Flight control method, device and aircraft

Abstract

This application provides a flight control method, device, and aircraft. The method is applied to an aircraft comprising a first propeller and a second propeller, wherein the first propeller is positioned above the second propeller and has a pitch smaller than the pitch of the second propeller. The method comprises: obtaining an operating mode of the aircraft; and controlling the rotation of the first propeller and / or the second propeller according to the operating mode to control the flight of the aircraft. The technical solution of this application controls the rotation of the first propeller and the second propeller to maintain optimal power efficiency in different operating modes.

Description

Technical Field

[0001] The present application relates to the field of aircraft technology, and in particular to a flight control method, device, and aircraft. Background Art

[0002] A vertical fixed-wing drone is a relatively common aircraft that can take off in place through rotor mode (vertical takeoff) and achieve long-distance endurance through fixed-wing mode (cruise). In fixed-wing mode, the aircraft's flight speed is faster, the incoming airflow is mainly in the horizontal direction, and the wind volume is sufficient (i.e., the wind volume is replenished quickly), and the propeller efficiency is high. In rotor mode, the aircraft's ascent speed is slower, the incoming airflow is smaller (i.e., the wind volume is replenished slowly), and the propeller efficiency is lower. At this time, if the propeller rotates too fast and the wind volume is not replenished in time, it will cause the propeller to stall, affecting the stability of the aircraft.

[0003] In view of this, how to keep the aircraft's propellers at optimal power efficiency under different working modes has become a technical problem that needs to be solved urgently. Summary of the Invention

[0004] In view of this, embodiments of the present application provide a flight control method, device, and aircraft, which can enable the propeller of the aircraft to maintain an optimal power efficiency state in different operating modes.

[0005] In a first aspect, an embodiment of the present application provides a flight control method, wherein an aircraft includes a first propeller and a second propeller, the first propeller is located above the second propeller, and the pitch of the first propeller is smaller than the pitch of the second propeller. The method includes: obtaining an operating mode of the aircraft; and controlling the rotation of the first propeller and / or the second propeller according to the operating mode to control the flight of the aircraft.

[0006] In certain embodiments of the present application, the operating mode is a rotor mode, wherein the rotation of the first propeller and / or the second propeller is controlled according to the operating mode to control the flight of the aircraft, including: controlling the second propeller to rotate, and controlling the first propeller to rotate according to the rotor mode to generate a downward supplementary airflow to reduce the angle of attack of the second propeller to control the aircraft to rise.

[0007] In certain embodiments of the present application, the operating mode is a fixed-wing mode, and the second propeller is fixedly connected to the first rotor rod, wherein the rotation of the first propeller and / or the second propeller is controlled according to the operating mode to control the flight of the aircraft, including: controlling the second propeller to rotate, and controlling the first propeller to stop rotating according to the fixed-wing mode, and rotating the first rotor rod by a preset angle so that the rotation plane of the second propeller is not parallel to the horizontal plane, so as to control the aircraft to move forward smoothly.

[0008] In a second aspect, an embodiment of the present application provides an aircraft, comprising a first pitch-changing mechanism, the first pitch-changing mechanism comprising a first propeller and a second propeller, the first propeller being located above the second propeller, and the pitch of the first propeller being smaller than the pitch of the second propeller.

[0009] In some embodiments of the present application, the number of the first propeller is 1, and the number of the second propeller is 2.

[0010] In some embodiments of the present application, the distances between the rotation centers of the two second propellers and the rotation center of the first propeller are equal.

[0011] In certain embodiments of the present application, a tilt mechanism is further included, the tilt mechanism includes a first rotor rod, and the two second propellers are respectively fixedly connected to the two ends of the first rotor rod.

[0012] In certain embodiments of the present application, the tilt mechanism also includes a tilt motor, a first gear, a second gear and a transmission device, the first gear is mounted on the first rotor rod, the second gear is located on the tilt motor, one end of the transmission device is mounted on the first gear, and the other end is mounted on the second gear to drive the first rotor rod to rotate.

[0013] In certain embodiments of the present application, an obstacle avoidance device is provided on the first rotor rod, and the obstacle avoidance device includes a radar.

[0014] In certain embodiments of the present application, a second pitch-changing mechanism is further included. The second pitch-changing mechanism includes a third propeller and a fourth propeller. The third propeller is located above the fourth propeller, and the pitch of the third propeller is smaller than the pitch of the fourth propeller.

[0015] In certain embodiments of the present application, the first pitch changing mechanism and the second pitch changing mechanism are respectively fixed to the two ends of the fuselage, wherein the number of the third propeller in the second pitch changing mechanism is 1, and the number of the fourth propeller is 2.

[0016] In certain embodiments of the present application, a second rotor rod is further included, and the two fourth propellers are fixedly connected to both ends of the second rotor rod, and the second rotor rod is fixed to the other end of the fuselage opposite to the first rotor rod.

[0017] In certain embodiments of the present application, the first pitch changing mechanism includes a pitch changing motor and an electric regulator, one side of the pitch changing motor is fixedly connected to the first propeller or the second propeller, and the other side is fixedly connected to the electric regulator, and the electric regulator is fixedly connected to the first rotor rod; the second pitch changing mechanism includes a pitch changing motor and an electric regulator, one side of the pitch changing motor is fixedly connected to the third propeller or the fourth propeller, and the other side is fixedly connected to the electric regulator, and the electric regulator is fixedly connected to the second rotor rod.

[0018] In certain embodiments of the present application, a controller is further included for obtaining the operating mode of the aircraft and controlling the first propeller and the third propeller according to the operating mode, and / or controlling the rotation of the second propeller and the fourth propeller to control the flight of the aircraft.

[0019] In a third aspect, an embodiment of the present application provides a flight control device, comprising: an acquisition module for acquiring an operating mode of an aircraft; and a control module for controlling the rotation of a first propeller and / or a second propeller according to the operating mode to control the flight of the aircraft.

[0020] In a fourth aspect, an embodiment of the present application provides an aircraft, comprising: a processor; and a memory for storing processor-executable instructions, wherein the processor is used to execute the flight control method described in the first aspect above.

[0021] In a fifth aspect, an embodiment of the present application provides a computer-readable storage medium, which stores a computer program, and the computer program is used to execute the flight control method described in the first aspect above.

[0022] The embodiments of the present application provide a flight control method, device, and aircraft. By setting a first propeller and a second propeller, the first propeller and the second propeller are controlled to rotate according to different working modes, and the angle of attack of the propeller is adjusted aerodynamically, so that each propeller can achieve the best power efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a flowchart of a flight control method provided by an exemplary embodiment of the present application.

[0024] Figure 2 It is a schematic structural diagram of an aircraft provided by an exemplary embodiment of the present application.

[0025] Figure 3 It is a flowchart of a flight control method provided by another exemplary embodiment of the present application.

[0026] Figure 4 It is a structural schematic diagram of a first pitch-changing mechanism and a tilting mechanism of an aircraft provided by an exemplary embodiment of the present application.

[0027] Figure 5 It is a structural schematic diagram of a first pitch-changing mechanism and a tilting mechanism of an aircraft provided by another exemplary embodiment of the present application.

[0028] Figure 6 It is a structural schematic diagram of a flight control device provided by an exemplary embodiment of the present application.

[0029] Figure 7It is a block diagram of an aircraft provided by an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0030] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0031] In the prior art, to ensure consistent propeller efficiency in different aircraft operating modes (e.g., rotor and fixed-wing modes), a pitch-variable mechanism is typically installed on the aircraft to adjust the pitch structure. For example, the pitch-variable mechanism changes the pitch of the propeller blades to achieve switching between fixed-wing and rotor modes. However, such pitch-variable mechanisms not only increase the weight of the aircraft platform but also reduce its reliability, impacting the smooth operation of the aircraft.

[0032] Figure 1 It is a flowchart of a flight control method provided by an exemplary embodiment of the present application. Figure 1 The method is executed by a computing device of an aircraft, such as a flight control module.

[0033] In one embodiment, the aircraft includes a first propeller and a second propeller, the first propeller is located above the second propeller, and the pitch of the first propeller is smaller than the pitch of the second propeller.

[0034] Specifically, see Figure 2 The aircraft may include a first pitch-changing mechanism, which may include a first propeller 11 and a second propeller 12. The first propeller 11 is located above the second propeller 12. The pitch of the first propeller is smaller than the pitch of the second propeller, that is, the propeller with a smaller pitch is located above the propeller with a larger pitch.

[0035] It should be noted that a large-pitch propeller is prone to stall when there is insufficient incoming flow, thereby reducing the stability of the aircraft. Therefore, the embodiment of the present application arranges the small-pitch propeller above the large-pitch propeller to increase the incoming flow to the large-pitch propeller below, that is, to supplement a certain amount of wind to the large-pitch propeller below.

[0036] The number of the second propellers 12 can be two. In order to facilitate the uniform supplementation of the required airflow (i.e., the supplementary airflow described in the following embodiment) to the two second propellers 12, the first propeller 11 can be arranged just above the midpoint of the line connecting the two second propellers 12, i.e., the distance between the rotation centers of the two second propellers 12 and the rotation center of the first propeller 11 is equal, for example, see Figure 2 .

[0037] It should be noted that the specific structural details of the aircraft can be found in the description of the following embodiments. To avoid repetition, they will not be described here.

[0038] like Figure 1 As shown, the flight control method can be executed by a flight control module of an aircraft, and the flight control method includes the following contents.

[0039] 110: Get the aircraft's operating mode.

[0040] Specifically, the operating mode of the aircraft can be a rotor mode, a fixed-wing mode, or a spraying mode when the aircraft is performing a spraying operation (e.g., spraying pesticides). The embodiments of this application do not specifically limit the operating mode. The rotor mode is used to achieve vertical lift of the aircraft in place, and the fixed-wing mode (i.e., cruise) is used to achieve long-distance endurance of the aircraft.

[0041] In one example, an aircraft can communicate with an external terminal, such as a mobile phone or a flight controller, for controlling the aircraft. The aircraft's flight control module can determine the aircraft's operating mode by receiving control commands from the external terminal. For example, when the aircraft's flight control module receives a takeoff command from the external terminal, it can determine that the aircraft's operating mode is rotor mode.

[0042] In another example, the aircraft may include a detection device. When the detection device detects that the aircraft has risen vertically to a certain height, it can send a switching instruction to the flight control module, so that the aircraft automatically switches the current rotor mode to the fixed-wing mode. The embodiment of the present application does not specifically limit the method for determining the working mode of the aircraft.

[0043] 120: Control the rotation of the first propeller and / or the second propeller according to the working mode to control the flight of the aircraft.

[0044] Specifically, the rotation timing of the first propeller and the second propeller of the aircraft is different in different working modes. In rotor mode, the aircraft's ascent speed is slow and the incoming airflow is small (i.e., the wind volume replenishment is slow), and it is necessary to use the first propeller to generate supplementary airflow to the second propeller below. Therefore, in rotor mode, the first propeller and the second propeller of the aircraft need to rotate. In fixed-wing mode, the aircraft's flight speed is fast and the incoming airflow is sufficient (i.e., the wind volume replenishment is sufficient). At this time, there is no need to use the first propeller to supplement the airflow. Therefore, in fixed-wing mode, the first propeller of the aircraft stops rotating, and only the second propeller needs to rotate to ensure sufficient power for forward flight.

[0045] In one embodiment, the operating mode may be a rotor mode. The aircraft's flight control module may control the rotation of the first and second propellers based on the rotor mode. When the first propeller begins to rotate, it generates a downward supplemental airflow, increasing the airflow to the second propeller below. Based on the supplemental airflow and the ambient airflow surrounding the aircraft, the angle of attack of the second propeller is reduced to control the aircraft's lift.

[0046] In another embodiment, the working mode may be a fixed-wing mode. In the fixed-wing mode, since the aircraft flies at a high speed, the incoming airflow is mainly in the horizontal direction and the wind volume is sufficient. Therefore, the flight control module of the aircraft can control the first propeller to stop rotating and control the second propeller to rotate in the fixed-wing mode. At the same time, the first rotor rod (see Figure 2 The first rotor rod 21 is tilted forward and rotated at a preset angle so that the rotation plane of the second propeller is not parallel to the horizontal plane, thereby allowing the second propeller to provide power for forward flight.

[0047] The second propeller 12 can be fixedly connected to the first rotor rod, for example, see Figure 2 The two second propellers 12 can be fixedly connected to the two ends of the first rotor rod 21 respectively, and the rotation of the first rotor rod 21 drives the second propellers 12 to rotate at a preset angle accordingly.

[0048] It should be noted that the spraying mode and the rotor mode of the aircraft have the same working principle, and both require controlling the first propeller to rotate to maintain a larger incoming flow.

[0049] It should be understood that the embodiments of the present application change the direction of the incoming flow after the combined force of multiple airflows by adding downward supplementary airflow, thereby changing the angle between the incoming flow and the propeller chord (i.e., the angle of attack). In addition, the embodiments of the present application are applicable to all vertical take-off and landing tilt-rotor drones.

[0050] It can be seen from this that the embodiment of the present application sets up the first propeller and the second propeller to control the rotation of the first propeller and the second propeller according to different working modes, and uses aerodynamic methods to adjust the angle of attack of the propeller, so that each propeller can achieve the best power efficiency.

[0051] Figure 3 It is a flowchart of a flight control method provided by another exemplary embodiment of the present application. Figure 3 The embodiment is Figure 1 The examples of the embodiments will not be repeated here, and the differences will be described in detail. Figure 3 As shown, the flight control method includes the following contents.

[0052] 310: Get the aircraft's operating mode.

[0053] 320: Control the second propeller to rotate, and control the first propeller to rotate according to the rotor mode, to generate a downward supplementary airflow to reduce the angle of attack of the second propeller, so as to control the aircraft to rise.

[0054] In one embodiment, the operating mode is a rotor mode.

[0055] Specifically, when the aircraft is in rotor mode, the flight control module of the aircraft controls the rotation of the first and second propellers. When the first propeller starts to rotate, it generates a downward supplementary airflow, that is, it supplements the air volume to the second propeller below, thereby washing the second propeller below.

[0056] The supplementary airflow generated by the rotation of the first propeller combines with the wind direction of the environment in which the aircraft is located, causing the direction of the incoming flow of the second propeller to change, and the angle between the driving incoming flow and the chord of the second propeller to decrease, that is, the angle of attack of the second propeller is reduced, thereby achieving the optimal incoming flow (that is, the optimal lift-to-drag ratio) at all speeds of the second propeller. While increasing the thrust, it also avoids the problem of the second propeller stalling when the incoming flow is insufficient, thereby allowing the aircraft to rise smoothly.

[0057] It should be understood that the embodiment of the present application generates an incoming flow through the first propeller (that is, a downward airflow is generated when the first propeller rotates), which performs slipstream washing on the two second propellers, thereby reducing the angle of attack of the two second propellers below. By adjusting the propeller slipstream speed and the propeller speed, the optimal incoming flow (that is, the optimal lift-to-drag ratio) is achieved at each propeller speed, thereby obtaining the most economical flight efficiency and optimal thrust.

[0058] It can be seen from this that the embodiment of the present application controls the rotation of the first propeller to generate a downward supplementary airflow, so that the incoming flow direction of the second propeller below is changed, and the angle of attack of the second propeller is reduced, thereby avoiding the problem of stall of the second propeller below due to insufficient incoming flow.

[0059] In one embodiment of the present application, the working mode is a fixed-wing mode, and the second propeller is fixedly connected to the first rotor rod, wherein the rotation of the first propeller and / or the second propeller is controlled according to the working mode to control the flight of the aircraft, including: controlling the second propeller to rotate, and controlling the first propeller to stop rotating according to the fixed-wing mode, and rotating the first rotor rod by a preset angle so that the rotation plane of the second propeller is not parallel to the horizontal plane, so as to control the aircraft to move forward smoothly.

[0060] Specifically, in fixed-wing mode, due to the high speed of the aircraft, the incoming airflow is mainly in the horizontal direction and the wind volume is sufficient, so there is no need for the first propeller to supplement the airflow. Therefore, the flight control module of the aircraft can control the first propeller to stop rotating and control the second propeller to rotate in fixed-wing mode. At the same time, the first rotor rod (see Figure 2 The first rotor rod 21 is tilted forward and rotated at a preset angle so that the rotation plane of the second propeller is not parallel to the horizontal plane (such as the ground), thereby allowing the second propeller to provide stable forward flight power.

[0061] Among them, the maximum tilt angle of the preset angle can reach 110 degrees.

[0062] In one embodiment, the number of the second propellers is 2. The two second propellers are respectively fixedly connected to the first rotor rod and fixedly connected to the fuselage of the aircraft through the first rotor rod.

[0063] It can be seen from this that in the embodiment of the present application, in the fixed-wing mode with sufficient incoming flow, the rotation of the first propeller is stopped, and there is no need for the upper first propeller to generate supplementary airflow, thereby avoiding the problem of the second propeller having an angle of attack that is too small (for example, less than 0) when the aircraft has an incoming flow that is too large, thereby generating a reverse pull.

[0064] Figure 2 This is a schematic diagram of the structure of an aircraft provided by an exemplary embodiment of the present application. Figure 2 As shown, the aircraft includes a first pitch-changing mechanism. The first pitch-changing mechanism includes a first propeller 11 and a second propeller 12. The first propeller 11 is located above the second propeller 12, and the pitch of the first propeller is smaller than the pitch of the second propeller.

[0065] Specifically, the pitch of the first propeller is smaller than the pitch of the second propeller, that is, the propeller with a smaller pitch is arranged above the propeller with a larger pitch. The pitch of the first propeller can be 5 feet or 6 feet, and the pitch of the second propeller can be 30 feet. The embodiments of the present application do not specifically limit the specific values of the pitch of the first propeller and the pitch of the second propeller.

[0066] It should be noted that a large-pitch propeller is prone to stall when there is insufficient incoming airflow, thereby reducing the stability of the aircraft. Therefore, in the embodiment of the present application, a small-pitch propeller is arranged above the large-pitch propeller to increase the incoming airflow to the large-pitch propeller below (that is, to supplement the air volume to the large-pitch propeller below).

[0067] The aircraft further includes a tilt mechanism and a fuselage 8. The tilt mechanism may include a first rotor rod 21. The second propeller is fixedly connected to the first rotor rod 21. The first rotor rod 21 is fixed to the fuselage 8 of the aircraft.

[0068] In one embodiment, the aircraft further includes a battery 10 for providing a power source for the flight of the aircraft. The battery 10 can be arranged inside the frame of the fuselage 8, near one side of the first rotor rod 21.

[0069] In one embodiment, the aircraft further comprises wings 9 .

[0070] It can be seen from this that the embodiment of the present application sets up the first propeller and the second propeller to control the rotation of the first propeller and the second propeller according to different working modes, and uses aerodynamic methods to adjust the angle of attack of the propeller, so that each propeller can achieve the best power efficiency.

[0071] In one embodiment of the present application, the number of the first propellers is 1, and the number of the second propellers is 2.

[0072] Specifically, see Figure 2 The first pitch-changing mechanism includes a first propeller 11 and two second propellers 12 .

[0073] It can be seen from this that the embodiment of the present application provides two second propellers, so that the torques of the two second propellers cancel each other out, thus ensuring the smooth flight of the aircraft.

[0074] In one embodiment of the present application, the distances between the rotation centers of the two second propellers and the rotation center of the first propeller are equal.

[0075] Specifically, see Figure 2 , the first propeller 11 can be arranged directly above the midpoint of the line connecting the two second propellers 12 , that is, the distances between the rotation centers of the two second propellers 12 and the rotation center of the first propeller 11 are equal.

[0076] It can be seen from this that the embodiment of the present application sets the first propeller at the center position of the two second propellers, so that during the rotation of the first propeller, it can provide equal amounts of supplementary airflow to the two second propellers below.

[0077] In one embodiment of the present application, a tilt mechanism is further included, and the tilt mechanism includes a first rotor rod, and the two second propellers are respectively fixedly connected to the two ends of the first rotor rod.

[0078] Specifically, see Figure 4 The aircraft may further include a tilt mechanism, wherein the tilt mechanism may include a first rotor rod 21. One end of the first rotor rod 21 is connected to a second propeller, and the other end is connected to another second propeller.

[0079] In one embodiment, the first propeller may be disposed directly above the midpoint of the line connecting the two second propellers, so that the supplementary airflow obtained by the second propellers is equal.

[0080] It can be seen from this that the embodiment of the present application provides a first rotor rod and fixes the two second propellers on the first rotor rod, so as to facilitate subsequent simultaneous directional tilting of the two second propellers.

[0081] In one embodiment of the present application, the tilt mechanism also includes a tilt motor, a first gear, a second gear and a transmission device. The first gear is mounted on the first rotor rod, the second gear is located on the tilt motor, and one end of the transmission device is mounted on the first gear and the other end is mounted on the second gear to drive the first rotor rod to rotate.

[0082] Specifically, see Figure 4 The tilt mechanism also includes a tilt motor 22, a first gear 23, a second gear 24, and a transmission device 25. The first gear 23 is mounted on the first rotor rod 21. The second gear 24 is fixed to the tilt motor 22. One end of the transmission device 25 is mounted on the first gear 23, and the other end is mounted on the second gear 24 to drive the first rotor rod 21 to rotate.

[0083] The transmission device 25 can be a transmission belt or a transmission chain matched with the first gear and the second gear. The embodiment of the present application does not specifically limit the transmission device.

[0084] The first gear may be secured to the first rotor rod by gluing or other mechanical means, and this embodiment of the present application does not specifically limit this. The second gear may be secured to the tilt motor by the same or different means as the first gear, and this embodiment of the present application does not specifically limit this.

[0085] In one example, the tilt motor can drive the second gear to rotate. Driven by the tilt motor, the second gear can drive the transmission device to rotate, which in turn drives the first gear mounted on the first rotor shaft to rotate. The rotation of the first gear can drive the first rotor shaft to rotate, causing the second propeller to tilt, causing the second propeller's rotation plane to change from parallel to the horizontal plane (e.g., the ground) to a non-parallel state, thereby enabling the second propeller to provide stable power for forward flight.

[0086] For example, see Figure 5 , Figure 5 It is the state of the second propeller during the tilting process.

[0087] It should be understood that Figure 4 and Figure 5 The aircraft shown in FIG also includes a first pitch-changing mechanism, which includes a first propeller 11 , a second propeller 12 , an obstacle avoidance device 3 , a pitch-changing motor 51 and an electric regulator 52 .

[0088] It can be seen from this that the embodiment of the present application sets a tilt mechanism to change the rotation plane of the second propeller, so that the aircraft provided by the embodiment of the present application can realize the function of automatically switching between different working modes during flight.

[0089] In one embodiment of the present application, an obstacle avoidance device is provided on the first rotor rod, and the obstacle avoidance device includes a radar.

[0090] Specifically, the aircraft may further include an obstacle avoidance device for avoiding obstacles during flight, wherein the obstacle avoidance device may be a radar. The embodiments of the present application do not specifically limit the obstacle avoidance device.

[0091] The obstacle avoidance device may be installed on the first rotor lever or on the aircraft fuselage. Furthermore, the obstacle avoidance device may be installed at one-third of the left side of the first rotor lever, at two-thirds of the left side of the first rotor lever, or at the center of the first rotor lever. The embodiments of this application do not specifically limit the installation location of the obstacle avoidance device.

[0092] In one embodiment, see Figure 4 or Figure 5 The obstacle avoidance device 3 can be set at the center position of the first rotor rod 21.

[0093] It can be seen from this that the embodiment of the present application provides an obstacle avoidance device so that the aircraft can automatically avoid obstacles during flight.

[0094] In one embodiment of the present application, a second pitch-changing mechanism is further included. The second pitch-changing mechanism includes a third propeller and a fourth propeller. The third propeller is located above the fourth propeller, and the pitch of the third propeller is smaller than the pitch of the fourth propeller.

[0095] Specifically, see Figure 2 The aircraft may further include a second pitch-changing mechanism. The second pitch-changing mechanism may include a third propeller 41 and a fourth propeller 42, wherein the third propeller 41 is located above the fourth propeller 42. The pitch of the third propeller is smaller than the pitch of the fourth propeller. The pitch of the third propeller may be the same as the pitch of the first propeller, and the pitch of the fourth propeller may be the same as the pitch of the second propeller.

[0096] In one embodiment, when the working mode of the aircraft is the rotor mode or the spraying mode, the first propeller 11 and the two second propellers 12, as well as the third propeller 41 and the two fourth propellers 42 of the aircraft rotate. At this time, all six propellers of the aircraft rotate.

[0097] In another embodiment, when the operating mode of the aircraft is fixed-wing mode, the first propeller 11 and the third propeller 41 of the aircraft stop rotating, the two second propellers 12 and the two fourth propellers 42 continue to rotate, and the four propellers below the aircraft rotate.

[0098] Furthermore, when the aircraft is in fixed-wing mode, only the two second propellers of the first pitch-variable mechanism can be tilted, with a maximum tilt angle of 110° from level flight. Therefore, the present embodiment can control the forward movement and braking of the aircraft by changing the tilt angle of the second propellers.

[0099] It should be noted that the four propellers at the bottom of the aircraft (i.e., the two second propellers 12 and the two fourth propellers 42) are large-pitch propellers, while the two propellers at the top (i.e., the first propeller 11 and the third propeller 41) are small-pitch propellers.

[0100] It should be understood that Figure 2 The illustrated aircraft may include a first pitch-changing mechanism and a second pitch-changing mechanism. The first pitch-changing mechanism includes a first propeller 11 and a second propeller 12. The second pitch-changing mechanism includes a third propeller 41 and a fourth propeller 42. The aircraft may also include a first rotor rod 21, a second rotor rod 21A, an obstacle avoidance device 3, a pitch-changing motor 51, an electric controller 52, a tail fin 6, a tail connecting rod 7, a fuselage 8, wings 9, and a battery 10.

[0101] It should be noted that the first pitch-changing mechanism and the second pitch-changing mechanism have the same structure and the same control method under different working modes. For details, please refer to the description of the above embodiment and will not be repeated here to avoid repetition.

[0102] In addition, the aircraft provided in the embodiment of the present application can be a six-rotor drone with aerodynamic variable pitch.

[0103] It can be seen from this that the embodiment of the present application, by setting up 6 propellers, meets the requirement of using aerodynamics to change the propeller angle of attack when the aircraft switches between different working modes, ensuring the consistency of the propeller force efficiency and making the aircraft run smoothly.

[0104] In one embodiment of the present application, the first pitch changing mechanism and the second pitch changing mechanism are respectively fixed to the two ends of the fuselage, wherein the number of the third propeller in the second pitch changing mechanism is 1, and the number of the fourth propeller is 2.

[0105] Specifically, see Figure 2 The aircraft further includes a fuselage 8. The first pitch-changing mechanism and the second pitch-changing mechanism can be fixed to both ends of the fuselage 8, wherein the first pitch-changing mechanism can be arranged at the front end of the fuselage 8 (i.e. Figure 2 The second pitch-changing mechanism can be arranged at the rear end of the fuselage 8 (i.e. Figure 2 direction), that is, the second pitch-changing mechanism can be arranged at one end close to the tail wing 6.

[0106] The second pitch-changing mechanism may include a third propeller 41 and two fourth propellers 42 .

[0107] Continue to see Figure 2 , a third propeller 41 can be arranged directly above the midpoint of the line connecting the two fourth propellers 42, that is, the distances between the rotation centers of the two fourth propellers 42 and the rotation center of the third propeller 41 are equal, so that the supplementary airflow obtained by the fourth propellers 42 is equal. The embodiment of the present application does not specifically limit the setting position of the third propeller.

[0108] It should be noted that during flight, the torques of the first propeller of the first pitch-changing mechanism and the third propeller of the second pitch-changing mechanism cancel each other out. The torques of the two second propellers also cancel each other out, and the torques of the two fourth propellers also cancel each other out, ensuring that the total static torque of the aircraft is zero.

[0109] It can be seen from this that the embodiment of the present application sets a second pitch-changing mechanism to ensure that the total static torque of the aircraft is 0, so that the aircraft can operate smoothly in different working modes.

[0110] In one embodiment of the present application, a second rotor rod is further included, and the two fourth propellers are fixedly connected to the two ends of the second rotor rod respectively, and the second rotor rod is fixed to the other end of the fuselage opposite to the first rotor rod.

[0111] Specifically, see Figure 2The aircraft may further include a second rotor rod 21A. Two fourth propellers 42 are fixedly connected to both ends of the second rotor rod 21A. One end of the second rotor rod 21A is connected to one fourth propeller, and the other end is connected to the other fourth propeller.

[0112] The second rotor rod does not have a tilting function and is not connected to the tilting motor, the first gear, the second gear, and the transmission device. That is, the second rotor rod is fixedly mounted on the aircraft body in a non-tilting manner.

[0113] The first rotor rod and the second rotor rod are respectively fixed to the two ends of the aircraft fuselage, that is, one end of the aircraft fuselage is fixedly connected to the first rotor rod, and the other end is fixedly connected to the second rotor rod.

[0114] In one embodiment, the first rotor rod is fixedly mounted on an end of the aircraft fuselage away from the tail wing, and the second rotor rod is fixedly mounted on an end of the aircraft fuselage close to the tail wing, for example Figure 2 shown.

[0115] It should be noted that the first rotor rod and the second rotor rod may be rotor rods having the same material and structure.

[0116] It can be seen from this that the embodiment of the present application provides a second rotor rod and fixes two fourth propellers on the second rotor rod, so that the heading can be adjusted by the speed difference of the diagonal propellers in the rotor mode.

[0117] In one embodiment of the present application, the first pitch changing mechanism includes a pitch changing motor and an electric regulator, one side of the pitch changing motor is fixedly connected to the first propeller or the second propeller, and the other side is fixedly connected to the electric regulator, and the electric regulator is fixedly connected to the first rotor rod; the second pitch changing mechanism includes a pitch changing motor and an electric regulator, one side of the pitch changing motor is fixedly connected to the third propeller or the fourth propeller, and the other side is fixedly connected to the electric regulator, and the electric regulator is fixedly connected to the second rotor rod.

[0118] Specifically, see Figure 4 The first pitch-changing mechanism may further include a pitch-changing motor 51 and an electric regulator 52. One side of the pitch-changing motor 51 is fixedly connected to the first propeller 11 or the second propeller 12, and the other side is fixedly connected to the electric regulator 52, and the electric regulator 52 is fixedly connected to the first rotor rod 21.

[0119] See also Figure 2 The second pitch-changing mechanism may include a pitch-changing motor 51 and an electric speed controller 52. The pitch-changing motor 51 is fixedly connected to the third propeller 41 or the fourth propeller 42 on one side and to the electric speed controller 52 on the other side. The electric speed controller 52 is fixedly connected to the second rotor rod. The specific types of the pitch-changing motor and the electric speed controller are not limited in this embodiment of the present application.

[0120] It should be understood that each propeller is provided with a corresponding variable pitch motor and electronic speed controller to control the movement of each propeller. For example, in fixed-wing mode, the variable pitch motors corresponding to the first and third propellers are turned off.

[0121] It can be seen from this that the embodiment of the present application provides each propeller with a corresponding variable pitch motor and electronic regulator to control the start and stop of each propeller in different working modes.

[0122] In one embodiment of the present application, a tail wing is further included, which is fixed to the fuselage of the aircraft through a tail connecting rod, and the tail wing is V-shaped.

[0123] Specifically, see Figure 2 The aircraft further comprises an empennage 6 which is fixedly connected to a fuselage 8 of the aircraft via a tail connecting rod 7. The empennage 6 is V-shaped.

[0124] In one embodiment, the tail connecting rod 7 may be fixedly connected to the fuselage 8 of the aircraft via a clamp.

[0125] It can be seen from this that the embodiment of the present application ensures the smooth flight of the aircraft by providing a V-shaped tail.

[0126] In one embodiment of the present application, a controller is further included for obtaining the operating mode of the aircraft and controlling the first propeller and the third propeller according to the operating mode, and / or controlling the rotation of the second propeller and the fourth propeller to control the flight of the aircraft.

[0127] Specifically, the aircraft may further include a controller, which may be disposed within the aircraft body. The controller may be configured to obtain an operating mode of the aircraft and control the rotation of the first and third propellers, and / or the second and fourth propellers, according to different operating modes, to ensure stable operation of the aircraft.

[0128] It should be noted that for details of the specific control method, please refer to the description of the above embodiment.

[0129] It can be seen from this that the embodiment of the present application controls the rotation of each propeller by setting a controller, so that the aircraft can use aerodynamic methods to adjust the angle of attack of the propeller, thereby achieving the best power efficiency of each propeller.

[0130] Figure 6 FIG. 6 is a schematic structural diagram of a flight control device 600 provided by an exemplary embodiment of the present application. Figure 6 As shown, the flight control device 600 includes: an acquisition module 610 and a control module 620 .

[0131] The acquisition module 610 is used to acquire the working mode of the aircraft; the control module 620 is used to control the rotation of the first propeller and / or the second propeller according to the working mode to control the flight of the aircraft.

[0132] An embodiment of the present application provides a flight control device, which arranges a first propeller and a second propeller to control the rotation of the first propeller and the second propeller according to different working modes, and uses aerodynamic means to adjust the angle of attack of the propeller, so that each propeller can achieve the best power efficiency.

[0133] According to one embodiment of the present application, the operating mode is a rotor mode, wherein the control module 620 is used to control the second propeller to rotate, and to control the first propeller to rotate according to the rotor mode, to generate a downward supplementary airflow to reduce the angle of attack of the second propeller, so as to control the aircraft to rise.

[0134] According to one embodiment of the present application, the working mode is a fixed-wing mode, and the second propeller is fixedly connected to the first rotor rod, wherein the control module 620 is used to control the rotation of the second propeller, and control the first propeller to stop rotating according to the fixed-wing mode, and rotate the first rotor rod by a preset angle so that the rotation plane of the second propeller is not parallel to the horizontal plane, so as to control the aircraft to move forward smoothly.

[0135] It should be understood that the specific working process and functions of the acquisition module 610 and the control module 620 in the above embodiment can refer to the above Figures 1 to 5 To avoid repetition, the description of the flight control method provided in the embodiment will not be repeated here.

[0136] Figure 7 is a block diagram of an aircraft 700 provided by an exemplary embodiment of the present application.

[0137] Reference Figure 7 Aircraft 700 includes a processor 710 and a memory resource represented by a memory 720 for storing instructions executable by processor 710, such as an application. The application stored in memory 720 may include one or more modules, each corresponding to a set of instructions. In addition, processor 710 is configured to execute the instructions to perform the above-described flight control method.

[0138] The aircraft 700 may also include a power supply component configured to perform power management of the aircraft 700, a wired or wireless network interface configured to connect the aircraft 700 to a network, and an input / output (I / O) interface. The aircraft 700 may be operated based on an operating system stored in the memory 720, such as Windows Server 200. TM , Mac OS X TM , UnixTM , Linux TM , FreeBSD TM or similar.

[0139] A non-temporary computer-readable storage medium, when the instructions in the storage medium are executed by the processor of the above-mentioned aircraft 700, enables the above-mentioned aircraft 700 to perform a flight control method, including: obtaining the operating mode of the aircraft; controlling the rotation of the first propeller and / or the second propeller according to the operating mode to control the flight of the aircraft.

[0140] All of the above optional technical solutions can be arbitrarily combined to form optional embodiments of the present application, and will not be described in detail here.

[0141] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0142] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0143] In the several embodiments provided in this application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0144] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0145] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0146] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program check codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0147] It should be noted that, in the description of this application, the terms "first," "second," "third," etc. are used for descriptive purposes only and should not be understood as indicating or implying relative importance. In addition, in the description of this application, unless otherwise specified, "plurality" means two or more.

[0148] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent replacements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A flight control method, applied to an aircraft, characterized in that: The aircraft includes a first propeller and a second propeller, the first propeller is located above the second propeller, and the pitch of the first propeller is smaller than the pitch of the second propeller; The method comprises: Obtaining the operating mode of the aircraft; controlling the rotation of the first propeller and / or the second propeller according to the working mode to control the flight of the aircraft; If the operating mode is the fixed-wing mode, and the second propeller is fixedly connected to the first rotor rod, then controlling the rotation of the first propeller and / or the second propeller according to the operating mode to control the flight of the aircraft includes: controlling the second propeller to rotate, and controlling the first propeller to stop rotating according to the fixed-wing mode, and rotating the first rotor rod by a preset angle so that the rotation plane of the second propeller is not parallel to the horizontal plane, so as to control the aircraft to move forward smoothly.

2. The flight control method according to claim 1, characterized in that: The working mode is rotor mode, The controlling the rotation of the first propeller and / or the second propeller according to the working mode to control the flight of the aircraft includes: The second propeller is controlled to rotate, and the first propeller is controlled to rotate according to the rotor mode, generating a downward supplementary airflow to reduce the angle of attack of the second propeller, so as to control the aircraft to rise.

3. An aircraft, characterized in that: The invention comprises a first pitch-changing mechanism, wherein the first pitch-changing mechanism comprises a first propeller and a second propeller, wherein the first propeller is located above the second propeller, and the pitch of the first propeller is smaller than the pitch of the second propeller; The aircraft further includes a controller, which executes the flight control method described in claim 1 or claim 2.

4. The aircraft according to claim 3, characterized in that The number of the first propeller is 1, and the number of the second propeller is 2.

5. The aircraft according to claim 4, characterized in that The distances between the rotation centers of the two second propellers and the rotation center of the first propeller are equal.

6. The aircraft according to claim 4, characterized in that It also includes a tilting mechanism, which includes a first rotor rod, and two second propellers are respectively fixedly connected to the two ends of the first rotor rod.

7. The aircraft according to claim 6, characterized in that The tilt mechanism also includes a tilt motor, a first gear, a second gear and a transmission device. The first gear is mounted on the first rotor rod, and the second gear is located on the tilt motor. One end of the transmission device is mounted on the first gear, and the other end is mounted on the second gear to drive the first rotor rod to rotate.

8. The aircraft according to claim 6, characterized in that The first rotor rod is provided with an obstacle avoidance device, which includes a radar.

9. The aircraft according to any one of claims 3 to 8, characterized in that The invention also includes a second pitch-changing mechanism, which includes a third propeller and a fourth propeller. The third propeller is located above the fourth propeller, and the pitch of the third propeller is smaller than the pitch of the fourth propeller.

10. The aircraft according to claim 9, characterized in that The first pitch changing mechanism and the second pitch changing mechanism are respectively fixed to two ends of the fuselage, wherein the number of the third propeller in the second pitch changing mechanism is 1, and the number of the fourth propellers is 2.

11. The aircraft according to claim 10, characterized in that It also includes a second rotor rod, two fourth propellers are fixedly connected to the two ends of the second rotor rod respectively, and the second rotor rod is fixed to the other end of the fuselage opposite to the first rotor rod.

12. The aircraft according to claim 9, characterized in that The first pitch-changing mechanism includes a pitch-changing motor and an electric speed controller, wherein one side of the pitch-changing motor is fixedly connected to the first propeller or the second propeller, and the other side is fixedly connected to the electric speed controller, and the electric speed controller is fixedly connected to the first rotor rod; The second pitch-changing mechanism includes the pitch-changing motor and the electric speed controller. One side of the pitch-changing motor is fixedly connected to the third propeller or the fourth propeller, and the other side is fixedly connected to the electric speed controller, wherein the electric speed controller is fixedly connected to the second rotor rod.

13. A flight control device, characterized in that: include: The acquisition module is used to obtain the working mode of the aircraft; a control module, configured to control the rotation of the first propeller and / or the second propeller according to the operating mode to control the flight of the aircraft, wherein the aircraft includes the first propeller and the second propeller, the first propeller is located above the second propeller, and the pitch of the first propeller is smaller than the pitch of the second propeller; If the operating mode is the fixed-wing mode, and the second propeller is fixedly connected to the first rotor rod, the control module is further used to: control the second propeller to rotate, and control the first propeller to stop rotating according to the fixed-wing mode, and rotate the first rotor rod by a preset angle so that the rotation plane of the second propeller is not parallel to the horizontal plane, so as to control the aircraft to move forward smoothly.

14. An aircraft, characterized in that: include: processor; a memory for storing instructions executable by the processor, Wherein, the processor is used to execute the flight control method described in any one of claims 1 to 2 above. 15 . A computer-readable storage medium storing a computer program, wherein the computer program is configured to execute the flight control method according to claim 1 .

Images