A control method, system, aircraft, and medium for an aircraft.

Abstract

This invention discloses a control method for an aircraft, including acquiring the aircraft's current flight speed or current flight altitude, determining the aircraft's flight stage based on the current flight speed or current flight altitude; acquiring joystick commands, which are generated via the joystick; generating corresponding control commands based on the flight stage and the joystick commands, the control commands instructing the actuators to perform corresponding actions; and sending the control commands to the aircraft, causing the actuators to execute the control commands to control the aircraft's flight. The actuators include a hovering propulsion system, aircraft control surfaces, and a level flight propulsion system. This invention combines the control methods of rotary-wing and fixed-wing aircraft, integrating two different control methods in a vertical takeoff and landing fixed-wing aircraft to form a unified control method. This allows the operator to control the aircraft through this integrated method, 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, system, 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, all medium and large-sized vertical takeoff and landing (VTOL) fixed-wing aircraft employ a phased control system to accommodate both flight modes. During the vertical takeoff and landing phase, the aircraft switches to vertical flight mode via a mode switch, and the control method is the same as for VTOL aircraft. During the horizontal flight phase, the aircraft switches back to fixed-wing mode via a mode switch, and the control method is 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. Moreover, in emergency situations, pilots' long-practiced subconscious control can handle many emergencies. 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 control method, system, aircraft and medium for 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 control method for an aircraft, the method comprising:

[0007] Obtain the current flight speed or current flight altitude of the aircraft, and determine the flight stage of the aircraft based on the current flight speed or current flight altitude;

[0008] Obtain joystick commands, which are generated via the joystick;

[0009] Based on the flight phase and the joystick commands, corresponding control commands are generated, which are used to instruct the actuators to perform corresponding actions.

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

[0011] In one embodiment of the present invention, the joystick commands include climb rate, descent rate, left movement rate, right movement rate, forward acceleration rate, forward deceleration rate, pitch rate, pitch rate, roll rate, and roll rate.

[0012] In one embodiment of the present invention, generating corresponding control commands based on the flight phase and the joystick commands includes:

[0013] Control commands are generated based on the flight phase, joystick commands, and a pre-established command mapping table; wherein, the correspondence between the flight phase, joystick commands, and control commands is pre-established in the command mapping table.

[0014] In one embodiment of the present invention, determining the flight stage of the aircraft based on its current flight speed or current flight altitude includes:

[0015] The current flight stage of the aircraft is obtained based on the current flight speed and a pre-established first association list; wherein, the first association list is used to represent the mapping relationship between flight speed and flight stage;

[0016] Alternatively, the current flight stage of the aircraft can be obtained based on the current flight altitude and a pre-established second association list; wherein the second association list is used to represent the mapping relationship between flight altitude and flight stage;

[0017] The flight phases include: vertical takeoff and landing phase, transition phase, and level flight phase;

[0018] 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.

[0019] 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.

[0020] 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.

[0021] Among them, v2 is greater than v1, and h2 is greater than h1.

[0022] In one embodiment of the present invention, the hovering power system includes a first actuator, a second actuator, a third actuator, and a fourth actuator arranged in an array on both sides of the center of gravity of the aircraft. The first actuator and the second actuator are located on the left side of the center of gravity of the aircraft, and the third actuator and the fourth actuator are located on the right side of the center of gravity of the aircraft. Along the flight direction of the aircraft, the first actuator is located in front of the center of gravity of the aircraft, the second actuator is located behind the center of gravity of the aircraft, the third actuator is located in front of the center of gravity of the aircraft, and the fourth actuator is located behind the center of gravity of the aircraft.

[0023] In one embodiment of the present invention, during the vertical takeoff and landing phase,

[0024] If the aircraft climbs, the joystick command is mapped to the climb rate, and the control command is to simultaneously increase the output power of the first actuator, the second actuator, the third actuator, and the fourth actuator;

[0025] If the aircraft descends, the joystick command is mapped to the descent rate, and the control command is to simultaneously reduce the output power of the first actuator, the second actuator, the third actuator, and the fourth actuator;

[0026] If the aircraft flies to the left, the control stick pointer mapping command is to move to the left. The control command is to reduce the output power of the first and second actuators and increase the output power of the third and fourth actuators.

[0027] If the aircraft flies to the right, the control stick command is mapped to the right movement rate. The control command is to increase the output power of the first and second actuators and decrease the output power of the third and fourth actuators.

[0028] If the aircraft accelerates forward, the joystick command is mapped to the forward acceleration rate. The control command is to increase the output power of the second and fourth actuators and decrease the output power of the first and third actuators.

[0029] If the aircraft decelerates forward, the joystick command is mapped to the forward deceleration rate. The control command is to reduce the output power of the second and fourth actuators and increase the output power of the first and third actuators.

[0030] In one embodiment of the present invention, during the conversion stage,

[0031] If the aircraft is climbing forward, the control stick commands are mapped to the forward acceleration rate and the climb rate. The control commands are to increase the output power of the level flight propulsion system, increase the forward flight speed of the aircraft, decrease the output power of the hovering propulsion system, and control the aircraft control surfaces to increase the aircraft's angle of attack, so that the aircraft can climb.

[0032] If the aircraft is flying forward and descending, the control stick commands are mapped to the forward acceleration rate and descent rate. The control commands are to reduce the output power of the level flight propulsion system, reduce the forward flight speed of the aircraft, control the aircraft control surfaces to make the aircraft angle of attack first increase and then decrease, and increase the output power of the hovering propulsion system to make the aircraft descend.

[0033] If the aircraft flies forward to the left, the control stick command is mapped to the left roll rate. The control command is to reduce the output power of the first and second actuators of the hovering power system, increase the output power of the third and fourth actuators of the hovering power system, and control the aircraft control surfaces to make the aircraft roll to the left.

[0034] If the aircraft flies forward to the right, the control stick command is mapped to the right roll rate. The control command is to increase the output power of the first and second actuators of the hovering power system, decrease the output power of the third and fourth actuators of the hovering power system, and control the aircraft's control surfaces to make the aircraft roll to the right.

[0035] In one embodiment of the present invention, during the level flight phase,

[0036] If the aircraft climbs, the control stick command is mapped to the pitch rate, and the control command is to control the aircraft control surfaces to increase the aircraft's angle of attack and increase the output power of the level flight propulsion system.

[0037] If the aircraft descends, the control stick command is mapped to the pitch rate, and the control command is to control the aircraft control surfaces to reduce the aircraft's angle of attack and reduce the output power of the level flight propulsion system.

[0038] If the aircraft flies to the left, the control stick command is mapped to the left roll rate, and the control command is to control the aircraft's control surfaces to make the aircraft roll to the left.

[0039] If the aircraft flies to the right, the control stick command is mapped to the right roll rate, and the control command is to control the aircraft's control surfaces to make the aircraft roll to the right.

[0040] If the aircraft accelerates forward, the joystick command is mapped to the forward acceleration rate, and the control command increases the output power of the level flight propulsion system;

[0041] If the aircraft decelerates forward, the control stick command is mapped to the forward deceleration rate, and the control command is to reduce the output power of the level flight propulsion system.

[0042] To achieve the above and other related objectives, the present invention provides a control system for an aircraft, the control comprising:

[0043] The flight phase determination module is used to obtain the current flight speed of the aircraft and determine the flight phase of the aircraft based on the current flight speed.

[0044] A joystick command acquisition module is used to acquire joystick commands, which are generated by the joystick.

[0045] The instruction generation module is used to generate corresponding control instructions based on the flight phase and the joystick instructions, and the control instructions are used to instruct the actuator to perform corresponding actions.

[0046] The control module is used to send the control commands to the aircraft, so that the actuators execute the control commands to control the flight of the aircraft; wherein, the actuators include a hovering power system, aircraft control surfaces, and a level flight power system.

[0047] To achieve the above and other related objectives, the present invention provides an aircraft comprising:

[0048] The aircraft itself, and

[0049] The control system of the aircraft is located on the aircraft body.

[0050] 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 control method for the aircraft.

[0051] The beneficial effects of this invention are as follows: An aircraft control method of this invention includes: acquiring the current flight speed or current flight altitude of the aircraft, and determining the flight stage of the aircraft based on the current flight speed or current flight altitude; acquiring a joystick command, the joystick command being generated by the joystick; generating a corresponding control command based on the flight stage and the joystick command, the control command being used to instruct an actuator to perform a corresponding action; sending the control command to the aircraft, causing the actuator to execute the control command to control the aircraft's flight; wherein the actuator includes a hovering propulsion system, aircraft control surfaces, and a level flight propulsion system. This invention combines the control methods of rotorcraft and fixed-wing aircraft, integrating two different control methods in a vertical takeoff and landing fixed-wing aircraft to form 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.

[0052] 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

[0053] 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:

[0054] 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.

[0055] Figure 2 A schematic diagram illustrating a control method for an aircraft, as shown in an exemplary embodiment of this application;

[0056] Figure 3 A side view of an aircraft shown as an exemplary embodiment of this application;

[0057] Figure 4 A top view of an aircraft shown as an exemplary embodiment of this application;

[0058] Figure 5 A schematic diagram of the structure of the left joystick shown in an exemplary embodiment of this application;

[0059] Figure 6 for Figure 5 A schematic diagram showing the state of the left control stick when the control element is in the first reference position;

[0060] Figure 7 for Figure 5 A schematic diagram showing the state of the left control lever when the control element is in the first locking position;

[0061] Figure 8 for Figure 5 A schematic diagram showing the state of the left control lever when the control element is in the second locking position;

[0062] Figure 9 for Figure 5 A schematic diagram of the structure of the left control lever after the protective cover has been removed;

[0063] Figure 10 A schematic diagram of the structure of the left joystick, shown as another exemplary embodiment of this application;

[0064] Figure 11 This is a schematic diagram of the structure of the left joystick, which is shown as another exemplary embodiment of this application.

[0065] Figure 12 A simplified structural diagram of the right joystick is shown as another exemplary embodiment of this application;

[0066] Figure 13 for Figure 12 A schematic diagram of the structure after removing the panel and sealing cover from the right control lever;

[0067] Figure 14 for Figure 13 Diagram showing the positional relationship between the connecting rod segment of the control joystick and the base (partial cross-section of the base);

[0068] Figure 15 for Figure 14 Exploded view;

[0069] Figure 16 for Figure 12 A schematic diagram of the structure when the right control lever is equipped with a protective cover;

[0070] Figure 17 A schematic diagram of the right joystick shown as an exemplary embodiment of the application;

[0071] Figure 18 A schematic diagram of the right joystick is shown for an exemplary embodiment of the application.

[0072] Figure 19 A block diagram illustrating a control device for a vertical takeoff and landing fixed-wing aircraft, as shown in an exemplary embodiment of this application;

[0073] Figure 20 A schematic diagram of the structure of a computer system suitable for implementing the electronic device of the present application is shown. Detailed Implementation

[0074] 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.

[0075] 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.

[0076] 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.

[0077] Figure 1 This is a schematic diagram illustrating the implementation environment of a control method for an exemplary aircraft 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 server can obtain the aircraft's current flight speed or altitude and determine the flight stage based on this; it can obtain joystick commands, which are generated using the joystick; it can generate corresponding control commands based on the flight stage and joystick commands, which instruct the actuators to perform corresponding actions; and it can send control commands to the aircraft, causing the actuators to execute these commands to control the aircraft's flight. The actuators include a hovering propulsion system, aircraft control surfaces, and a level flight propulsion system. This invention combines the control methods of vertical takeoff and landing fixed-wing aircraft, integrating two different control methods into a unified control method. This allows operators to control the aircraft through this integrated method, reducing the impact of existing control habits on flight.

[0078] 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.

[0079] 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.

[0080] 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.

[0081] The embodiments of this application respectively disclose a control method for an aircraft, a control system for a vertical takeoff and landing fixed-wing aircraft, a computer-readable storage medium, and an aircraft. These embodiments will be described in detail below.

[0082] Please see Figure 2 , Figure 2 This is a flowchart illustrating an exemplary embodiment of an aircraft control method according to this application. The method can be applied to... Figure 1 The implementation environment shown is specifically executed by server 102 within that implementation environment. It should be understood that this 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.

[0083] Please see Figure 2 , Figure 2 This is a flowchart illustrating an exemplary control method for an aircraft according to this application. The control method for the aircraft includes at least steps S210 to S240, which are described in detail below:

[0084] Step S210: Obtain the current flight speed or current flight altitude of the aircraft, and determine the flight stage of the aircraft based on the current flight speed or current flight altitude;

[0085] First, it should be noted that the aircraft can be an airship, drone, manned flying car, 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.

[0086] 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 or altitude. If the flight speed is obtained when determining the flight stage, the methods for determining the current flight stage include:

[0087] Based on the current flight speed and a pre-established first association list, the current flight stage of the aircraft is obtained; where the first association list represents the mapping relationship between flight speed and flight stage. It should be noted that the aircraft's flight speed refers to its forward speed.

[0088] The first relationship list is pre-established, recording the mapping relationship between flight speed and flight phase. That is, a certain flight speed of the aircraft corresponds to a certain flight phase. For example, if the flight speed of the aircraft is 0 to v1, the corresponding flight phase is the vertical takeoff and landing phase; if the flight speed of the aircraft is v1 to v2, the corresponding flight phase is the transition phase; if the flight speed of the aircraft is greater than v2, the corresponding flight phase is the level flight phase.

[0089] Therefore, when the aircraft's current flight speed is v11, which is between 0 and v1, the flight phase of the aircraft can be determined to be the vertical take-off and landing phase based on the correlation list and the current flight speed.

[0090] If the flight altitude is obtained during the flight phase determination, the methods for determining the current flight phase include:

[0091] The current flight stage of the aircraft is obtained based on the current flight altitude and a pre-established second association list; wherein, the second association list is used to represent the mapping relationship between flight altitude and flight stage.

[0092] The second association list is pre-established and records the mapping relationship between flight altitude and flight stage. That is, a certain flight altitude of the aircraft corresponds to the flight stage of the aircraft. For example, if the flight altitude of the aircraft is 0 to h1, the corresponding flight stage is the vertical take-off and landing stage; if the flight altitude of the aircraft is h1 to h2, the corresponding flight stage is the transition stage; if the flight altitude of the aircraft is greater than h2, the corresponding flight stage is the level flight stage.

[0093] Therefore, when the current flight altitude of the aircraft is h11, which is between 0 and h1, it can be determined that the flight phase of the aircraft is the vertical take-off and landing phase based on the second correlation list and the current flight altitude.

[0094] Step S220: Obtain joystick commands, which are generated by the joystick.

[0095] Specifically, the joystick commands include the climb rate, descent rate, left traverse rate, right traverse rate, forward acceleration rate, forward deceleration rate, pitch rate, pitch rate, roll rate, and roll rate.

[0096] Control stick commands are actually generated by the user's operation of the control stick. The user generates control stick commands by performing actions on the control stick, and uses these commands to achieve purposes such as acceleration, deceleration, climb, and descent of the aircraft. For example, if the aircraft is climbing, the control stick command is mapped to the climb rate; if the aircraft is descending, the control stick command is mapped to the descent rate; if the aircraft is flying left, the control stick command is mapped to the left movement rate; if the aircraft is flying right, the control stick command is mapped to the right movement rate; if the aircraft is accelerating forward, the control stick command is mapped to the forward acceleration rate; if the aircraft is decelerating forward, the control stick command is mapped to the forward deceleration rate, and so on.

[0097] Step S230: Generate corresponding control commands based on the flight phase and joystick commands. The control commands are used to instruct the actuators to perform corresponding actions.

[0098] In one embodiment, generating corresponding control commands based on the flight phase and joystick commands includes:

[0099] Based on the flight phase, joystick commands, and a pre-established command mapping table, control commands are generated; the command mapping table pre-establishes the correspondence between the flight phase, joystick commands, and control commands.

[0100] Specifically, for example, flight phase A, joystick command A, and control command A are associated; flight phase B, joystick command B, and control command B are associated; flight phase C, joystick command C, and control command C are associated, and so on.

[0101] That is, if the current flight stage of the aircraft is A and the joystick command is A, then the joystick command can be determined to be A according to the command mapping table; if the current flight stage of the aircraft is B and the joystick command is B, then the joystick command can be determined to be B according to the command mapping table; if the current flight stage of the aircraft is C and the joystick command is C, then the joystick command can be determined to be C according to the command mapping table.

[0102] After determining the current flight phase of the aircraft, corresponding control commands are generated by combining joystick instructions. It's important to note that these control commands are used to control the entire aircraft's flight. The aircraft includes various actuators; by assigning commands to different actuators, they perform corresponding actions, thereby enabling the aircraft to complete different attitude changes, altitude changes, speed changes, etc. Therefore, control commands are generated by assigning corresponding instructions to different actuators, which then execute those instructions to perform the same or different actions.

[0103] Step S240: Send control commands to the aircraft to cause the actuators to execute the control commands in order to control the aircraft's flight.

[0104] After generating control commands, the commands are sent to the actuators. The actuators then perform corresponding actions on the specific components according to the control commands, thereby adjusting the aircraft's attitude, altitude, speed, and other parameters.

[0105] It should be noted that the aircraft of this invention includes a hovering propulsion system, a level flight propulsion system, and aircraft control surfaces. Wherein, if the output power of the hovering propulsion system and the level flight propulsion system is achieved through an engine, then increasing or decreasing the output power can be achieved by increasing or decreasing the throttle; if the output power of the hovering propulsion system and the level flight propulsion system is achieved through an electric motor, then increasing or decreasing the output power can be achieved by increasing or decreasing the throttle or the output power. Please refer to [link / reference]. Figure 3 , 4 , Figure 3 , 4 This is a schematic diagram of the structure of an aircraft in an exemplary embodiment of this application, wherein, Figure 3 This is a side view. Figure 4 This is a top-down view. The hovering power system includes four actuators, defined as the first actuator 3100, the second actuator 3200, the third actuator 3300, and the fourth actuator 3400. The four actuators 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 positioned in front of the center of gravity, the second actuator is positioned behind the center of gravity, the third actuator is positioned in front of the center of gravity, and the fourth actuator is positioned behind the center of gravity.

[0106] The following provides a detailed explanation of how an aircraft performs corresponding actions based on specific joystick commands during a particular flight phase.

[0107] In one embodiment, the current flight speed or flight altitude of the aircraft is obtained. 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.

[0108] During the vertical takeoff and landing phase, if the aircraft is climbing, the control stick commands are mapped to the climb rate. The control commands simultaneously increase the output power of the first actuator 3100, the second actuator 3200, the third actuator 3300, and the fourth actuator 3400 of the hovering power system to increase lift, thereby achieving the purpose of the aircraft climbing upwards. It should be noted that the first actuator 3100, the second actuator 3200, the third actuator 3300, and the fourth actuator 3400 operate simultaneously, and the output power is the same.

[0109] It should be noted that the output power of the hovering power system or the level flight power system can be controlled by controlling the throttle or the ignition switch.

[0110] During the vertical takeoff and landing phase, if the aircraft descends, the control stick commands are mapped to the descent rate. The control command is to simultaneously reduce the output power of the first actuator 3100, the second actuator 3200, the third actuator 3300, and the fourth actuator 3400 of the hovering power system, thereby reducing lift and achieving the purpose of descent. It should be noted that the first actuator 3100, the second actuator 3200, the third actuator 3300, and the fourth actuator 3400 operate simultaneously, and their output power is the same.

[0111] During the vertical takeoff and landing phase, if the aircraft flies to the left, the control stick pointer is mapped to a leftward movement rate. The control command is to reduce the output power of the first actuator 3100 and the second actuator 3200, thus reducing lift; simultaneously, to increase the output power of the third actuator 3300 and the fourth actuator 3400, thus increasing lift, thereby achieving the purpose of the aircraft flying to the left. It should be noted that the first actuator 3100 and the second actuator 3200 act simultaneously, and their output power is the same; the third actuator 3300 and the fourth actuator 3400 act simultaneously, and their output power is the same.

[0112] During the vertical takeoff and landing phase, if the aircraft flies to the right, the control stick command is mapped to a rightward movement rate. The control command is to increase the output power of the first actuator 3100 and the second actuator 3200 to increase lift; simultaneously, to decrease the output power of the third actuator 3300 and the fourth actuator 3400 to decrease lift, thereby achieving the purpose of the aircraft flying to the right. It should be noted that the first actuator 3100 and the second actuator 3200 act simultaneously, and their output power is the same; the third actuator 3300 and the fourth actuator 3400 act simultaneously, and their output power is the same.

[0113] During the vertical takeoff and landing phase, if the aircraft accelerates forward, the control stick command is mapped to the forward acceleration rate. The control command is to increase the output power of the second actuator 3200 and the fourth actuator 3400 to increase lift; at the same time, decrease the output power of the first actuator 3100 and the third actuator 3300 to decrease lift, thereby achieving the purpose of the aircraft accelerating forward.

[0114] It should be noted that the first actuator 3100 and the third actuator 3300 operate simultaneously and have the same output power; the third actuator 320 and the fourth actuator 3400 operate simultaneously and have the same output power.

[0115] During the vertical takeoff and landing phase, if the aircraft decelerates forward, the control stick command is mapped to the forward deceleration rate. The control command is to increase the output power of the first actuator 3100 and the third actuator 3300 to increase lift; at the same time, decrease the output power of the second actuator 3200 and the fourth actuator 3400 to decrease lift, thereby achieving the purpose of the aircraft decelerating forward.

[0116] It should be noted that the first actuator 3100 and the third actuator 3300 operate simultaneously and have the same output power; the third actuator 320 and the fourth actuator 3400 operate simultaneously and have the same output power.

[0117] In one embodiment, the current flight speed or flight altitude of the aircraft is obtained. 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 a transition phase.

[0118] During the transition phase, if the aircraft is climbing forward, the control stick commands are mapped to the forward acceleration rate and climb rate. The control commands simultaneously control the hovering propulsion system, the level flight propulsion system, and the aircraft control surfaces. Specifically, the output power of the level flight propulsion system is increased to increase the aircraft's forward speed, while the output power of the first actuator 3100, second actuator 3200, third actuator 3300, and fourth actuator 3400 of the hovering propulsion system is reduced. The aircraft control surfaces are then controlled to increase the aircraft's angle of attack, thereby enabling the aircraft to achieve the goal of climbing forward.

[0119] During the transition phase, if the aircraft is descending while flying forward, the control stick commands are mapped to the forward acceleration rate and descent rate. The control commands simultaneously control the hovering propulsion system, the level flight propulsion system, and the aircraft control surfaces. Specifically, the output power of the level flight propulsion system is reduced to decrease the aircraft's forward speed. The aircraft control surfaces are controlled to first increase and then decrease the aircraft's angle of attack. The output power of the first actuator 3100, the second actuator 3200, the third actuator 3300, and the fourth actuator 3400 in the hovering propulsion system is increased to enable the aircraft to achieve the purpose of forward descent.

[0120] During the transition phase, if the aircraft is flying forward to the left, the control stick command is mapped to the left roll rate. The control command is to simultaneously control the hovering power system and the aircraft control surfaces, control the first actuator 3100 and the second actuator 3200 of the hovering power system to reduce the output power and reduce the lift, control the third actuator 3300 and the fourth actuator 3400 of the hovering power system to increase the output power and increase the lift, and control the aircraft control surfaces to make the aircraft roll to the left to achieve the purpose of flying forward to the left.

[0121] During the transition phase, if the aircraft is flying right forward, the control stick command is mapped to the right roll rate. The control command is to simultaneously control the hovering power system and the aircraft control surfaces, control the first actuator 3100 and the second actuator 3200 of the hovering power system to increase the output power and increase lift, control the third actuator 3300 and the fourth actuator 3400 of the hovering power system to decrease the output power and decrease lift, and control the aircraft control surfaces to make the aircraft roll to the right to achieve the purpose of flying right forward.

[0122] During the transition phase, if the aircraft accelerates, the joystick command is for forward acceleration rate, and the control command is to simultaneously control the hovering propulsion system and the level flight propulsion system, controlling the output power of the hovering propulsion system and increasing the output power of the level flight propulsion system to achieve the purpose of accelerating forward flight. As the aircraft accelerates from the current flight speed to the threshold speed v2, the hovering propulsion system gradually disengages from control.

[0123] During the transition phase, if the aircraft decelerates, the joystick command is for the forward deceleration rate, and the control command is to simultaneously control the hovering propulsion system and the level flight propulsion system, controlling the output power of the hovering propulsion system and reducing the output power of the level flight propulsion system to achieve the purpose of forward deceleration and forward flight. As the aircraft decelerates from its current flight speed to the threshold speed v1, the hovering propulsion system gradually participates in the control.

[0124] In one embodiment, the current flight speed or flight altitude of the aircraft is obtained. If the flight speed of the aircraft is greater than v2 or the flight altitude is greater than h2, then the aircraft is in the level flight phase.

[0125] During the level flight phase, if the aircraft climbs, the control stick commands are mapped to pitch rate, and the control commands are to control the level flight propulsion system to increase output power and control the aircraft control surfaces to increase the aircraft's angle of attack, so as to make the aircraft climb.

[0126] During the level flight phase, if the aircraft descends, the control stick commands are mapped to the pitch rate, and the control commands are to control the level flight propulsion system to reduce the output power and control the aircraft control surfaces to reduce the aircraft's angle of attack, so as to make the aircraft descend.

[0127] During level flight, if the aircraft flies to the left, the control stick command is mapped to the left roll rate, and the control command is to control the level flight propulsion system and control the aircraft control surfaces to make the aircraft roll to the left so that the aircraft flies to the left.

[0128] During level flight, if the aircraft is flying to the right, the control stick command is mapped to the right roll rate, and the control command is to control the level flight propulsion system and control the aircraft control surfaces to make the aircraft roll to the right so that the aircraft flies to the right.

[0129] During level flight, if the aircraft accelerates forward, the control stick command is mapped to the forward acceleration rate, and the control command is to increase the output power of the level flight propulsion system to accelerate the aircraft.

[0130] During level flight, if the aircraft decelerates forward, the control stick command is mapped to the rate of deceleration, and the control command is to control the level flight propulsion system to reduce the output power so that the aircraft decelerates.

[0131] This invention combines the control methods of rotorcraft and fixed-wing aircraft, integrating the two different control methods in a vertical takeoff and landing fixed-wing aircraft to form a unified control method. This allows the operator to control the aircraft through the integrated method, thereby reducing the impact of the original control habits on the flight.

[0132] 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.

[0133] In this invention, the joystick commands are actually generated by the user through operation of the joystick. The user generates joystick commands by performing actions on the joystick, and these commands are used to achieve purposes such as acceleration, deceleration, climb, and descent of the aircraft. The joystick can include a left joystick and a right joystick, and the left and right joysticks can generate different joystick commands through corresponding actions.

[0134] The left joystick can generate joystick commands including climb rate, descent rate, forward acceleration rate, and forward deceleration rate through corresponding actions; while the right joystick can generate joystick commands including left traverse rate, right traverse rate, pitch rate, tilt rate, roll rate, and roll rate through corresponding actions.

[0135] See Figure 5 In one embodiment, the left control stick includes a first base 100, a control element 200, and a lift input structure. The control element 200 is movably mounted on the first base 100 and is used to control the forward speed of the aircraft. The movement of the control element 200 on the first base 100 is rotation or movement. In this embodiment, the movement of the control element 200 on the first base 100 is rotation. The lift input structure is integrated on the control element 200 and is used to control the lift of the aircraft in the altitude direction.

[0136] It should be noted that, in the above or following embodiments, unless otherwise specified, the "activity" of the manipulator 200 generally refers to rotation or movement, for example, in another embodiment... Figure 10As shown, the manipulator 200 moves on the first base 100 in a moving manner.

[0137] In some embodiments, see Figures 5 to 9 The control member 200 includes a first gripping part 210 and a connecting part 220 that are fixedly connected to each other. The connecting part 220 is rotatably disposed on the first base 100. The lifting input structure is a lifting input element 300, which is disposed on the first gripping part 210.

[0138] In other embodiments, see Figure 10 and Figure 11 The control member 200 includes a first gripping part 210 and a connecting part 220. The connecting part 220 is movably disposed on the first base 100. The first gripping part 210 can pitch and rotate relative to the connecting part 220. The lifting input structure is a pitch and rotation structure between the first gripping part 210 and the connecting part 220.

[0139] In some embodiments, see Figure 5 , Figure 11 The ascent / descent input structure is an ascent / descent input element 300, which has a first actuation part 310. The initial position of the first actuation part 310 is used as a second reference position. The first actuation part 310 includes a first actuation direction and a second actuation direction that move in different directions along the second reference position. The amount of actuation of the first actuation part 310 in the first actuation direction is related to the aircraft's climb parameters, and the amount of actuation of the first actuation part 310 in the second actuation direction is related to the aircraft's descent parameters. This type of left joystick only requires moving the first actuation part 310 to control the ascent / descent of the aircraft. During operation, the left joystick can be held, and the thumb can be used to control the movement of the first actuation part 310, which is ergonomic and convenient.

[0140] for example, Figure 5 In this system, the first control stick direction is the upward direction, and the control stick command is the climb rate, corresponding to the aircraft's climb. The second control stick direction is the downward direction, and the control stick command is the descent rate, corresponding to the aircraft's descent. The control experience is very intuitive.

[0141] It should be noted that the "parameter" in the climb and descent parameters here can be the rate of ascent or descent or the rate of change of the rate of ascent or descent.

[0142] In some embodiments, the elevation input element 300 is a pressable and toggleable potentiometer. The first toggle part 310 has two positions in the pressing direction: an initial position and a depressed position. When the first toggle part 310 is pressed to the depressed position, the aircraft's altitude trim is zeroed. At this time, the control element 200 integrates the function of zeroing the aircraft's altitude trim, and there is no need to switch modes when performing altitude trim zeroing, which also helps to reduce the probability of pilot error.

[0143] It should be noted that in actual implementation, the pressable and toggleable potentiometer can be an existing potentiometer, such as a three-state sensor. The specific structure is not an innovation of this disclosure and will not be elaborated here.

[0144] In this approach, the lift input element 300 is equivalent to controlling the hovering of the aircraft in the altitude direction. In other embodiments, if the lift input element 300 is not a pressable and fluctuating potentiometer (not shown), a hover button can be integrated into the control element 200. Pressing this hover button allows the aircraft to hover in the altitude direction. Of course, regardless of the method used, the aircraft needs to hover in the altitude direction during the transition from vertical takeoff and landing (VTOL) to level flight to achieve the smooth transition.

[0145] In some other embodiments (not shown), if the lifting input element 300 is neither a potentiometer nor a sensor, but a purely structural element, then the lifting input element 300 needs to be equipped with a first sensor (not shown). This first sensor is used to measure the amount of movement of the first actuating part 310 in a first actuating direction or a second actuating direction. In this case, the first sensor can be a rotary potentiometer, an angle encoder, or anything else that can directly or indirectly acquire the amount of movement of the first actuating part 310.

[0146] In some embodiments, if the lifting input structure is the pitch rotation structure between the first grip 210 and the connecting part 220 as described above, then a first sensor needs to be provided between the first grip 210 and the connecting part 220. In this case, the first sensor can also be a rotary potentiometer or an angle encoder, etc.

[0147] In some embodiments, see reference Figure 5 , Figure 9 The control element 200 is also equipped with a second sensor 500, which is used to measure the amount of movement of the control element 200 relative to the first base 100. In actual implementation, if the movement of the control element 200 relative to the first base 100 is rotation, the second sensor 500 can be a rotary potentiometer or an angle encoder, etc.; if the movement of the control element relative to the first base 100 is movement, the second sensor 500 can be a displacement sensor, a distance sensor, etc.

[0148] See also Figure 5 , Figure 9The first base 100 includes a base body 110 and a protective cover 120. The base body 110 has a panel. Most of the structure of the operating member 200 is exposed above the panel. The remaining structure of the operating member 200 passes through the panel and is located below the panel, and is covered by the protective cover 120. The second sensor 500 is also located inside the protective cover 120. The protective cover 120 can protect the second sensor 500 and other structures located inside the protective cover 120.

[0149] In some embodiments, see reference Figures 5 to 9 The rotation position of the control element 200 includes a first reference position, and the rotation direction of the control element 200 includes a first rotation direction and a second rotation direction that rotate in different directions along the first reference position; wherein, the amount of rotation of the control element 200 in the first rotation direction is associated with the increment of the aircraft's forward speed, and the amount of rotation of the control element 200 in the second rotation direction is associated with the decrease of the aircraft's forward speed.

[0150] For example, the first rotation direction can be the direction that pushes the control element 200 forward, with the control stick commanding an acceleration rate; the second rotation direction can be the direction that pulls the control element backward, with the control stick commanding a deceleration rate. In other words, pushing the control element 200 forward increases the aircraft's forward speed, while pulling it back decreases it, making control easier. Of course, in actual implementation, the first and second rotation directions 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 control stick.

[0151] In other embodiments, see Figure 10 , Figure 11 The movement position of the control element 200 includes a first reference position, and the movement direction of the control element 200 includes a first movement direction and a second movement direction, which move in different directions along the first reference position. The amount of movement of the control element 200 in the first movement direction is associated with an increase in the aircraft's forward speed, and the amount of movement of the control element 200 in the second movement direction is associated with a decrease in the aircraft's forward speed. For ease of understanding, the first movement direction can be the direction that pushes the control element 200 forward, and the second movement direction can be the direction that pulls the control stick backward.

[0152] Figure 11 In this context, the corresponding lifting input structure is a structure in which the first gripping part 220 can tilt and rotate relative to the connecting part 220. Figure 10 In this context, the corresponding lifting input structure is the lifting input element 300 integrated on the control element 200.

[0153] It should be noted that, generally, if the control element 200 is rotatably mounted on the first base, the corresponding lifting input structure will not adopt the aforementioned pitch structure, because such a method may cause erroneous operation.

[0154] In some embodiments, see reference Figures 5 to 9 The first base 100 is also equipped with a locking mechanism 400. The locking position of the control member 200 when it moves from the first reference position to the second direction of movement includes a first locking position. When the control member 200 moves in the second direction under the action of an external force, the control member 200 is locked in the first locking position by the locking mechanism 400. With this structure, if the forward speed is reduced during the flight of the aircraft, the control member 200 can be rotated or moved in the second direction of movement.

[0155] In some embodiments, see reference Figures 5 to 9 The locking position of the operating member 200 moving from the first reference position to the second moving direction also includes a second locking position. The first locking position is located between the second locking position and the first reference position. The locking mechanism 400 includes a stop member 410 and an elastic member. The stop member 410 is movably disposed on the first base 100. The moving position of the stop member 410 includes a normal position and a limit position. The movement of the stop member 410 on the first base 100 is rotation or movement. The elastic member is used to provide an elastic force to keep the stop member 410 in the normal position. The operating member 200 is provided with a force-applying part 230 for contacting the stop member 410.

[0156] When the operating member 200 is in the first locking position, the force-applying part 230 contacts the stop member 410, and the stop member 410 is in the normal position; when the operating member 200 moves from the first locking position to the second locking position under the action of external force, overcoming the elastic force, the force-applying part 230 pushes the stop member 410 to the limit position; when the operating member 200 is in the second locking position, the stop member 410 is locked in the limit position, and the force-applying part 230 is locked.

[0157] This structure allows for increased control force if the aircraft's forward speed fails to decrease to the expected speed after reaching the first locking position. This causes the control element 200 to rotate or move towards the second locking position, further reducing the forward speed. This process can be performed when the obstacle ahead is relatively close, similar to emergency braking, which helps improve the safety of the aircraft's flight.

[0158] For ease of understanding, in some embodiments, the references are made in conjunction with the following: Figures 5 to 9The operating member 200 is rotatably mounted on the first base 100, and the force-applying part 230 protrudes from the operating member 200; the stop member 410 is rotatably mounted on the first base 100, and the stop member 410 has a first stop surface 411 and a locking groove 412. The first stop surface 411 and the locking groove 412 are adjacent. At this time, the elastic member can be a torsion spring.

[0159] When the operating member 200 is in the first locking position, the force-applying part 230 abuts against the first stop surface 411; when the operating member 200 moves from the first locking position to the second locking position, the force-applying part 230 slides into the locking groove relative to the first stop surface 411; when the operating member 200 is in the second locking position, the force-applying part 230 is stuck in the locking groove 412. If the pressure applied to the operating member 200 is stopped, the force-applying part 230 is still limited in the locking groove 412 under the action of the elastic member.

[0160] It should be noted that, although Figures 5 to 9 The example only illustrates a configuration where the operating member 200 is rotatably mounted on the first base 100, and the stop member 410 is also rotatably mounted on the first base 100. In actual implementation, the following configurations are not excluded: the operating member 200 is movably mounted on the first base 100, and the stop member 410 is movably mounted on the first base 100; the operating member 200 is rotatably mounted on the first base 100, and the stop member 410 is movably mounted on the first base 100; the operating member 200 is movably mounted on the first base 100, and the stop member 410 is rotatably mounted on the first base 100.

[0161] In some embodiments, Figure 5 In this configuration, the force-applying part 230 is disposed on the connecting part 220, so that the force-applying part is relatively far away from the gripping part 210, thus avoiding any adverse effect of the force-applying part 230 on the gripping action.

[0162] In some embodiments, the stop member 410 is further provided with an unlocking part 420 for applying an unlocking torque to the elastic member. Of course, in actual implementation, the unlocking part may not be provided, and the stop member may be moved directly, but the method of providing the unlocking part is obviously more convenient and less strenuous for unlocking operations.

[0163] See also Figures 12 to 15 , Figure 17 , Figure 18In one embodiment, the right 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 or rotate relative to the second base 600 in a first direction and to move or rotate relative to the second base 600 in a second direction. The change in the control joystick 700 with the movement or rotation 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 or rotation of the second lower pair is related to the pitch attitude of the aircraft. The control joystick 700 is also provided with a yaw control structure for controlling the heading of the aircraft.

[0164] When using the right control stick of this type of aircraft to control the vertical take-off and landing fixed-wing aircraft, applying force to the control stick 700 in the first direction controls the roll of the aircraft, applying force to the control stick 700 in the second direction controls the pitch of the aircraft, and the yaw control structure controls the yaw of the aircraft.

[0165] It should be noted that the left control stick and the right control stick of the aircraft in the above and below embodiments can be used to control both unmanned aircraft and manned aircraft.

[0166] The following will illustrate the specific implementation of the yaw control structure with examples:

[0167] In some embodiments, see reference Figures 12 to 15 , Figure 17 The yaw control structure includes a yaw input element integrated on the control joystick 700. The yaw input element has a second actuation part 810. With the initial position of the second actuation part 810 as a reference position, the second actuation part 810 includes a third actuation direction and a fourth actuation direction that are actuated in different directions along the reference position. The amount of actuation of the second actuation part in the third actuation direction is associated with the left yaw speed, left yaw acceleration, or left yaw angle of the aircraft when yawing to the left. The amount of actuation of the second actuation part in the fourth actuation direction is associated with the right yaw speed, right yaw acceleration, or right yaw angle of the aircraft when yawing to the right.

[0168] The right control stick of this aircraft can be used to control the yaw attitude by simply moving the second actuation part 810. During operation, the right control stick can be held and the second actuation part 810 can be moved by the thumb, which is ergonomic and easy to operate.

[0169] In some embodiments, the yaw input element is a pressable and toggleable potentiometer, and the second toggle part 810 has an initial position and a depressed position in the pressing direction. When the second toggle part is pressed to the depressed position, the yaw trim of the aircraft is zeroed.

[0170] At this time, the right control stick integrates the function of zeroing the aircraft's yaw trim. There is no need to switch modes when performing yaw trim zeroing, which also helps to reduce the chance of pilot error.

[0171] It should be noted that in actual implementation, the pressable and toggleable potentiometer can be an existing potentiometer, such as a three-state sensor. The specific structure is not an innovation of this disclosure and will not be elaborated here.

[0172] In other embodiments, the yaw input element may also be a dial or knob rotatably mounted on the control joystick 700. The control joystick 700 is equipped with a sensor for measuring the rotation angle of the dial or knob. The data collected by the sensor is used to correlate the yaw parameters of the aircraft for yaw control.

[0173] In some embodiments, the third and fourth directions of movement are opposite to each other. For example, the third direction of movement is to the left, and the fourth direction is to the right. In practice, the third and fourth directions of movement can also correspond to other directions. For example, the third direction of movement can be to the right, and the fourth direction can be to the left; or the third direction of movement can be upward or downward, and the fourth direction can correspond to upward or downward movement. Of course, the actual direction of movement of the third and fourth directions should preferably be as consistent as possible with the existing control handles to facilitate quick adaptation by the pilot.

[0174] In some other embodiments, see also Figure 18 The joystick 700 includes a connecting rod portion 710 and a second grip portion 720 connected together. A connecting joint 900 is disposed between the second base 600 and the connecting rod portion 710. The second grip portion 720 is capable of rotating relative to the connecting rod portion 710 in a third direction. The rotation angle of the second grip portion 720 relative to the connecting rod portion 710 is related to the yaw attitude of the aircraft.

[0175] The right control stick of this aircraft can be rotated in a third direction to control the yaw attitude, which is convenient.

[0176] For example, in some embodiments, the third direction refers to the direction in which the second grip 720 rotates relative to the link 710. When performing yaw attitude control, by simply twisting the second grip 720 while holding it, yaw attitude control can be achieved, which is ergonomic.

[0177] In some embodiments, a first acquisition element is provided between the second grip portion 720 and the connecting rod portion 710 for measuring the rotation angle 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.

[0178] The yaw control structure in the above embodiments can be selected according to actual needs. The following embodiments will describe the first and second lower pairs, that is, detail how to control the roll and pitch attitude:

[0179] In some embodiments, the joystick 700 is further configured with a third sensor 320, which measures the amount of change in the joystick 700 as the first lower pair moves or rotates.

[0180] It should be noted that the change in the movement or rotation of the first lower joint can be divided into two cases. If the first lower joint is a prismatic joint, then the change represents the change in the stroke of the joystick 700 relative to the second base along the first direction. If the first lower joint is a revolute joint, then the change represents the rotation angle of the joystick 700 relative to the second base along the first direction. In actual implementation, the third sensor 720 can be a rotary potentiometer, an angle encoder, etc., as long as it can directly or indirectly acquire the change in the stroke or rotation angle of the joystick 700 along the first direction.

[0181] In some embodiments, the joystick 700 is further configured with a fourth sensor 730, which measures the amount of change in the joystick 700 as the second lower pair moves or rotates.

[0182] It should be noted that the change in the movement or rotation of the second lower joint can also be divided into two cases. If the second lower joint is a prismatic joint, then the change represents the travel change of the joystick 700 relative to the second base along the second direction. If the second lower joint is a revolute joint, then the change represents the rotation angle of the joystick 700 relative to the second base along the second direction. In actual implementation, the fourth sensor 730 can be a rotary potentiometer or an angle encoder, as long as it can directly or indirectly acquire the travel change or rotation angle of the joystick 700 along the second direction.

[0183] In some embodiments, the first lower pair is a lateral rotary pair or a lateral prismatic pair; the second lower pair is a longitudinal rotary pair or a longitudinal prismatic pair.

[0184] In other words, given that the first direction is horizontal and the second direction is vertical, there are four possible scenarios in actual implementation: the first is that both the first and second lower pairs are revolute joints; the second is that both the first and second lower pairs are prismatic joints; the third is that the first lower pair is a revolute joint and the second lower pair is a prismatic joint; and the fourth is that the first lower pair is a prismatic joint and the second lower pair is a revolute joint.

[0185] It should be noted that, for the pilot operating the right 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.

[0186] For ease of understanding, when using the right control stick shown in the figure to control the aircraft's attitude, holding the second grip 720 and shaking the control stick 700 to the left or right will cause the control stick 700 to move to the left or right accordingly, and the third sensor 820 can measure the corresponding rotation angle; shaking the control stick 700 forward or backward will cause the control stick 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.

[0187] 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.

[0188] In some embodiments, see reference Figures 13 to 15The 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.

[0189] 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.

[0190] In some embodiments, see Figure 14 , Figure 15 The 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 14 In the middle, the torsion groove 921a is provided on the second rotating member 920.

[0191] In some embodiments, see Figure 14 and Figure 15The 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.

[0192] In some embodiments, see Figure 14 , Figure 15 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.

[0193] In some embodiments, see Figure 16 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.

[0194] Figure 19 This is a block diagram illustrating a control device for a vertical takeoff and landing fixed-wing aircraft, as shown in an exemplary embodiment of this application. The system can be applied to... Figure 1 The implementation environment shown is specifically configured in a terminal device. This device 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.

[0195] like Figure 19 As shown, this application provides a control device for a vertical takeoff and landing fixed-wing aircraft, the device comprising:

[0196] The flight phase determination module 1910 is used to obtain the current flight speed of the aircraft and determine the flight phase of the aircraft based on the current flight speed.

[0197] The joystick command acquisition module 1920 is used to acquire joystick commands, which are generated by the joystick.

[0198] The instruction generation module 1930 is used to generate corresponding control instructions based on the flight phase and the joystick instructions. The control instructions are used to instruct the actuators to perform corresponding actions.

[0199] The control module 1940 is used to send control commands to the aircraft, causing the actuators to execute the control commands in order to control the aircraft's flight; the actuators include the hovering power system, the aircraft control surfaces, and the level flight power system.

[0200] It should be noted that the control device for the vertical takeoff and landing fixed-wing aircraft provided in the above embodiments and the control method for the aircraft 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 control device for the vertical takeoff and landing fixed-wing aircraft 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.

[0201] 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 one or more processors, cause the electronic device to implement the aircraft control methods provided in the above embodiments.

[0202] Embodiments of this application also provide an aircraft, including:

[0203] The aircraft itself, and

[0204] The control device of the vertical takeoff and landing fixed-wing aircraft is installed on the aircraft body.

[0205] Figure 20 A schematic diagram of a computer system suitable for implementing the embodiments of this application is shown. It should be noted that... Figure 20 The computer system 2000 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.

[0206] like Figure 20As shown, the computer system 2000 includes a Central Processing Unit (CPU) 2001, which can perform various appropriate actions and processes based on programs stored in Read-Only Memory (ROM) 2002 or programs loaded from Storage Unit 2008 into Random Access Memory (RAM) 2003, such as performing the methods described in the above embodiments. Various programs and data required for system operation are also stored in RAM 2003. The CPU 2001, ROM 2002, and RAM 2003 are interconnected via bus 2004. An Input / Output (I / O) interface 2005 is also connected to bus 2004.

[0207] The following components are connected to I / O interface 2005: an input section 2006 including a keyboard, mouse, etc.; an output section 2007 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 2008 including a hard disk, etc.; and a communication section 2007 including a network interface card such as a LAN (Local Area Network) card, modem, etc. The communication section 2007 performs communication processing via a network such as the Internet. A drive 2010 is also connected to I / O interface 2005 as needed. Removable media 2011, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., are installed on drive 2010 as needed so that computer programs read from them can be installed into storage section 2008 as needed.

[0208] 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 2 The computer program for the method shown. In such an embodiment, the computer program can be downloaded and installed from a network via communication section 2009, and / or installed from removable media 2011. When the computer program is executed by central processing unit (CPU) 2001, it performs various functions defined in the system of this application.

[0209] 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.

[0210] 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.

[0211] 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.

[0212] 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.

[0213] 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.

[0214] 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 control method for an aircraft, characterized in that, The method includes: The current flight speed or current flight altitude of the aircraft is obtained, and the flight stage of the aircraft is determined based on the current flight speed or current flight altitude; the flight stage includes: vertical takeoff and landing stage, transition stage, and level flight stage; Obtain joystick commands, which are generated via the joystick; After determining the current flight phase of the aircraft, corresponding control commands are generated by combining the joystick commands; the corresponding control commands are generated based on the flight phase and the joystick commands, and the control commands are used to instruct the actuators to perform corresponding actions; the control commands are generated based on the flight phase, joystick commands, and a pre-established command mapping table; wherein, the correspondence between the flight phase, joystick commands, and control commands is pre-established in the command mapping table. The control command is sent to the aircraft, causing the actuator to execute the control command to control the flight of the aircraft; wherein the actuator includes a hovering propulsion system, an aircraft control surface, and a level flight propulsion system; During the vertical takeoff and landing phase. If the aircraft climbs, the joystick commands are mapped to the climb rate; If the aircraft descends, the joystick commands are mapped to the descent rate; During the conversion phase, If the aircraft is climbing forward, the control stick commands are mapped to the forward acceleration rate and climb rate, and the control surfaces of the aircraft are used to increase the aircraft's angle of attack. If the aircraft is flying forward and descending, the control stick commands are mapped to the forward acceleration rate and descent rate, and the control surfaces of the aircraft are used to make the angle of attack of the aircraft first increase and then decrease. During the level flight phase, If the aircraft climbs, the joystick commands are mapped to pitch rate. If the aircraft descends, the joystick commands are mapped to pitch rate.

2. The control method for an aircraft according to claim 1, characterized in that, The joystick commands include the climb rate, descent rate, left traverse rate, right traverse rate, forward acceleration rate, forward deceleration rate, pitch rate, pitch rate, roll rate, and roll rate.

3. The control method for an aircraft according to claim 1, characterized in that, Determining the flight stage of the aircraft based on its current speed or altitude includes: The current flight stage of the aircraft is obtained based on the current flight speed and a pre-established first association list; wherein, the first association list is used to represent the mapping relationship between flight speed and flight stage; Alternatively, the current flight stage of the aircraft can be obtained based on the current flight altitude and a pre-established second association list; wherein the second association list is used to represent the mapping relationship between flight altitude 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.

4. The control method for an aircraft according to claim 3, characterized in that, The hovering power system includes a first actuator, a second actuator, a third actuator, and a fourth actuator 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 aircraft's center of gravity, and the third and fourth actuators are located to the right of the aircraft's center of gravity. Along the aircraft's flight direction, the first actuator is located in front of the aircraft's center of gravity, the second actuator is located behind the aircraft's center of gravity, the third actuator is located in front of the aircraft's center of gravity, and the fourth actuator is located behind the aircraft's center of gravity.

5. The control method for an aircraft according to claim 4, characterized in that, During the vertical takeoff and landing phase. If the aircraft climbs, the joystick command is mapped to the climb rate, and the control command is to simultaneously increase the output power of the first actuator, the second actuator, the third actuator, and the fourth actuator; If the aircraft descends, the joystick command is mapped to the descent rate, and the control command is to simultaneously reduce the output power of the first actuator, the second actuator, the third actuator, and the fourth actuator.

6. The control method for an aircraft according to claim 4, characterized in that, During the conversion phase, If the aircraft is climbing forward, the control stick commands are mapped to the forward acceleration rate and the climb rate. The control commands are to increase the output power of the level flight propulsion system, increase the forward flight speed of the aircraft, decrease the output power of the hovering propulsion system, and control the aircraft control surfaces to increase the aircraft's angle of attack, so that the aircraft can climb. If the aircraft is flying forward and descending, the control stick commands are mapped to the forward acceleration rate and descent rate. The control commands are to reduce the output power of the level flight propulsion system, reduce the forward flight speed of the aircraft, control the aircraft control surfaces to make the aircraft angle of attack first increase and then decrease, and increase the output power of the hovering propulsion system to make the aircraft descend. If the aircraft flies forward to the left, the control stick command is mapped to the left roll rate. The control command is to reduce the output power of the first and second actuators of the hovering power system, increase the output power of the third and fourth actuators of the hovering power system, and control the aircraft control surfaces to make the aircraft roll to the left. If the aircraft flies forward to the right, the control stick command is mapped to the right roll rate. The control command is to increase the output power of the first and second actuators of the hovering power system, decrease the output power of the third and fourth actuators of the hovering power system, and control the aircraft's control surfaces to make the aircraft roll to the right.

7. The control method for an aircraft according to claim 4, characterized in that, During the level flight phase, If the aircraft climbs, the control stick command is mapped to the pitch rate, and the control command is to control the aircraft control surfaces to increase the aircraft's angle of attack and increase the output power of the level flight propulsion system. If the aircraft descends, the control stick command is mapped to the pitch rate, and the control command is to control the aircraft control surfaces to reduce the aircraft's angle of attack and reduce the output power of the level flight propulsion system. If the aircraft flies to the left, the control stick command is mapped to the left roll rate, and the control command is to control the aircraft's control surfaces to make the aircraft roll to the left. If the aircraft flies to the right, the control stick command is mapped to the right roll rate, and the control command is to control the aircraft's control surfaces to make the aircraft roll to the right. If the aircraft accelerates forward, the joystick command is mapped to the forward acceleration rate, and the control command increases the output power of the level flight propulsion system; If the aircraft decelerates forward, the control stick command is mapped to the forward deceleration rate, and the control command is to reduce the output power of the level flight propulsion system.

8. A control system for an aircraft, characterized in that, The control includes: The flight phase determination module is used to obtain the current flight speed of the aircraft and determine the flight phase of the aircraft based on the current flight speed; 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, which are generated by the joystick. The instruction generation module is used to generate corresponding control instructions based on the flight phase and the joystick instructions, and the control instructions are used to instruct the actuator to perform corresponding actions. A control module is used to send the control commands to the aircraft, causing the actuators to execute the control commands to control the flight of the aircraft; wherein, the actuators include a hovering propulsion system, aircraft control surfaces, and a level flight propulsion system; Based on the flight phase, joystick commands, and a pre-established command mapping table, control commands are generated; wherein, the correspondence between flight phase, joystick commands, and control commands is pre-established in the command mapping table. During the vertical takeoff and landing phase. If the aircraft climbs, the joystick commands are mapped to the climb rate; If the aircraft descends, the joystick commands are mapped to the descent rate; During the conversion phase, If the aircraft is climbing forward, the control stick commands are mapped to the forward acceleration rate and climb rate, and the control surfaces of the aircraft are used to increase the aircraft's angle of attack. If the aircraft is flying forward and descending, the control stick commands are mapped to the forward acceleration rate and descent rate, and the control surfaces of the aircraft are used to make the angle of attack of the aircraft first increase and then decrease. During the level flight phase, If the aircraft climbs, the joystick commands are mapped to pitch rate. If the aircraft descends, the joystick commands are mapped to pitch rate.

9. An aircraft, characterized in that, include: The aircraft itself, and The control system of the aircraft as described in claim 8 is installed on the aircraft body.

10. 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 control method for the aircraft according to any one of claims 1 to 7.

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