.

[0074] Please see Figure 10 , Figure 10 This is a flowchart illustrating an exemplary method for controlling an aircraft according to this application. The aircraft includes a first joystick and a second joystick. The first joystick has a first reference position and a second reference position, and the second joystick has a third reference position. The first joystick generates a first joystick command by changing the displacement between the first joystick and the first reference position, and by rotating around the second reference position. The second joystick generates a second joystick command by changing the displacement between the second joystick and the third reference position, and by rotating around the third reference position. The method for controlling the aircraft includes at least steps S1010 to S1050, which are described in detail below:

[0075] Step S1010: Obtain the current flight speed or flight altitude of the aircraft, and determine the flight stage of the aircraft based on the current flight speed or flight altitude;

[0076] First, it should be noted that the aircraft can be an airship, a drone, a manned aircraft, etc. In this embodiment, the aircraft refers to a vertical takeoff and landing (VTOL) fixed-wing aircraft, which includes both fixed-wing and rotorcraft. The flight phases of a VTOL fixed-wing aircraft include the VTOL phase, the transition phase, and the level flight phase. During the VTOL phase, the VTOL fixed-wing aircraft operates in rotorcraft mode, reducing the requirements for takeoff and landing sites and simplifying operation. During cruise, it operates in fixed-wing mode, utilizing the high lift-to-drag ratio of fixed-wing aircraft to reduce energy consumption and increase the aircraft's range. The transition phase is the period between rotorcraft and fixed-wing modes, during which the aircraft gradually transitions from rotorcraft mode to fixed-wing mode or vice versa.

[0077] The aircraft's current flight speed or altitude can be read by sensors on the aircraft, and then the current flight stage can be determined based on the current flight speed. Methods for determining the current flight stage include:

[0078] The current flight stage of the aircraft is obtained based on the current flight speed and a pre-established list of relationships; wherein the list of relationships represents the mapping relationship between flight speed and flight stage.

[0079] The flight phases include: vertical takeoff and landing phase, transition phase, and level flight phase; wherein...

[0080] If the flight speed of the aircraft is less than v1 or the flight altitude is less than h1, then the aircraft is in the vertical take-off and landing phase.

[0081] If the flight speed of the aircraft is between v1 and v2 or the flight altitude is between h1 and h2, then the aircraft is in the transition phase.

[0082] If the aircraft's flight speed is greater than v2 or its flight altitude is greater than h2, then the aircraft is in the level flight phase.

[0083] Where v2 is greater than v1, and h2 is greater than h1. It should be noted that the flight speed of the aircraft refers to its forward speed.

[0084] The relationship list is pre-established, recording the mapping relationship between flight speed / altitude and flight phase. That is, a certain flight speed or altitude of the aircraft corresponds to a flight phase. For example, if the aircraft's flight speed is between 0 and v1 or its flight altitude is between 0 and h1, the corresponding flight phase is the vertical takeoff and landing phase; if the aircraft's flight speed is between v1 and v2 or its flight altitude is between h1 and h2, the corresponding flight phase is the transition phase; if the aircraft's flight speed is greater than v2 or its flight altitude is greater than h2, the corresponding flight phase is the level flight phase, where v2 is greater than v1 and h2 is greater than h1.

[0085] Therefore, if the aircraft's current flight speed is v11, which is between 0 and v1, then based on the correlation list and the current flight speed, it can be determined that the aircraft's flight phase is the vertical takeoff and landing phase. Alternatively, if the aircraft's current flight altitude is h11, which is between 0 and h1, then based on the correlation list and the current flight altitude, it can be determined that the aircraft's flight phase is the vertical takeoff and landing phase.

[0086] Step S1020: Obtain a first control command generated based on the action of the first joystick and / or a second joystick command generated based on the action of the second joystick;

[0087] It should be noted that a control command is generated after the first or second joystick moves in the corresponding direction. For example, if the first joystick moves in the first direction, the control command is mapped to a forward acceleration rate; if it moves in the second direction, the control command is mapped to a forward deceleration rate. If the first joystick rotates around the second reference position in the first rotation direction, the control command is mapped to a climb rate; if it rotates in the second rotation direction, the control command is mapped to a descent rate. If the second joystick moves in the third direction, the control command is mapped to a pitch rate; if it moves in the fourth direction, the control command is mapped to a pitch rate; if it moves in the fifth direction, the control command is mapped to a roll rate; if it moves in the sixth direction, the control command is mapped to a roll rate. If the second joystick rotates in the third direction, the control command is mapped to a traverse rate; if it rotates in the fourth direction, the control command is mapped to a traverse rate.

[0088] Step S1030: Generate control commands based on joystick commands and the flight phase;

[0089] Because an aircraft's flight phases include vertical takeoff and landing, transition phases, and level flight phases, different joystick commands are needed for each phase to achieve the same flight objective. Therefore, it is necessary to combine joystick commands and flight phases to generate control commands and achieve aircraft control.

[0090] Step S1040: Send the control command to the actuator to cause the actuator to execute the control command, wherein the actuator includes a hovering power system, an aircraft control surface, and a level flight power system.

[0091] After generating control commands, the commands are sent to the actuators, which then perform corresponding actions on the specific components according to the control commands, thereby achieving control of the aircraft.

[0092] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0093] In one embodiment, during the vertical takeoff and landing phase, when the flight objective is forward flight, the first control stick moves in the first action direction, and the control command provides forward thrust to the hovering power system in the control actuator, causing the aircraft to fly in the first direction; when the flight objective is backward flight, the first control stick moves in the second action direction, and the control command provides backward thrust to the hovering power system in the control actuator, causing the aircraft to fly in the second direction; wherein, the first direction and the second direction are opposite directions.

[0094] With the aircraft hovering at rest as a reference, the first direction is the direction forward away from the aircraft in the horizontal direction, and the second direction is the direction backward away from the aircraft.

[0095] In one embodiment, during the vertical takeoff and landing phase, when the flight objective is to climb, the first control stick rotates in a first rotation direction, and the control command increases the power of the hovering propulsion system, causing the aircraft to fly in a third direction. When the flight objective is to descend, the first control stick rotates in a second rotation direction, and the control command decreases the power of the hovering propulsion system, causing the aircraft to fly in a fourth direction. The increase in hovering propulsion system power is achieved by increasing the throttle, switch, or pitch control mechanism of the hovering propulsion system (first actuator, second actuator, third actuator, and fourth actuator); while the decrease in hovering propulsion system power is achieved by decreasing the throttle, switch, or pitch control mechanism of the hovering propulsion system (first actuator, second actuator, third actuator, and fourth actuator). With the aircraft hovering stationary as a reference, in the vertical direction, the direction upwards away from the aircraft is the third direction, and the direction downwards away from the aircraft is the fourth direction.

[0096] In one embodiment, during the vertical takeoff and landing phase, when the flight objective is a leftward yaw, the second control stick is rotated in the third rotation direction, and the control command is to control the hovering power system to provide a leftward yaw torque for the aircraft; when the flight objective is a rightward yaw, the second control stick is rotated in the fourth rotation direction, and the control command is to control the hovering power system to provide a rightward yaw torque for the aircraft. Specifically, the leftward yaw torque is achieved by decreasing the output power of the left actuator and increasing the output power of the right actuator. After generating the leftward yaw torque, the aircraft flies in the fifth direction; while the rightward yaw torque is achieved by increasing the output power of the left actuator and decreasing the output power of the right actuator. After generating the rightward yaw torque, the aircraft flies in the sixth direction. With the aircraft hovering stationary as a reference, the fifth direction refers to the left side of the aircraft, and the sixth direction refers to the right side of the aircraft.

[0097] In one embodiment, during the transition phase, when the flight objective is forward climb, the first control stick moves in the first direction, and the second control stick moves in the third direction; the control command is to control the hovering power system to gradually reduce power until it stops as the flight speed increases, and to control the level flight power system to increase power; when the flight objective is forward descent, the first control stick moves in the second direction, and the second control stick first moves in the fourth direction and then in the third direction; the control command is to control the level flight power system to reduce power, and to control the hovering power system to gradually increase power according to the flight speed until it provides all the lift for hovering.

[0098] In one embodiment, during the transition phase, when the flight objective is to fly left, the second control stick moves in the fifth action direction, and the control command is to control the hovering power system to provide a left roll torque and control the aircraft control surfaces to make the aircraft roll left; when the flight objective is to fly right, the second control stick moves in the sixth action direction, and the control command is to control the hovering power system to provide a right roll torque and control the aircraft control surfaces to make the aircraft roll right.

[0099] The left rolling torque can be achieved by reducing the output power of the left actuator and increasing the output power of the right actuator; while the right rolling torque can be achieved by increasing the output power of the left actuator and decreasing the output power of the right actuator.

[0100] In one embodiment, during the level flight phase, when the flight objective is to climb, the first control stick moves in the first action direction, and the second control stick moves in the third action direction. The control command is to control the level flight propulsion system to increase power and control the aircraft control surfaces to make the aircraft pitch up. When the flight objective is to descend, the first control stick moves in the second action direction, and the second control stick moves in the fourth action direction. The control command is to control the level flight propulsion system to decrease power and control the aircraft control surfaces to make the aircraft pitch down.

[0101] Specifically, increasing power in the level flight propulsion system is achieved by increasing the throttle of the level flight actuator, and raising the aircraft's pitch is achieved by increasing the aircraft's angle of attack; increasing or decreasing power in the level flight propulsion system is achieved by decreasing the throttle of the level flight actuator, and raising the aircraft's pitch is achieved by decreasing the aircraft's angle of attack.

[0102] In one embodiment, during the level flight phase, when the flight objective is to fly left, the second control stick moves in the fifth action direction, and the control command is to control the aircraft control surfaces to make the aircraft roll left; when the flight objective is to fly right, the second control stick moves in the sixth action direction, and the control command is to control the aircraft control surfaces to make the aircraft roll right.

[0103] In one embodiment, during the level flight phase, when the flight objective is to accelerate forward, the first control stick moves in a first direction, and the control command is to increase the power of the level flight propulsion system; when the flight objective is to decelerate, the first control stick moves in a second direction, and the control command is to decrease the power of the level flight propulsion system.

[0104] Figure 11 This is a block diagram illustrating an aircraft control device according to an exemplary embodiment of this application. The system can be applied to... Figure 1The implementation environment shown is specifically configured in a terminal device. This system can also be applied to other exemplary implementation environments and specifically configured in other devices. This embodiment does not limit the implementation environment to which the device is applicable.

[0105] like Figure 11 As shown, this application provides a control device for an aircraft. The aircraft includes a first control stick and a second control stick. The first control stick is provided with a first reference position and a second reference position, and the second control stick is provided with a third reference position. The first control stick generates a first control stick command by changing the positional relationship between the first control stick and the first reference position, and by rotating around the second reference position. The second control stick generates a second control stick command by changing the displacement between the second control stick and the third reference position, and by rotating around the third reference position. The device includes:

[0106] The flight phase determination module 1110 is used to obtain the current flight speed or flight altitude of the aircraft, and determine the flight phase of the aircraft based on the current flight speed or flight altitude;

[0107] The joystick command acquisition module 1120 is used to acquire joystick commands generated based on the actions of the first joystick and / or the second joystick.

[0108] The control command generation module 1130 is used to generate control commands based on the joystick commands and the flight phase.

[0109] The instruction sending module 1140 is used to send the control instructions to the actuator so that the actuator executes the control instructions, wherein the actuator includes a hovering power system, an aircraft control surface, and a level flight power system.

[0110] It should be noted that the aircraft control device provided in the above embodiments and the aircraft control method provided in the above embodiments belong to the same concept. The specific ways in which each module and unit performs operations have been described in detail in the method embodiments, and will not be repeated here. In practical applications, the aircraft control device provided in the above embodiments can allocate the above functions to different functional modules as needed, that is, divide the internal structure of the system into different functional modules to complete all or part of the functions described above, and this is not a limitation here.

[0111] Embodiments of this application also provide an electronic device, including: one or more processors; and a storage device for storing one or more programs, which, when executed by the one or more processors, cause the electronic device to implement the aircraft control methods provided in the above embodiments.

[0112] Figure 12 A schematic diagram of a computer system suitable for implementing the embodiments of this application is shown. It should be noted that... Figure 12 The computer system 1200 of the electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0113] like Figure 12 As shown, the computer system 1200 includes a Central Processing Unit (CPU) 1201, which can perform various appropriate actions and processes based on programs stored in Read-Only Memory (ROM) 1202 or programs loaded from storage portion 12012 into Random Access Memory (RAM) 1203, such as performing the methods described in the above embodiments. Various programs and data required for system operation are also stored in RAM 1203. The CPU 1201, ROM 1202, and RAM 1203 are interconnected via bus 1204. An Input / Output (I / O) interface 1205 is also connected to bus 1204.

[0114] The following components are connected to I / O interface 1205: an input section 1206 including a keyboard, mouse, etc.; an output section 1207 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 1208 including a hard disk, etc.; and a communication section 1207 including a network interface card such as a LAN (Local Area Network) card, modem, etc. The communication section 1207 performs communication processing via a network such as the Internet. A drive 1210 is also connected to I / O interface 1205 as needed. Removable media 1211, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., are installed on drive 1210 as needed so that computer programs read from them can be installed into storage section 1208 as needed.

[0115] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program including methods for performing processes. Figure 10The computer program for the method shown. In such an embodiment, the computer program can be downloaded and installed from a network via communication section 1209, and / or installed from removable medium 1211. When the computer program is executed by central processing unit (CPU) 1201, it performs various functions defined in the system of this application.

[0116] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, carrying a computer-readable computer program. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media can also be any computer-readable medium other than computer-readable storage media, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The computer program contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0117] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. Each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0118] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0119] Another aspect of this application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a computer's processor, causes the computer to perform the aircraft control method as described above. This computer-readable storage medium may be included in the electronic device described in the above embodiments, or it may exist independently and not incorporated into that electronic device.

[0120] Another aspect of this application provides a computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the aircraft control methods provided in the various embodiments described above.

[0121] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.

Claims

1. A method for controlling an aircraft, characterized in that, The aircraft includes a first control stick and a second control stick. The first control stick is provided with a first reference position and a second reference position, and the second control stick is provided with a third reference position. The first control stick generates a first control stick command by changing the displacement of the first control stick relative to the first reference position and by rotating around the second reference position. The second joystick generates a second joystick command by changing the displacement of the second joystick relative to the third reference position and by rotating it about the third reference position; the movement direction of the first joystick includes a first movement direction, a second movement direction, a first rotation direction, and a second rotation direction; the movement direction of the second joystick includes a third movement direction and a fourth movement direction; the method includes: The current flight speed or altitude of the aircraft is obtained, and the flight stage of the aircraft is determined based on the current flight speed or altitude; the flight stage includes: vertical takeoff and landing stage, transition stage, and level flight stage; Acquire a first control command generated based on the action of the first joystick and / or a second joystick command generated based on the action of the second joystick; Control commands are generated based on the first joystick command and / or the second control command and the flight phase. For the same flight objective, different joystick commands are generated for each phase. Control commands are generated by combining the joystick commands and the flight phase to achieve control of the aircraft. During the vertical takeoff and landing phase, when the flight objective is to climb, the first control stick rotates around the second reference position in a first rotation direction; when the flight objective is to descend, the first control stick rotates around the second reference position in a second rotation direction; wherein the first rotation direction is opposite to the second rotation direction. During the transition phase, when the flight objective is to climb, the first control stick moves in the first direction and the second control stick moves in the third direction; when the flight objective is to descend, the first control stick moves in the second direction and the second control stick first moves in the fourth direction and then moves in the third direction; wherein the third direction is opposite to the fourth direction. During the level flight phase, when the flight objective is to climb, the first control stick moves in the first direction and the second control stick moves in the third direction; when the flight objective is to descend, the first control stick moves in the second direction and the second control stick moves in the fourth direction. The control command is sent to the actuator to cause the actuator to execute the control command, wherein the actuator includes a hovering propulsion system, an aircraft control surface, and a level flight propulsion system.

2. The aircraft control method according to claim 1, characterized in that, The steps for determining the flight stage of the aircraft are as follows: The current flight stage of the aircraft is obtained based on the current flight speed and a pre-established list of relationships; wherein the list of relationships represents the mapping relationship between flight speed and flight stage. If the flight speed of the aircraft is less than v1 or the flight altitude is less than h1, then the aircraft is in the vertical take-off and landing phase. If the flight speed of the aircraft is between v1 and v2 or the flight altitude is between h1 and h2, then the aircraft is in the transition phase. If the aircraft's flight speed is greater than v2 or its flight altitude is greater than h2, then the aircraft is in the level flight phase. Among them, v2 is greater than v1, and h2 is greater than h1.

3. The aircraft control method according to claim 2, characterized in that, During the vertical takeoff and landing phase, when the flight objective is to climb, the first control stick rotates around the second reference position in a first rotation direction, and the control command is to increase the power of the hovering power system in the actuator; when the flight objective is to descend, the first control stick rotates around the second reference position in a second rotation direction, and the control command is to decrease the power of the hovering power system in the actuator; wherein, the first rotation direction is opposite to the second rotation direction.

4. The aircraft control method according to claim 2, characterized in that, During the transition phase, when the flight objective is forward climb, the first control stick moves in the first direction, and the second control stick moves in the third direction. The control command is to control the hovering power system to gradually decrease power until it stops as the flight speed increases, and to control the level flight power system to increase power. When the flight objective is forward descent, the first control stick moves in the second direction, and the second control stick first moves in the fourth direction and then in the third direction. The control command is to control the level flight power system to decrease power, and to control the hovering power system to gradually increase power according to the flight speed until it provides all the lift for hovering. The third direction is opposite to the fourth direction.

5. The aircraft control method according to claim 2, characterized in that, The second control stick also includes a fifth and a sixth direction of motion. During the transition phase, when the flight objective is to fly left, the second control stick moves in the fifth direction, and the control command is to control the hovering power system to provide a leftward roll torque and control the aircraft control surfaces to make the aircraft roll left. When the flight objective is to fly right, the second control stick moves in the sixth direction, and the control command is to control the hovering power system to provide a rightward roll torque and control the aircraft control surfaces to make the aircraft roll right. The fifth and sixth directions of motion are opposite.

6. The aircraft control method according to claim 4, characterized in that, During the level flight phase, when the flight objective is to climb, the first control stick moves in the first direction and the second control stick moves in the third direction. The control command is to control the level flight propulsion system to increase power and control the aircraft control surfaces to make the aircraft pitch up. When the flight objective is to descend, the first control stick moves in the second direction and the second control stick moves in the fourth direction. The control command is to control the level flight propulsion system to decrease power and control the aircraft control surfaces to make the aircraft pitch down.

7. The aircraft control method according to claim 5, characterized in that, During the level flight phase, when the flight objective is to fly left, the second control stick moves in the fifth action direction, and the control command is to control the aircraft's control surfaces to make the aircraft roll left; when the flight objective is to fly right, the second control stick moves in the sixth action direction, and the control command is to control the aircraft's control surfaces to make the aircraft roll right.

8. The aircraft control method according to claim 2, characterized in that, During the level flight phase, when the flight objective is to accelerate forward, the first control stick moves in the first direction of action, and the control command is to increase the power of the level flight propulsion system; when the flight objective is to decelerate, the first control stick moves in the second direction of action, and the control command is to decrease the power of the level flight propulsion system.

9. A control device for an aircraft, characterized in that, The aircraft includes a first control stick and a second control stick. The first control stick is provided with a first reference position and a second reference position, and the second control stick is provided with a third reference position. The first control stick generates a first control stick command by changing the positional relationship between the first control stick and the first reference position, and by rotating around the second reference position. The second joystick generates a second joystick command by changing the displacement of the second joystick relative to the third reference position and by rotating it about the third reference position; the device includes: The flight phase determination module is used to obtain the current flight speed or flight altitude of the aircraft, and determine the flight phase of the aircraft based on the current flight speed or flight altitude; the flight phase includes: vertical takeoff and landing phase, transition phase, and level flight phase; A joystick command acquisition module is used to acquire joystick commands generated based on the actions of the first joystick and / or the second joystick. The control command generation module is used to generate control commands based on the joystick commands and the flight phase. The instruction sending module is used to send the control instructions to the actuator so that the actuator executes the control instructions, wherein the actuator includes a hovering power system, an aircraft control surface, and a level flight power system; For the same flight objective, different joystick commands are generated for each stage. The joystick commands and flight stages are combined to generate control commands to achieve control of the aircraft. During the vertical takeoff and landing phase, when the flight objective is to climb, the first control stick rotates around the second reference position in a first rotation direction; when the flight objective is to descend, the first control stick rotates around the second reference position in a second rotation direction; wherein the first rotation direction is opposite to the second rotation direction. During the transition phase, when the flight objective is to climb, the first control stick moves in the first direction and the second control stick moves in the third direction; when the flight objective is to descend, the first control stick moves in the second direction and the second control stick first moves in the fourth direction and then moves in the third direction; wherein the third direction is opposite to the fourth direction. During the level flight phase, when the flight objective is to climb, the first control stick moves in the first direction and the second control stick moves in the third direction; when the flight objective is to descend, the first control stick moves in the second direction and the second control stick moves in the fourth direction.

10. An aircraft, characterized in that, include: The aircraft itself, and The control device for the aircraft as described in claim 9, which is installed on the aircraft body. A computer-readable storage medium, characterized in that it stores a computer program thereon, which, when executed by a computer's processor, causes the computer to perform the steps of the aircraft control method according to any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that, It stores a computer program that, when executed by the computer's processor, causes the computer to perform the steps of the aircraft control method according to any one of claims 1 to 8.

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