Control method and device for electric vertical take-off and landing aircraft

Abstract

The invention provides a control method and device for an electric vertical take-off and landing aircraft, a hand control part comprises a fixed seat, a control rod and a trigger, the control rod is controlled to move forwards, backwards, leftwards and rightwards, and the trigger is controlled to be lifted and pressed down; the operation on the foot rudder comprises the steps of stepping on the left pedal and stepping on the right pedal; the processing module is used for acquiring control information of the control rod, the trigger and the foot rudder, and generating an operation control command according to the control information of the control rod, the trigger and the foot rudder in combination with the working mode and the operation state of the aircraft; the execution module executes the operation control command on the aircraft. A traditional accelerator and a total distance rod are omitted, the control structure of the aircraft is simplified, a pilot can more quickly adapt to the operation requirements in different flight states by simplifying control logic, and the potential error risk caused by control mode switching is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft control, and in particular to a control method and device for an electric vertical take-off and landing aircraft. Background Art

[0002] Traditional aircraft control systems vary depending on the type of aircraft. Fixed-wing aircraft usually use a control stick (or joystick) to control the pitch and roll of the aircraft, adjust the engine thrust through the throttle to change the flight speed, and use the rudder pedals to control the rudder for yaw operation. In contrast, the operation of a helicopter is more complicated. It mainly uses a control stick (also called a cyclic pitch lever) to adjust the tilt angle of the rotor blades to control the flight direction, adjusts the pitch of all rotor blades through the collective pitch lever to control lift and flight altitude, and also uses the rudder pedals to control the tail rotor for yaw control.

[0003] The difference between these traditional control systems is that fixed-wing aircraft need to control thrust and flight attitude independently, while helicopters need to manage lift, attitude and thrust at the same time. This difference not only requires pilots to master two completely different operating logics, but also requires the pilots to switch the control mode when switching from helicopter mode to fixed-wing mode on some vertical take-off and landing (VTOL) aircraft, such as tilt-rotor aircraft or compound wing aircraft, which increases the complexity of operation and the requirements for pilot training. Summary of the invention

[0004] Based on the above content, the present invention provides a control method and device for an electric vertical take-off and landing aircraft, aiming to solve technical problems such as complex aircraft control in the prior art.

[0005] A method for controlling an electric vertical take-off and landing aircraft comprises: a hand control unit and a rudder pedal are arranged in the aircraft; the hand control unit comprises a fixing seat, a joystick and a trigger; the bottom of the joystick is on the fixing seat; the trigger is arranged on the top of the joystick; the control of the joystick comprises forward, backward, left and right movement; the control of the trigger comprises lifting and pressing; the rudder pedal comprises a left pedal and a right pedal; the control of the rudder pedal comprises stepping down the left pedal and stepping down the right pedal; the method comprises the following steps:

[0006] Step A1, obtaining operation information of the joystick, the trigger and the rudder pedal, and obtaining the working mode and operating status of the aircraft;

[0007] Step A2, generating an operation control command according to the operation information of the joystick, the operation information of the trigger and the operation information of the rudder pedal, and in combination with the working mode and the operation state of the aircraft;

[0008] Step A3: Execute operation control commands on the aircraft.

[0009] Furthermore, when the forward flight speed of the aircraft is lower than the speed threshold and the working mode is in the hovering mode, in step A2:

[0010] When the joystick moves forward to the front limit position, an operation control command is generated for the aircraft to descend at the maximum descent speed allowed by the current operation state;

[0011] When the joystick moves forward and the amount of forward movement is between the middle position and the front limit position, a descent speed corresponding to the amount of forward movement is mapped based on a preset first displacement-control amount relationship curve, and an operation control command is generated for the aircraft to descend at the mapped descent speed;

[0012] When the joystick moves backward to the rear limit position, an operation control command is generated for the aircraft to climb at the maximum climbing speed allowed by the current operation state;

[0013] When the joystick moves backward and the amount of backward movement is between the middle position and the rear limit position, a climbing speed corresponding to the amount of backward movement is mapped based on a preset second displacement-control amount relationship curve, and an operation control command is generated for the aircraft to climb at the mapped climbing speed;

[0014] When the joystick moves to the left extreme position, an operation control command is generated for the aircraft to move to the left at the maximum left translation speed allowed by the current operation state;

[0015] When the joystick moves to the left and the amount of leftward movement is between the middle position and the left limit position, a leftward translation speed corresponding to the amount of leftward movement is mapped based on a preset third displacement-control amount relationship curve, and an operation control command for the aircraft to translate to the left at the mapped leftward translation speed is generated;

[0016] When the joystick is moved to the right extreme position, an operation control command is generated for the aircraft to move to the right at the maximum right translation speed allowed by the current operation state;

[0017] When the joystick moves to the right and the rightward movement amount is between the middle position and the right extreme position, the rightward translation speed corresponding to the rightward movement amount is mapped based on the preset fourth displacement-control amount relationship curve, and an operation control command is generated for the aircraft to translate to the right at this mapped rightward translation speed.

[0018] Further, when the forward flight speed of the aircraft is lower than the speed threshold and the working mode is in the hovering mode, or when the forward flight speed of the aircraft is not lower than the speed threshold and the working mode is in the fixed-wing mode, in step A2:

[0019] When the trigger returns to the neutral position, an operation control command is generated for the aircraft to maintain the current forward flight speed;

[0020] When the trigger is lifted to the lifting limit position, an operation control command is generated for the aircraft to fly at the maximum forward flight acceleration allowed by the current operation state;

[0021] When the trigger is lifted and the lift amount is between the neutral position and the lift limit position, a forward flight acceleration corresponding to the lift amount is mapped based on a preset first lift amount-control amount relationship curve, and an operation control command for the aircraft to fly with the forward flight acceleration mapped therefrom is generated;

[0022] When the trigger is pressed to the limit position, an operation control command is generated for the aircraft to fly at the maximum forward flight deceleration allowed by the current operation state;

[0023] When the trigger is pressed and the pressing amount is between the neutral position and the pressing limit position, the forward flight deceleration corresponding to the pressing amount is mapped based on the preset first pressing amount-control amount relationship curve, and an operation control command for the aircraft to fly with the forward flight deceleration mapped thereby is generated.

[0024] Furthermore, when the forward flight speed of the aircraft is lower than the speed threshold and the working mode is in the hovering mode, in step A2:

[0025] When the left pedal and the right pedal are both released and not pressed, an operation control command is generated for the aircraft to maintain the current heading angle.

[0026] When the left pedal is pressed to the maximum stroke, an operation control command is generated for the aircraft to fly at the maximum left heading angular velocity allowed by the current operation state;

[0027] When the left pedal is depressed less than the maximum stroke, a left angular velocity corresponding to the depression amount of the left pedal is mapped based on a preset first depression amount-control amount relationship curve, and an operation control command for the aircraft to fly at the mapped left angular velocity is generated;

[0028] When the right pedal is pressed to the maximum stroke, an operation control command is generated for the aircraft to fly at the maximum rightward heading angular velocity allowed by the current operation state;

[0029] When the right pedal is depressed less than the maximum stroke, the right angular velocity corresponding to the right pedal depression amount is mapped based on the preset second depression amount-control amount relationship curve, and an operation control command is generated for the aircraft to fly at the mapped right angular velocity.

[0030] Furthermore, when the forward flight speed of the aircraft is not less than the speed threshold and the working mode is in the fixed-wing mode, in step A2:

[0031] When the joystick moves forward to the front limit position, an operation control command is generated for the aircraft to descend at the maximum descent speed allowed by the current operation state;

[0032] When the joystick moves forward and the amount of forward movement is between the middle position and the front limit position, a descent speed corresponding to the amount of forward movement is mapped based on a preset first displacement-control amount relationship curve, and an operation control command is generated for the aircraft to descend at the mapped descent speed;

[0033] When the joystick moves backward to the rear limit position, an operation control command is generated for the aircraft to climb at the maximum climbing speed allowed by the current operation state;

[0034] When the joystick moves backward and the amount of backward movement is between the middle position and the rear limit position, a climbing speed corresponding to the amount of backward movement is mapped based on a preset second displacement-control amount relationship curve, and an operation control command is generated for the aircraft to climb at the mapped climbing speed; when the joystick moves left to the left limit position, an operation control command is generated for the aircraft to fly at the maximum left turn rate allowed by the current operation state;

[0035] When the joystick moves to the left and the amount of left movement is between the middle position and the left limit position, the left turn rate corresponding to the amount of left movement is mapped based on the preset fifth displacement-control amount relationship curve, and an operation control command for the aircraft to fly at the mapped left turn rate is generated; when the joystick moves to the right to the right limit position, an operation control command for the aircraft to fly at the maximum right turn rate allowed by the current operation state is generated;

[0036] When the joystick moves to the right and the right movement amount is between the middle position and the right extreme position, the right turn rate corresponding to the right movement amount is mapped based on the preset sixth displacement-control amount relationship curve, and an operation control command is generated for the aircraft to fly at this mapped right turn rate.

[0037] Furthermore, when the forward flight speed of the aircraft is not less than the speed threshold and the working mode is in the fixed-wing mode, in step A2:

[0038] When the left pedal and the right pedal are both released and not pressed, an operation control command is generated to keep the aircraft flying at a sideslip angle of 0;

[0039] When the left pedal is pressed to the maximum stroke, an operation control command is generated for the aircraft to fly at the maximum left glide angle allowed by the current operation state;

[0040] When the left pedal is depressed less than the maximum stroke, the leftward sliding angle corresponding to the depression amount of the left pedal is mapped based on the preset third depression amount-control amount relationship curve, and an operation control command for the aircraft to fly at the leftward sliding angle mapped thereto is generated;

[0041] When the right pedal is pressed to the maximum stroke, an operation control command is generated for the aircraft to fly to the right at the maximum right glide angle allowed by the current operation state;

[0042] When the right pedal is depressed to a less than maximum stroke, the right slip angle corresponding to the right pedal depression amount is mapped based on the preset fourth depression amount-control amount relationship curve, and an operation control command for the aircraft to fly at the right slip angle mapped thereby is generated.

[0043] Furthermore, when the operating mode of the aircraft is in the ground taxiing mode, in step A2:

[0044] When the trigger returns to the neutral position, an operation control command is generated to keep the aircraft at the current forward speed;

[0045] When the trigger is lifted to the lifting limit position, an operation control command is generated for the aircraft to roll at the maximum forward acceleration allowed by the current operation state;

[0046] When the trigger is lifted and the lift amount is between the neutral position and the lift limit position, the forward acceleration corresponding to the lift amount is mapped based on the preset second lift amount-control amount relationship curve, and an operation control command for the aircraft to taxi with the forward acceleration mapped thereto is generated;

[0047] When the trigger is pressed to the limit position, an operation control command is generated for the aircraft to roll at the maximum forward deceleration allowed by the current operation state;

[0048] When the trigger is pressed and the pressing amount is between the neutral position and the pressing limit position, the forward deceleration corresponding to the pressing amount is mapped based on the preset second pressing amount-control amount relationship curve, and an operation control command for the aircraft to roll with the forward deceleration mapped thereby is generated.

[0049] Furthermore, when the operating mode of the aircraft is in the ground taxiing mode, in step A2:

[0050] When the left pedal and the right pedal are both released and not pressed, an operation control command is generated for the aircraft to maintain the current taxiing direction unchanged;

[0051] When the left pedal is pressed to the maximum stroke, an operation control command is generated for the aircraft to roll at the maximum left turning rate allowed by the current operation state;

[0052] When the left pedal is depressed less than the maximum stroke, the left turning rate corresponding to the depression amount of the left pedal is mapped based on the preset fifth depression amount-control amount relationship curve, and an operation control command for the aircraft to roll at the left turning rate mapped thereto is generated;

[0053] When the right pedal is pressed to the maximum stroke, an operation control command is generated for the aircraft to roll at the maximum right turning rate allowed by the current operation state;

[0054] When the right pedal is depressed less than the maximum stroke, the right turning rate corresponding to the right pedal depression amount is mapped based on the preset sixth depression amount-control amount relationship curve, and an operation control command for the aircraft to taxi at the mapped right turning rate is generated.

[0055] Furthermore, when the working mode of the aircraft is in the hovering mode or the fixed-wing mode, the operating status parameters of the aircraft include the current flight altitude, flight speed, temperature, wind speed, and wind direction;

[0056] When the aircraft is in the ground taxiing mode, the parameters of the aircraft's operating status include the current ground altitude, temperature, wind speed, wind direction and taxiing speed.

[0057] A control device for an electric vertical take-off and landing aircraft, used to execute the control method for an electric vertical take-off and landing aircraft, comprising:

[0058] Hand controls and rudder pedals provided in the aircraft;

[0059] The hand control part includes a fixed seat, a joystick and a trigger. The bottom of the joystick is on the fixed seat, and the trigger is arranged on the top of the joystick. The operation of the joystick includes moving forward, backward, left and right, and the operation of the trigger includes lifting and pressing.

[0060] The rudder pedal includes a left pedal and a right pedal, and the manipulation of the rudder pedal includes stepping on the left pedal and stepping on the right pedal;

[0061] A processing module, used for obtaining the control information of the joystick, the control information of the trigger and the control information of the rudder pedal, and generating an operation control command according to the operation information of the joystick, the control information of the trigger and the control information of the rudder pedal and in combination with the working mode and operation status of the aircraft;

[0062] The execution module is connected to the processing module and is used to execute operation control commands on the aircraft.

[0063] The beneficial technical effects of the present invention are: by eliminating the traditional throttle and collective lever, the control system of the aircraft is simplified, which not only reduces the complexity of the control mechanism, simplifies the control mechanism, but also reduces the maintenance cost; due to the removal of components such as the throttle and collective lever, the overall weight of the aircraft is reduced, which helps to improve fuel efficiency, extend the flight distance, and may increase the payload capacity; the control method allows the pilot to use the same control logic in different flight states, whether it is vertical take-off and landing or horizontal flight. This avoids the switching between helicopter and fixed-wing flight modes in the traditional control method, making the control more intuitive and easy to master; by simplifying the control logic, the pilot can adapt to the operation requirements under different flight conditions more quickly, reducing the potential risk of errors caused by switching control modes; in addition, due to the unification of the control logic, the learning curve of new pilots becomes more gentle, reducing the time and economic cost of pilot training, and also facilitating the existing pilots to quickly adapt to the operation of new models of aircraft; in addition, the consistent control logic helps to reduce errors caused by unfamiliar operation and improves flight safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0064] Figure 1-3 The present invention provides a structural schematic diagram of a control device for an electric vertical take-off and landing aircraft;

[0065] Figure 4 A schematic diagram of a relationship curve of a control device of an electric vertical take-off and landing aircraft is provided for the present invention;

[0066] Figure 5 The present invention provides a flowchart of the steps of a method for controlling an electric vertical take-off and landing aircraft. DETAILED DESCRIPTION

[0067] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0068] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other.

[0069] The present invention will be further described below in conjunction with the accompanying drawings and specific embodiments, but they are not intended to limit the present invention.

[0070] See also Figure 1-3 and Figure 5 The present invention provides a method for controlling an electric vertical take-off and landing aircraft, wherein a hand control unit and a rudder pedal are arranged in the aircraft;

[0071] The hand control part comprises a fixing seat (3), a control rod (2) and a trigger (1); the bottom of the control rod (2) is on the fixing seat (3); the trigger (1) is arranged on the top of the control rod (2); the control of the control rod (2) comprises forward, backward, left and right movement; and the control of the trigger (1) comprises lifting and pressing;

[0072] The rudder comprises a left foot pedal (4) and a right foot pedal (5), and the manipulation of the rudder comprises stepping on the left foot pedal (4) and stepping on the right foot pedal (5);

[0073] The method includes the following steps:

[0074] Step A1, obtaining operation information of the joystick, the trigger and the rudder pedal, and obtaining the working mode and operating status of the aircraft;

[0075] Step A2, generating an operation control command according to the operation information of the joystick, the operation information of the trigger and the operation information of the rudder pedal, and in combination with the working mode and the operation state of the aircraft;

[0076] Step A3: Execute operation control commands on the aircraft.

[0077] Specifically, the aircraft is an airplane.

[0078] Specifically, when there is no pilot control force input, the joystick is in the middle position in the front-back and left-right directions, the trigger is in the neutral position, and the left and right pedals of the rudder are in the original position without being stepped on. When there is no pilot control force input, the aircraft operates according to the current operating state. When there is pilot control force input, the position information of the joystick, trigger, and rudder pedal generates the pilot input command and inputs it to the flight control computer, i.e., the processing module. The flight control computer generates the aircraft's operating control command according to the pilot input command and the current operating state of the aircraft to control the aircraft's operation.

[0079] Specifically, the joystick and trigger in the hand control unit are controlled by the pilot's hand. The pilot's hand controls the joystick to move forward, backward, left, and right within a certain range, and controls the trigger to be lifted and pressed within a certain range as the control input of the aircraft.

[0080] Specifically, the rudder pedal is operated by the pilot's feet, and the left and right pedals are arranged around a common fixed axis (6). When the pilot steps on one side of the pedal, the left and right pedals can rotate leftward or rightward within a certain angle range around the fixed axis. The left and right pedals are designed around the fixed axis with reference to the rudder pedal design of a traditional aircraft, and the principle is the same.

[0081] Furthermore, when the forward flight speed of the aircraft is lower than the speed threshold and the working mode is in the hovering mode, in step A2:

[0082] When the joystick (2) moves forward to the front limit position, an operation control command is generated for the aircraft to descend at the maximum descent speed allowed by the current operation state;

[0083] When the joystick (2) moves forward and the amount of forward movement is between the middle position and the front limit position, a descent speed corresponding to the amount of forward movement is mapped based on a preset first displacement amount-control amount relationship curve, and an operation control command is generated for the aircraft to descend at the mapped descent speed;

[0084] When the joystick (2) moves backward to the rear limit position, an operation control command is generated for the aircraft to climb at the maximum climbing speed allowed by the current operation state;

[0085] When the joystick (2) moves backward and the amount of backward movement is between the middle position and the rear limit position, a climbing speed corresponding to the amount of backward movement is mapped based on a preset second displacement amount-control amount relationship curve, and an operation control command is generated for the aircraft to climb at the mapped climbing speed;

[0086] When the joystick (2) moves to the left extreme position, an operation control command is generated for the aircraft to move to the left at the maximum left translation speed allowed by the current operation state;

[0087] When the joystick (2) moves to the left and the amount of leftward movement is between the middle position and the left limit position, a leftward translation speed corresponding to the amount of leftward movement is mapped based on a preset third displacement amount-control amount relationship curve, and an operation control command for the aircraft to translate to the left at the mapped leftward translation speed is generated;

[0088] When the joystick (2) is moved to the right extreme position, an operation control command is generated for the aircraft to move to the right at the maximum rightward translation speed allowed by the current operation state;

[0089] When the joystick (2) moves to the right and the rightward movement amount is between the middle position and the right limit position, a rightward translation speed corresponding to the rightward movement amount is mapped based on a preset fourth displacement amount-control amount relationship curve, and an operation control command for the aircraft to translate to the right at the mapped rightward translation speed is generated.

[0090] When the joystick (2) returns to the middle position, an operation control command is generated for the aircraft to maintain the current flight altitude and to fly at a translation speed of 0.

[0091] In other words, moving the joystick forward and backward controls the aircraft's descent and climb speed.

[0092] As a real-time method, forward movement of the joystick controls the aircraft's descent rate, and backward movement of the joystick controls the aircraft's climb rate.

[0093] The forward and backward movement of the joystick is used as the pilot command input, and the processing module calculates the aircraft descent speed or climb speed corresponding to the forward and backward movement of the joystick according to the real-time aircraft state to control the rise and fall of the aircraft. When the joystick is kept in the middle position, the aircraft maintains the same flight altitude. When the joystick is in the frontmost position, that is, the front limit position, the flight control computer uses the maximum descent speed allowed by the current state as the control input of the aircraft. When the joystick is in the last position, that is, the last limit position, the flight control computer uses the maximum climb speed allowed by the current state as the control input of the aircraft. When the joystick is between the frontmost position and the middle position, the forward movement of the joystick is mapped through the corresponding relationship curve to a descent speed less than the maximum allowed descent speed as the control input of the aircraft. When the joystick is between the last position and the middle position, the backward movement is mapped through the corresponding relationship curve to a climb speed less than the maximum allowed climb speed as the control input of the aircraft.

[0094] The actual forward movement, actual backward movement, actual rightward movement, and actual leftward movement are calculated from the middle position of the joystick. When the joystick is in the middle position, the actual forward movement, actual backward movement, actual rightward movement, and actual leftward movement are all 0.

[0095] In the first displacement-control amount relationship curve, the displacement is used as the horizontal coordinate and the control amount is used as the vertical coordinate. In order to facilitate data analysis, comparison and simplify calculation, the actual forward movement is normalized to the interval of 0-1, that is, when the joystick is in the middle position, the actual movement is 0, and it is also 0 after normalization. The horizontal coordinate on the first displacement-control amount relationship curve is also 0, and the corresponding control amount is also 0 at this time. If the joystick is in the front limit position, that is, the maximum value of the actual forward movement, the maximum actual forward movement is normalized to 1 at this time, which is 1 on the horizontal coordinate, and the corresponding control amount is also 1 as the maximum value, that is, the vertical coordinate is also 1, that is, the maximum descent speed allowed in the current state is output. The normalized value of the actual movement between the middle position of the joystick and the front limit position is between 0 and 1, and the corresponding horizontal coordinate is also between 0 and 1. A control amount (between 0-1 and not 0 and 1) is mapped out by the value of the horizontal coordinate on the first displacement-control amount relationship curve. Based on the mapped control amount multiplied by the maximum descent speed allowed in the current state, a mapped descent speed is obtained as the control input of the aircraft.

[0096] Similarly, in the second displacement-control amount relationship curve, the displacement is used as the horizontal coordinate and the control amount is used as the vertical coordinate. The actual backward movement amount is normalized to the range of 0-1, and the actual backward movement amount at the rear limit position is mapped as the maximum value to 1, and the control amount is also 1 as the maximum value. A control amount is mapped out from the value of the normalized backward movement amount on the horizontal coordinate on the second displacement-control amount relationship curve. Based on the mapped control amount multiplied by the maximum climb speed allowed in the current state, a mapped climb speed is obtained as the control input of the aircraft.

[0097] As an implementation method, in the hovering mode, the forward and backward movement of the joystick can be considered as two movement operations in opposite directions, so the first displacement-control amount relationship curve and the second displacement-control amount relationship curve can be combined into a total relationship curve, except that if in the first displacement-control amount relationship curve, the normalized forward movement of the joystick is represented by a positive number on the horizontal axis, and the control amount is also represented by a positive number on the vertical axis, then on the second displacement-control amount relationship curve, the normalized backward movement is represented by a negative number on the horizontal axis, and the control amount is also represented by a negative number, that is: the normalized forward movement of the front limit position has a horizontal axis of 1 on the total relationship curve, and the control amount is 1 on the vertical axis of the total relationship curve; the normalized backward movement of the rear limit position has a horizontal axis of -1 on the total relationship curve, and the control amount is -1 on the vertical axis of the total relationship curve. The horizontal and vertical coordinates of the joystick in the middle position are both 0.

[0098] The positive and negative values ​​of a total relationship curve are used to distinguish the two moving directions of the joystick, namely, forward and backward, and thus distinguish the control input of descent or climb.

[0099] In hover mode, the joystick moves left and right to control the left and right translation speed of the aircraft. The left and right movement of the joystick is used as the pilot's command input, and the flight control computer calculates the control input of the aircraft's left or right translation speed corresponding to the left and right movement of the joystick according to the real-time aircraft state. When the joystick is kept in the middle position, the aircraft keeps the left and right translation speed at 0, that is, no left and right translation. When the joystick is in the leftmost position, that is, the left extreme position, the flight control computer uses the maximum left translation speed allowed by the current state as the control input of the aircraft. When the joystick is in the rightmost position, that is, the right extreme position, the flight control computer uses the maximum right translation speed allowed by the current state as the control input of the aircraft. When the joystick is between the leftmost position and the middle position, the left movement of the joystick is mapped to a left translation speed less than the maximum left translation speed through the corresponding relationship curve as the control input of the aircraft. When the joystick is between the rightmost position and the middle position, the right movement of the joystick is mapped to a right translation speed less than the maximum right translation speed through the corresponding relationship curve as the control input of the aircraft.

[0100] In the third displacement-control amount relationship curve, the displacement is used as the horizontal coordinate and the control amount is used as the vertical coordinate. In order to facilitate data analysis, comparison and simplify calculation, the actual leftward movement is normalized to the interval of 0-1, that is, when the joystick is in the middle position, the actual movement is 0, and it is also 0 after normalization. The horizontal coordinate on the third displacement-control amount relationship curve is also 0, and the corresponding control amount is also 0. If the joystick is in the left extreme position, that is, the maximum value of the actual leftward movement, the maximum actual leftward movement is normalized to 1, which is 1 on the horizontal coordinate, and the corresponding control amount is also 1 as the maximum value, that is, the vertical coordinate is also 1, that is, the maximum leftward translation speed allowed in the current state is output. The normalized value of the actual movement between the middle position of the joystick and the left extreme position is between 0 and 1, and the corresponding horizontal coordinate is also between 0 and 1. A control quantity (between 0-1 and not 0 and 1) is mapped out from the value of the horizontal coordinate on the third displacement-control quantity relationship curve. Based on the mapped control quantity, multiplying the maximum left translation speed allowed in the current state obtains a mapped left translation speed as the control input of the aircraft.

[0101] Similarly, in the fourth displacement-control amount relationship curve, the displacement is used as the horizontal coordinate and the control amount is used as the vertical coordinate. The actual rightward movement is normalized to the range of 0-1. The actual rightward movement at the right extreme position is mapped as the maximum value to 1, and the control amount is also 1 as the maximum value. A control amount is mapped out from the value of the normalized rightward movement on the horizontal coordinate on the fourth displacement-control amount relationship curve. Based on the mapped control amount multiplied by the maximum rightward translation speed allowed in the current state, a mapped rightward translation speed is obtained as the control input of the aircraft.

[0102] As an implementation method, in the hovering mode, the left and right movement of the joystick can be considered as two movement operations in opposite directions, so the third displacement-control amount relationship curve and the fourth displacement-control amount relationship curve can be combined into a total relationship curve, except that if in the third displacement-control amount relationship curve, the normalized leftward movement of the joystick is represented by a negative number on the horizontal axis, and the control amount is also represented by a negative number on the vertical axis, then on the fourth displacement-control amount relationship curve, the normalized rightward movement is represented by a positive number on the horizontal axis, and the control amount is also represented by a positive number, that is: the normalized leftward movement of the left extreme position has a horizontal axis of -1 on the total relationship curve, and the control amount is -1 on the vertical axis of the total relationship curve; the normalized rightward movement of the right extreme position has a horizontal axis of 1 on the total relationship curve, and the control amount is 1 on the vertical axis of the total relationship curve. The horizontal and vertical coordinates of the joystick in the middle position are both 0. Of course, it can also be the other way around, with positive coordinates for the leftward movement and the control amount, and negative coordinates for the rightward movement and the control amount.

[0103] The positive and negative values ​​of a total relationship curve are used to distinguish the left and right movement directions of the joystick, thereby distinguishing the control input of the left or right translation.

[0104] Further, when the forward flight speed of the aircraft is lower than the speed threshold and the working mode is in the hovering mode, or when the forward flight speed of the aircraft is not lower than the speed threshold and the working mode is in the fixed-wing mode, in step A2:

[0105] When the trigger (1) returns to the neutral position, an operation control command is generated for the aircraft to maintain the current forward level flight speed;

[0106] When the trigger (1) is lifted to the lifting limit position, an operation control command is generated for the aircraft to fly at the maximum forward flight acceleration allowed by the current operation state;

[0107] When the trigger (1) is lifted and the lift amount is between the neutral position and the lift limit position, a forward flight acceleration corresponding to the lift amount is mapped based on a preset first lift amount-control amount relationship curve, and an operation control command for the aircraft to fly at the forward flight acceleration mapped thereby is generated;

[0108] When the trigger (1) is pressed to the extreme pressing position, an operation control command is generated for the aircraft to fly at the maximum forward flight deceleration speed allowed by the current operation state;

[0109] When the trigger (1) is pressed and the pressing amount is between the neutral position and the pressing limit position, the forward flight deceleration corresponding to the pressing amount is mapped based on a preset first pressing amount-control amount relationship curve, and an operation control command for the aircraft to fly at the forward flight deceleration mapped thereby is generated.

[0110] In hover mode, the trigger at the top of the joystick is lifted or pressed to control the forward or backward acceleration (i.e., forward deceleration) of the aircraft. The amount of the trigger lifted and pressed is used as the pilot's command input, and the flight control computer calculates the forward acceleration and forward deceleration of the aircraft corresponding to the amount of the trigger lifted and pressed according to the real-time aircraft status. When the trigger is kept in the neutral position, the aircraft maintains a forward acceleration of 0, that is, the forward level flight speed remains unchanged. When the trigger is in the last position (i.e., the lift reaches the lift limit position), the flight control computer uses the maximum forward acceleration allowed by the current state as the forward acceleration input of the aircraft. When the trigger is in the frontmost position (i.e., the press reaches the press limit position), the flight control computer uses the maximum forward deceleration allowed by the current state as the control input of the forward deceleration of the aircraft. When the trigger is between the last position and the neutral position, the amount of the trigger lifted is mapped through the corresponding relationship curve to a forward acceleration less than the maximum forward acceleration as the forward acceleration control input of the aircraft. When the trigger is located between the forward position and the neutral position, the trigger pressing amount is mapped through the corresponding relationship curve to a forward flight deceleration that is less than the maximum forward flight deceleration as the forward flight deceleration control input of the aircraft.

[0111] In fixed-wing mode, lifting or pressing the trigger at the top of the joystick also controls the forward acceleration and deceleration of the aircraft. The amount of the trigger lifted and pressed is used as the pilot's command input, and the flight control computer calculates the forward acceleration or deceleration of the aircraft corresponding to the amount of the trigger lifted and pressed based on the real-time aircraft status. When the trigger stick is kept in the middle position, the aircraft maintains a forward acceleration of 0, that is, the forward flight speed remains unchanged. When the trigger is in the last position, the flight control computer uses the maximum forward level flight acceleration allowed by the current state as the forward acceleration input. When the trigger is in the front position, the flight control computer uses the maximum forward level flight deceleration allowed by the current state as the control input of the forward level flight acceleration. When the trigger is between the last position and the middle position, the amount of the trigger pressed is mapped to a forward level flight acceleration less than the maximum forward level flight acceleration through the corresponding relationship curve. When the trigger is between the front position and the middle position, the amount of the trigger pressed is mapped to a forward level flight acceleration less than the maximum forward level flight deceleration through the corresponding relationship curve.

[0112] Specifically, the first lift-up amount-control amount relationship curve in the hover mode and the fixed-wing mode can be the same relationship curve or set to different relationship curves, and the first press-down amount-control amount relationship curve can be the same relationship curve or set to different relationship curves.

[0113] The actual lift and press amount is calculated from the neutral position of the trigger. When the trigger is in the neutral position, the lift and press amount are both 0.

[0114] The first lift-amount-control-amount relationship curve uses the lift-amount as the horizontal coordinate and the control-amount as the vertical coordinate. In order to facilitate data analysis, comparison and simplify calculations, the actual lift-amount is normalized to the 0-1 interval, that is, when the trigger is at the middle force position, the actual lift-amount is 0, and it is also 0 after normalization. The horizontal coordinate on the first lift-amount-control-amount relationship curve is also 0, and the corresponding control-amount is also 0. If the trigger is at the lift limit position, that is, the maximum value of the actual lift-amount, the maximum actual lift-amount is normalized to 1, which is 1 on the horizontal coordinate, and the corresponding control-amount is also 1 as the maximum value, that is, the vertical coordinate is also 1, that is, the maximum forward flight acceleration allowed in the current state is output. The normalized value of the actual movement between the trigger neutral position and the lift limit position is between 0 and 1, and the corresponding horizontal coordinate is also between 0 and 1. A control amount (between 0-1 and not 0 and 1) is mapped out from the value of the horizontal coordinate on the first lift amount-control amount relationship curve. The mapped control amount is multiplied by the maximum forward flight acceleration allowed in the current state to obtain a mapped forward flight acceleration as the control input of the aircraft.

[0115] Similarly, in the first pressed amount-control amount relationship curve, the pressed amount is used as the horizontal coordinate and the control amount is used as the vertical coordinate. The actual pressed amount is normalized to the range of 0-1. The actual pressed amount at the extreme position is mapped to 1 as the maximum value, and the control amount is also 1 as the maximum value. A control amount is mapped out from the value of the normalized pressed amount on the horizontal coordinate on the first pressed amount-control amount relationship curve. Based on the mapped control amount multiplied by the maximum forward flight deceleration allowed in the current state, a mapped forward flight deceleration is obtained as the control input of the aircraft.

[0116] As an implementation method, in the hovering mode and the fixed-wing mode, the lifting and pressing of the trigger can be considered as two operations in opposite directions, so the first lifting amount-control amount relationship curve and the first pressing amount-control amount relationship curve can be combined into a total relationship curve, except that if in the first lifting amount-control amount relationship curve, the normalized lifting amount of the trigger is represented by a positive number on the horizontal axis, and the control amount is also represented by a positive number on the vertical axis, then on the first pressing amount-control amount relationship curve, the normalized pressing amount is represented by a negative number on the horizontal axis, and the control amount is also represented by a negative number, that is: the normalized lifting amount of the lifting limit position on the total relationship curve is 1 on the horizontal axis, and the control amount is 1 on the vertical axis of the total relationship curve; the normalized pressing amount of the pressing limit position on the total relationship curve is -1 on the horizontal axis, and the control amount is -1 on the vertical axis of the total relationship curve. The horizontal and vertical coordinates of the joystick trigger in the neutral position are both 0.

[0117] The two operations of lifting and pressing the trigger are distinguished by the positive and negative values ​​of a total relationship curve, thereby distinguishing the control input of forward flight acceleration or deceleration.

[0118] Furthermore, when the forward flight speed of the aircraft is lower than the speed threshold and the working mode is in the hovering mode, in step A2:

[0119] When the left pedal (4) and the right pedal (5) are both released and not pressed, an operation control command is generated for the aircraft to maintain the current heading angle;

[0120] When the left foot pedal (4) is depressed to the maximum stroke, an operation control command is generated for the aircraft to fly at the maximum left heading angular velocity allowed by the current operation state;

[0121] When the left pedal (4) is depressed to a level below the maximum stroke, a leftward heading angular velocity corresponding to the depression amount of the left pedal is mapped based on a preset first depression amount-control amount relationship curve, and an operation control command is generated for the aircraft to fly at the mapped leftward heading angular velocity;

[0122] When the right foot pedal (5) is depressed to the maximum stroke, an operation control command is generated for the aircraft to fly at the maximum rightward heading angular velocity allowed by the current operation state;

[0123] When the right pedal (5) is depressed to a level below the maximum stroke, the right angular velocity corresponding to the right pedal depression level is mapped based on a preset second depression level-control level relationship curve, and an operation control command is generated for the aircraft to fly at the mapped right angular velocity.

[0124] In hover mode, the rudder pedal controls the aircraft's heading angular velocity. The amount of rudder pedal depression is used as the pilot's command input, and the flight control computer calculates the aircraft's heading angular velocity control input corresponding to the amount of rudder pedal depression based on the real-time aircraft status. When the rudder pedal is kept in the neutral position without being depressed, the aircraft maintains the same heading angle. When the pilot depresses the left pedal to the maximum stroke, the flight control computer uses the maximum left heading angular velocity allowed by the current state as the aircraft's heading angular velocity control input. When the pilot depresses the right pedal to the maximum stroke, the flight control computer uses the maximum right heading angular velocity allowed by the current state as the aircraft's heading angular velocity control input. When the pilot depresses the left pedal and does not reach the maximum stroke, the depressing amount is mapped through the corresponding relationship curve to a heading angular velocity less than the maximum left heading angular velocity as the aircraft's control input. When the pilot depresses the right pedal and does not reach the maximum stroke, the depressing amount is mapped through the corresponding relationship curve to a heading angular velocity less than the maximum right heading angular velocity as the aircraft's control input.

[0125] In the first pedaling amount-control amount relationship curve, the pedaling amount is used as the horizontal coordinate and the control amount is used as the vertical coordinate. In order to facilitate data analysis, comparison and simplify calculation, the actual pedaling amount is normalized to the range of 0-1, that is, when the left pedal is not stepped on, the actual pedaling amount is 0, and it is also 0 after normalization. The horizontal coordinate on the first pedaling amount-control amount relationship curve is also 0, and the corresponding control amount is also 0. If the left pedal is at the maximum stroke position, that is, the maximum value of the actual pedaling amount, the maximum actual forward movement is normalized to 1, which is 1 on the horizontal coordinate, and the corresponding control amount is also 1 as the maximum value, that is, the vertical coordinate is also 1, that is, the maximum left heading angular velocity allowed in the current state is output. The normalized value of the actual movement between the left pedal not being pressed and the maximum stroke is between 0 and 1, and the corresponding horizontal coordinate is also between 0 and 1. A control amount (between 0-1 and not 0 and 1) is mapped out from the value of the horizontal coordinate on the first pedaling amount-control amount relationship curve. The mapped control amount is multiplied by the maximum left heading angular velocity allowed in the current state to obtain a mapped left heading angular velocity as the control input of the aircraft.

[0126] Similarly, in the second pedal-depression amount-control amount relationship curve, the displacement amount is used as the horizontal coordinate and the control amount is used as the vertical coordinate. The actual pedal-depression amount of the right foot is normalized to the range of 0-1, and the actual pedal-depression amount of the maximum stroke is mapped as the maximum value to 1, and the control amount is also 1 as the maximum value. A control amount is mapped from the value of the normalized pedal-depression amount on the horizontal coordinate on the second displacement amount-control amount relationship curve. Based on the mapped control amount multiplied by the maximum right heading angular velocity allowed in the current state, a mapped right heading angular velocity is obtained as the control input of the aircraft.

[0127] In the hovering mode, the amount of the left and right pedals pressed can be considered as two moving operations in opposite directions. Therefore, the first amount of pressing-control amount relationship curve and the second amount of pressing-control amount relationship curve can be combined into a total relationship curve. However, if in the second amount of pressing-control amount relationship curve, the normalized amount of pressing on the right pedal is represented by a positive number on the horizontal axis, and the control amount is also represented by a positive number on the vertical axis, then on the first displacement amount-control amount relationship curve, the normalized amount of pressing on the left pedal is represented by a negative number on the horizontal axis, and the control amount is also represented by a negative number, that is: the normalized maximum amount of pressing on the right pedal is greater than 1 on the horizontal axis of the total relationship curve, and the control amount is 1 on the vertical axis of the total relationship curve; the normalized maximum stroke of the left pedal is -1 on the horizontal axis of the total relationship curve, and the control amount is -1 on the vertical axis of the total relationship curve. The horizontal and vertical coordinates of the left and right pedals that are not pressed are both 0.

[0128] The positive and negative values ​​of the total relationship curve are used to distinguish whether the left and right pedals are pressed, thereby distinguishing the direction of the heading angular velocity.

[0129] Furthermore, when the forward flight speed of the aircraft is not less than the speed threshold and the working mode is in the fixed-wing mode, in step A2:

[0130] When the joystick (2) moves forward to the front limit position, an operation control command is generated for the aircraft to descend at the maximum descent speed allowed by the current operation state;

[0131] When the joystick (2) moves forward and the amount of forward movement is between the middle position and the front limit position, a descent speed corresponding to the amount of forward movement is mapped based on a preset first displacement amount-control amount relationship curve, and an operation control command is generated for the aircraft to descend at the mapped descent speed;

[0132] When the joystick (2) moves backward to the rear limit position, an operation control command is generated for the aircraft to climb at the maximum climbing speed allowed by the current operation state;

[0133] When the joystick (2) moves backward and the amount of backward movement is between the middle position and the rear limit position, a climbing speed corresponding to the amount of backward movement is mapped based on a preset second displacement-control amount relationship curve, and an operation control command is generated for the aircraft to climb at the mapped climbing speed; when the joystick moves leftward to the left limit position, an operation control command is generated for the aircraft to fly at the maximum left turn rate allowed in the current operation state;

[0134] When the joystick (2) moves to the left and the amount of leftward movement is between the middle position and the left limit position, a leftward turning rate corresponding to the amount of leftward movement is mapped based on the fifth displacement-control amount relationship curve, and an operation control command is generated for the aircraft to fly at the mapped leftward turning rate; when the joystick moves to the right to the right limit position, an operation control command is generated for the aircraft to fly at the maximum rightward turning rate allowed in the current operation state;

[0135] When the joystick (2) moves to the right and the rightward movement amount is between the middle position and the right limit position, the right turning rate corresponding to the rightward movement amount is mapped based on the sixth displacement amount-control amount relationship curve, and an operation control command for the aircraft to fly at the mapped right turning rate is generated.

[0136] Specifically, when the joystick (2) returns to the middle position, an operation control command is generated for the aircraft to maintain the current flight altitude and heading.

[0137] In fixed-wing mode, the forward and backward movement of the joystick still controls the descent and climb speed of the aircraft, that is, the control logic is the same as in hover mode and will not be repeated here.

[0138] In fixed-wing mode, the joystick moves left and right to control the aircraft's turning rate. The left and right movement of the joystick is used as the pilot's command input, and the flight control computer calculates the control input of the aircraft's left or right turning rate corresponding to the joystick movement based on the real-time aircraft status. When the joystick is kept in the middle position, the aircraft maintains its heading. When the joystick is in the leftmost position, the flight control computer uses the maximum left turning rate allowed by the current state as the control input of the turning rate. When the joystick is in the rightmost position, the flight control computer uses the maximum right turning rate allowed by the current state as the control input of the turning rate. When the joystick is between the leftmost position and the middle position, the leftward movement is mapped to a leftward turning rate less than the maximum leftward turning rate as the aircraft's control input through the corresponding relationship curve. When the joystick is between the rightmost position and the middle position, the rightward movement is mapped to a rightward turning rate less than the maximum rightward turning rate as the aircraft's control input through the corresponding relationship curve.

[0139] In the fifth displacement-control amount relationship curve, the displacement is used as the horizontal coordinate and the control amount is used as the vertical coordinate. In order to facilitate data analysis, comparison and simplify calculation, the actual leftward movement is normalized to the interval of 0-1, that is, when the joystick is in the middle position, the actual movement is 0, and it is also 0 after normalization. The horizontal coordinate on the fifth displacement-control amount relationship curve is also 0, and the corresponding control amount is also 0. If the joystick is in the left extreme position, that is, the maximum value of the actual leftward movement, the maximum actual leftward movement is normalized to 1, which is 1 on the horizontal coordinate, and the corresponding control amount is also 1 as the maximum value, that is, the vertical coordinate is also 1, that is, the maximum left turning rate allowed in the current state is output. The normalized value of the actual movement between the middle position and the left extreme position of the joystick is between 0 and 1, and the corresponding horizontal coordinate is also between 0 and 1. A control quantity (between 0-1 and not 0 and 1) is mapped out from the value of the horizontal coordinate on the fifth displacement-control quantity relationship curve. Based on the mapped control quantity multiplied by the maximum left turn rate allowed in the current state, a mapped left turn rate is obtained as the control input of the aircraft.

[0140] Similarly, in the sixth displacement-control amount relationship curve, the displacement is used as the horizontal coordinate and the control amount is used as the vertical coordinate. The actual rightward movement is normalized to the range of 0-1. The actual rightward movement at the right extreme position is mapped as the maximum value to 1, and the control amount is also 1 as the maximum value. A control amount is mapped out from the value of the normalized rightward movement on the horizontal coordinate on the sixth displacement-control amount relationship curve. Based on the mapped control amount multiplied by the maximum right turn rate allowed in the current state, a mapped right turn rate is obtained as the control input of the aircraft.

[0141] As an implementation method, in the fixed-wing mode, the left and right movement of the joystick can be considered as two movement operations in opposite directions, so the fifth displacement-control amount relationship curve and the sixth displacement-control amount relationship curve can be combined into a total relationship curve, except that if in the fifth displacement-control amount relationship curve, the normalized leftward movement of the joystick is represented by a negative number on the horizontal axis, and the control amount is also represented by a negative number on the vertical axis, then on the sixth displacement-control amount relationship curve, the normalized rightward movement is represented by a positive number on the horizontal axis, and the control amount is also represented by a positive number, that is: the normalized leftward movement of the left extreme position has a horizontal axis of -1 on the total relationship curve, and the control amount is -1 on the vertical axis of the total relationship curve; the normalized rightward movement of the right extreme position has a horizontal axis of 1 on the total relationship curve, and the control amount is 1 on the vertical axis of the total relationship curve. The horizontal and vertical coordinates of the joystick in the middle position are both 0. Of course, it can also be the other way around, with positive coordinates for the leftward movement and the control amount, and negative coordinates for the rightward movement and the control amount.

[0142] The positive and negative values ​​of a total relationship curve are used to distinguish the left and right movement directions of the joystick, thereby distinguishing the control input of the left turn rate or the right turn rate.

[0143] Furthermore, when the forward flight speed of the aircraft is not less than the speed threshold and the working mode is in the fixed-wing mode, in step A2:

[0144] When the left pedal (4) and the right pedal (5) are both released and not pressed, an operation control command is generated for the aircraft to maintain a side slip angle of 0 flight;

[0145] When the left foot pedal (4) is depressed to the maximum stroke, an operation control command is generated for the aircraft to fly at the maximum left glide angle allowed by the current operation state;

[0146] When the left pedal (4) is depressed to a level below the maximum stroke, a leftward sliding angle corresponding to the depression amount of the left pedal is mapped based on a preset third depression amount-control amount relationship curve, and an operation control command for the aircraft to fly at the leftward sliding angle mapped thereto is generated;

[0147] When the right foot pedal (5) is depressed to the maximum stroke, an operation control command is generated for the aircraft to fly at the maximum rightward sliding angle allowed by the current operation state;

[0148] When the right pedal (5) is depressed to a less than maximum stroke, the right-side sliding angle corresponding to the right pedal depression amount is mapped based on a preset fourth depression amount-control amount relationship curve, and an operation control command for the aircraft to fly at the right-side sliding angle mapped thereby is generated.

[0149] In fixed-wing mode, the rudder pedal controls the sideslip angle of the aircraft. The left and right rudder pedal depression amount is used as the pilot's command input, and the flight control computer calculates the aircraft's sideslip angle control input corresponding to the rudder pedal depression amount based on the real-time aircraft status. When the rudder pedal remains in the neutral position without being depressed, the aircraft maintains a sideslip angle of 0. When the pilot depresses the left pedal to the maximum stroke, the flight control computer uses the maximum leftward slip angle allowed by the current state as the control input of the sideslip angle. When the pilot depresses the right pedal to the maximum stroke, the flight control computer uses the maximum rightward slip angle allowed by the current state as the control input of the sideslip angle. When the pilot depresses the left pedal and does not reach the maximum stroke, the depression amount is mapped through the input curve to a sideslip angle less than the maximum leftward slip angle. When the pilot depresses the right pedal and does not reach the maximum stroke, the depression amount is mapped through the input curve to a sideslip angle less than the maximum rightward slip angle.

[0150] In the third pedaling amount-control amount relationship curve, the pedaling amount is used as the horizontal coordinate and the control amount is used as the vertical coordinate. In order to facilitate data analysis, comparison and simplify calculation, the actual pedaling amount is normalized to the range of 0-1, that is, when the left pedal is not stepped on, the actual pedaling amount is 0, and it is also 0 after normalization. The horizontal coordinate on the third pedaling amount-control amount relationship curve is also 0, and the corresponding control amount is also 0. If the left pedal is at the maximum stroke position, that is, the maximum value of the actual pedaling amount, the maximum actual forward movement is normalized to 1, which is 1 on the horizontal coordinate, and the corresponding control amount is also 1 as the maximum value, that is, the vertical coordinate is also 1, that is, the maximum leftward sliding angle allowed in the current state is output. The normalized value of the actual movement between the left pedal not being pressed and the maximum stroke is between 0 and 1, and the corresponding horizontal coordinate is also between 0 and 1. A control amount (between 0-1 and not 0 and 1) is mapped out from the value of the horizontal coordinate on the third pedaling amount-control amount relationship curve. The mapped control amount is multiplied by the maximum left slip angle allowed in the current state to obtain a mapped left slip angle as the control input of the aircraft.

[0151] Similarly, in the fourth depression amount-control amount relationship curve, the displacement amount is used as the horizontal coordinate and the control amount is used as the vertical coordinate. The actual depression amount of the right pedal is normalized to the range of 0-1, and the actual depression amount of the maximum stroke is mapped as the maximum value to 1, and the control amount is also 1 as the maximum value. A control amount is mapped from the value of the normalized depression amount on the horizontal coordinate on the fourth displacement amount-control amount relationship curve. Based on the mapped control amount multiplied by the maximum right slip angle allowed in the current state, a mapped right slip angle is obtained as the control input of the aircraft.

[0152] In the fixed-wing mode, the amount of the left and right pedals can be considered as two movement operations in opposite directions. Therefore, the third pedal-down amount-control amount relationship curve and the fourth pedal-down amount-control amount relationship curve can be combined into a total relationship curve. However, if in the fourth pedal-down amount-control amount relationship curve, the normalized pedal-down amount of the right pedal is represented by a positive number on the horizontal axis, and the control amount is also represented by a positive number on the vertical axis, then on the third displacement amount-control amount relationship curve, the normalized pedal-down amount of the left pedal is represented by a negative number on the horizontal axis, and the control amount is also represented by a negative number, that is: the normalized maximum pedal-down amount of the right pedal is greater than 1 on the horizontal axis of the total relationship curve, and the control amount is 1 on the vertical axis of the total relationship curve; the normalized maximum stroke of the left pedal is -1 on the horizontal axis of the total relationship curve, and the control amount is -1 on the vertical axis of the total relationship curve. The horizontal and vertical coordinates of the left and right pedals that are not stepped on are both 0.

[0153] The direction of the sideslip angle can be distinguished by distinguishing the depression of the left and right pedals through the positive and negative values ​​of the total relationship curve.

[0154] Furthermore, when the operating mode of the aircraft is in the ground taxiing mode, in step A2:

[0155] When the trigger (1) returns to the neutral position, an operation control command is generated for the aircraft to maintain the current forward speed unchanged;

[0156] When the trigger (1) is lifted to the lifting limit position, an operation control command is generated for the aircraft to roll at the maximum forward acceleration allowed by the current operation state;

[0157] When the trigger (1) is lifted and the lift amount is between the neutral position and the lift limit position, a forward acceleration corresponding to the lift amount is mapped based on a preset second lift amount-control amount relationship curve, and an operation control command for the aircraft to taxi with the forward acceleration mapped therefrom is generated;

[0158] When the trigger (1) is pressed to the extreme pressing position, an operation control command is generated for the aircraft to roll at the maximum forward deceleration speed allowed by the current operation state;

[0159] When the trigger (1) is pressed and the pressing amount is between the neutral position and the pressing limit position, the forward deceleration corresponding to the pressing amount is mapped based on a preset second pressing amount-control amount relationship curve, and an operation control command for the aircraft to roll at the forward deceleration mapped thereby is generated.

[0160] In the ground taxi mode, the trigger is lifted or pressed to control the aircraft's taxi acceleration and deceleration. The amount of the trigger lifted and pressed is used as the pilot's command input, and the flight control computer calculates the aircraft's forward acceleration or deceleration corresponding to the amount of the trigger lifted and pressed based on the real-time aircraft status. When the trigger lever remains in the neutral position, the aircraft maintains the current forward acceleration of 0, that is, the taxiing speed remains unchanged. When the trigger is in the last position (that is, the lift amount reaches the lift limit position), the flight control computer uses the maximum forward acceleration allowed by the current state as the taxiing acceleration input. When the trigger is in the front position (that is, the press amount reaches the press limit position), the flight control computer uses the maximum forward deceleration allowed by the current state as the control input. When the trigger is between the last position and the middle position, the trigger lift amount is mapped through the input curve to a taxiing acceleration that is less than the maximum forward acceleration. When the trigger is between the front position and the middle position, the trigger press amount is mapped through the input curve to a forward deceleration that is less than the maximum forward deceleration for taxiing.

[0161] The second lift-amount-control-amount relationship curve uses the lift-amount as the horizontal coordinate and the control-amount as the vertical coordinate. In order to facilitate data analysis, comparison and simplify calculations, the actual lift-amount is normalized to the 0-1 interval, that is, when the trigger is in the middle force position, the actual lift-amount is 0, and it is also 0 after normalization. The horizontal coordinate on the second lift-amount-control-amount relationship curve is also 0, and the corresponding control-amount is also 0. If the trigger is in the lifting limit position, that is, the maximum value of the actual lift-amount, the maximum actual lift-amount is normalized to 1, which is 1 on the horizontal coordinate, and the corresponding control-amount is also 1 as the maximum value, that is, the vertical coordinate is also 1, that is, the maximum forward acceleration allowed in the current state is output. The normalized value of the actual movement between the trigger neutral position and the lift limit position is between 0 and 1, and the corresponding horizontal coordinate is also between 0 and 1. The value of the horizontal coordinate is mapped into a control amount (between 0-1 and not 0 and 1) on the second lift amount-control amount relationship curve. Based on the mapped control amount multiplied by the maximum forward acceleration allowed in the current state, a mapped forward acceleration is obtained as the ground roll control input of the aircraft.

[0162] Similarly, in the second pressed amount-control amount relationship curve, the pressed amount is used as the horizontal coordinate and the control amount is used as the vertical coordinate. The actual pressed amount is normalized to the range of 0-1. The actual pressed amount at the extreme position is mapped to 1 as the maximum value, and the control amount is also 1 as the maximum value. A control amount is mapped out from the value of the normalized pressed amount on the horizontal coordinate on the second pressed amount-control amount relationship curve. Based on the mapped control amount multiplied by the maximum forward deceleration allowed in the current state, a mapped forward deceleration is obtained as the ground roll control input of the aircraft.

[0163] As an implementation method, in the ground sliding mode, the lifting and pressing of the trigger can be considered as two operations in opposite directions, so the second lifting amount-control amount relationship curve and the second pressing amount-control amount relationship curve can be combined into a total relationship curve, except that if in the second lifting amount-control amount relationship curve, the normalized lifting amount of the trigger is represented by a positive number on the horizontal axis, and the control amount is also represented by a positive number on the vertical axis, then on the second pressing amount-control amount relationship curve, the normalized pressing amount is represented by a negative number on the horizontal axis, and the control amount is also represented by a negative number, that is: the normalized lifting amount of the lifting limit position on the total relationship curve is 1 on the horizontal axis, and the control amount is 1 on the vertical axis of the total relationship curve; the normalized pressing amount of the pressing limit position on the total relationship curve is -1 on the horizontal axis, and the control amount is -1 on the vertical axis of the total relationship curve. The horizontal and vertical coordinates of the joystick trigger in the neutral position are both 0.

[0164] The two operations of trigger lifting and pressing are distinguished by the positive and negative values ​​of a total relationship curve, thereby distinguishing the control input of sliding acceleration or deceleration.

[0165] Furthermore, when the operating mode of the aircraft is in the ground taxiing mode, in step A2:

[0166] When the left pedal (4) and the right pedal (5) are both released and not stepped on, an operation control command is generated for the aircraft to maintain the current taxiing direction unchanged;

[0167] When the left foot pedal (4) is depressed to the maximum stroke, an operation control command is generated for the aircraft to taxi at the maximum left turning rate allowed by the current operation state;

[0168] When the left pedal (4) is depressed to a level below the maximum stroke, a left turn rate corresponding to the depression amount of the left pedal is mapped based on a preset fifth depression amount-control amount relationship curve, and an operation control command for the aircraft to taxi at the mapped left turn rate is generated;

[0169] When the right pedal (5) is depressed to the maximum stroke, an operation control command is generated for the aircraft to taxi at the maximum right turning rate allowed by the current operation state;

[0170] When the right pedal (5) is depressed to a level below the maximum stroke, the right turning rate corresponding to the right pedal depression amount is mapped based on a preset sixth depression amount-control amount relationship curve, and an operation control command for the aircraft to taxi at the mapped right turning rate is generated.

[0171] In the ground roll mode, the rudder pedal controls the direction of the aircraft's roll. The left and right rudder pedal depression amounts are used as pilot command inputs, and the flight control computer calculates the aircraft's roll turn rate corresponding to the left and right pedal depression amounts based on the real-time aircraft status. When the rudder pedal is not depressed and remains in the middle position, the aircraft maintains the same roll direction. When the pilot depresses the left pedal to the maximum stroke, the flight control computer uses the maximum left turn rate allowed by the current state as the aircraft's ground roll control input. When the pilot depresses the right pedal to the maximum stroke, the flight control computer uses the maximum right turn rate allowed by the current state as the aircraft's ground roll control input. When the pilot depresses the left pedal and does not reach the maximum stroke, the depressing amount is mapped through the input curve to a left turn rate that is less than the maximum left turn rate. When the pilot depresses the right pedal and does not reach the maximum stroke, the depressing amount is mapped through the input curve to a right turn rate that is less than the maximum right turn rate.

[0172] In the fifth pedal-down amount-control amount relationship curve, the pedal-down amount is used as the horizontal coordinate and the control amount is used as the vertical coordinate. In order to facilitate data analysis, comparison and simplify calculation, the actual pedal-down amount is normalized to the range of 0-1, that is, when the left pedal is not stepped on, the actual pedal-down amount is 0, and it is also 0 after normalization. The horizontal coordinate on the fifth pedal-down amount-control amount relationship curve is also 0, and the corresponding control amount is also 0. If the left pedal is at the maximum stroke position, that is, the maximum value of the actual pedal-down amount, the maximum actual forward movement is normalized to 1, which is 1 on the horizontal coordinate, and the corresponding control amount is also 1 as the maximum value, that is, the vertical coordinate is also 1, that is, the maximum left turning rate allowed in the current state is output. The normalized value of the actual movement between the left pedal not being pressed and the maximum stroke is between 0 and 1, and the corresponding horizontal coordinate is also between 0 and 1. A control quantity (between 0-1 and not 0 and 1) is mapped out from the value of the horizontal coordinate on the fifth pedaling amount-control quantity relationship curve. The mapped control quantity is multiplied by the maximum left turn rate allowed in the current state to obtain a mapped left turn rate as the ground roll control input of the aircraft.

[0173] Similarly, in the sixth pedal depression amount-control amount relationship curve, the displacement amount is used as the horizontal coordinate and the control amount is used as the vertical coordinate. The actual pedal depression amount of the right foot is normalized to the range of 0-1, and the actual pedal depression amount of the maximum stroke is mapped as the maximum value to 1, and the control amount is also 1 as the maximum value. A control amount is mapped out from the value of the normalized pedal depression amount on the horizontal coordinate on the sixth displacement amount-control amount relationship curve. Based on the mapped control amount multiplied by the maximum right turn rate allowed in the current state, a mapped right turn rate is obtained as the control input of the aircraft.

[0174] In the ground sliding mode, the amount of the left and right pedals pressed can be considered as two movement operations in opposite directions. Therefore, the fifth amount of pressing-control amount relationship curve and the sixth amount of pressing-control amount relationship curve can be combined into a total relationship curve. However, if in the sixth amount of pressing-control amount relationship curve, the normalized amount of pressing on the right pedal is represented by a positive number on the horizontal axis, and the control amount is also represented by a positive number on the vertical axis, then on the fifth displacement amount-control amount relationship curve, the normalized amount of pressing on the left pedal is represented by a negative number on the horizontal axis, and the control amount is also represented by a negative number, that is: the normalized maximum amount of pressing on the right pedal is greater than 1 on the horizontal axis of the total relationship curve, and the control amount is 1 on the vertical axis of the total relationship curve; the normalized maximum stroke of the left pedal is -1 on the horizontal axis of the total relationship curve, and the control amount is -1 on the vertical axis of the total relationship curve. The horizontal and vertical coordinates of the left and right pedals that are not pressed are both 0.

[0175] The direction of the ground rolling turning rate can be distinguished by distinguishing the depression of the left and right pedals through the positive and negative values ​​of the total relationship curve.

[0176] The overall relationship curves of the present invention can be referred to, for example, Figure 4 The relationship curve shown, one positive and one negative, represents operations in two opposite directions.

[0177] Furthermore, when the working mode of the aircraft is in the hovering mode or the fixed-wing mode, the operating status parameters of the aircraft include the current flight altitude, flight speed, temperature, wind speed, and wind direction;

[0178] When the aircraft is in the ground taxiing mode, the parameters of the aircraft's operating status include the current ground altitude, temperature, wind speed, wind direction and taxiing speed.

[0179] See also Figure 5 The present invention also provides a control device for an electric vertical take-off and landing aircraft, which is used to execute the above-mentioned control method for an electric vertical take-off and landing aircraft, comprising:

[0180] The present invention provides a method for controlling an electric vertical take-off and landing aircraft, comprising a hand control unit and a rudder pedal.

[0181] The hand control part comprises a fixing seat (3), a control rod (2) and a trigger (1); the bottom of the control rod (2) is on the fixing seat (3); the trigger (1) is arranged on the top of the control rod (2); the control of the control rod (2) comprises forward, backward, left and right movement; and the control of the trigger (1) comprises lifting and pressing;

[0182] The rudder comprises a left foot pedal (4) and a right foot pedal (5), and the manipulation of the rudder comprises stepping on the left foot pedal (4) and stepping on the right foot pedal (5);

[0183] A processing module, used for obtaining control information of the joystick (2), the trigger (1) and the rudder pedals, and generating an operation control command according to the operation information of the joystick (2), the trigger (1) and the rudder pedals, and in combination with the working mode and operation state of the aircraft;

[0184] The execution module is connected to the processing module and is used to execute operation control commands on the aircraft.

[0185] The beneficial technical effects of the present invention are: by eliminating the traditional throttle and collective lever, the control system of the aircraft is simplified, which not only reduces the complexity of the control mechanism, simplifies the control mechanism, but also reduces the maintenance cost; due to the removal of components such as the throttle and collective lever, the overall weight of the aircraft is reduced, which helps to improve fuel efficiency, extend the flight distance, and may increase the payload capacity; the control method allows the pilot to use the same control logic in different flight states, whether it is vertical take-off and landing or horizontal flight. This avoids the switching between helicopter and fixed-wing flight modes in the traditional control method, making the control more intuitive and easy to master; by simplifying the control logic, the pilot can adapt to the operation requirements under different flight conditions more quickly, reducing the potential risk of errors caused by switching control modes; in addition, due to the unification of the control logic, the learning curve of new pilots becomes more gentle, reducing the time and economic cost of pilot training, and also facilitating the existing pilots to quickly adapt to the operation of new models of aircraft; in addition, the consistent control logic helps to reduce errors caused by unfamiliar operation and improves flight safety.

[0186] The above are only preferred embodiments of the present invention, and are not intended to limit the implementation methods and protection scope of the present invention. Those skilled in the art should be aware that all solutions obtained by equivalent substitutions and obvious changes made using the description and illustrations of the present invention should be included in the protection scope of the present invention.

Claims

1. A method for controlling an electric vertical take-off and landing aircraft, characterized in that: A hand control unit and a rudder foot are arranged in the aircraft, the hand control unit comprises a fixing seat, a joystick and a trigger, the bottom of the joystick is on the fixing seat, the trigger is arranged on the top of the joystick, the operation of the joystick comprises forward, backward, left and right movement, the operation of the trigger comprises lifting and pressing; the rudder foot comprises a left pedal and a right pedal, the operation of the rudder foot comprises stepping on the left pedal and stepping on the right pedal; the method comprises the following steps: Step A1, obtaining operation information of the joystick, the trigger and the rudder pedal, and obtaining the working mode and operating status of the aircraft; Step A2, generating an operation control command according to the operation information of the joystick, the operation information of the trigger and the operation information of the rudder pedal, and in combination with the working mode and operation status of the aircraft; Step A3: executing the operation control command on the aircraft.

2. The method for controlling an electric vertical take-off and landing aircraft according to claim 1, characterized in that: When the forward flight speed of the aircraft is lower than the speed threshold and the working mode is in the hovering mode, in step A2: When the joystick moves forward to the front limit position, an operation control command is generated for the aircraft to descend at the maximum descent speed allowed by the current operation state; When the joystick moves forward and the amount of forward movement is between the middle position and the front limit position, a descent speed corresponding to the amount of forward movement is mapped based on a preset first displacement-control amount relationship curve, and an operation control command is generated for the aircraft to descend at the mapped descent speed; When the joystick moves backward to the rear limit position, an operation control command is generated for the aircraft to climb at the maximum climbing speed allowed by the current operation state; When the joystick moves backward and the amount of the backward movement is between the middle position and the rear limit position, a climbing speed corresponding to the backward movement is mapped based on a preset second displacement-control amount relationship curve, and an operation control command is generated for the aircraft to climb at the mapped climbing speed; When the joystick moves to the left to the left limit position, an operation control command is generated for the aircraft to translate to the left at the maximum translation speed allowed by the current operation state; When the joystick moves to the left and the amount of leftward movement is between the middle position and the left limit position, a leftward translation speed corresponding to the amount of leftward movement is mapped based on a preset third displacement-control amount relationship curve, and an operation control command for the aircraft to translate to the left at the mapped leftward translation speed is generated; When the joystick moves to the right to the right limit position, an operation control command is generated for the aircraft to translate to the right at the maximum right translation speed allowed by the current operation state; When the joystick moves to the right and the rightward movement amount is between the middle position and the right extreme position, the rightward translation speed corresponding to the rightward movement amount is mapped based on the preset fourth displacement-control amount relationship curve, and an operation control command is generated for the aircraft to translate to the right at the mapped rightward translation speed.

3. The method for controlling an electric vertical take-off and landing aircraft according to claim 1, characterized in that: When the forward flight speed of the aircraft is lower than the speed threshold and the working mode is in the hovering mode, or when the forward flight speed of the aircraft is not lower than the speed threshold and the working mode is in the fixed-wing mode, in step A2: When the trigger returns to the neutral position, an operation control command is generated for the aircraft to maintain the current forward level flight speed; When the trigger is lifted to the lifting limit position, an operation control command is generated for the aircraft to fly at the maximum forward flight acceleration allowed by the current operation state; When the trigger is lifted and the lift amount is between the neutral position and the lift limit position, a forward flight acceleration corresponding to the lift amount is mapped based on a preset first lift amount-control amount relationship curve, and an operation control command for the aircraft to fly with the mapped forward flight acceleration is generated; When the trigger is pressed to the extreme pressing position, an operation control command is generated for the aircraft to fly at the maximum forward flight deceleration speed allowed by the current operation state; When the trigger is pressed and the pressing amount is between the neutral position and the pressing limit position, the forward flight deceleration corresponding to the pressing amount is mapped based on the preset first pressing amount-control amount relationship curve, and an operation control command for the aircraft to fly with the forward flight deceleration mapped thereby is generated.

4. The method for controlling an electric vertical take-off and landing aircraft according to claim 2, characterized in that: When the forward flight speed of the aircraft is lower than the speed threshold and the working mode is in the hovering mode, in step A2: When the left pedal and the right pedal are both released and not pressed, an operation control command is generated for the aircraft to maintain the current heading angle flight; When the left pedal is depressed to the maximum stroke, an operation control command is generated for the aircraft to fly at the maximum left heading angular velocity allowed by the current operation state; When the left pedal is depressed to a level lower than the maximum stroke, a leftward angular velocity corresponding to the depression amount of the left pedal is mapped based on a preset first depression amount-control amount relationship curve, and an operation control command for the aircraft to fly at the mapped leftward angular velocity is generated; When the right pedal is depressed to the maximum stroke, an operation control command is generated for the aircraft to fly at the maximum rightward heading angular velocity allowed by the current operation state; When the right pedal is depressed less than the maximum stroke, the right angular velocity corresponding to the depression amount of the right pedal is mapped based on a preset second depression amount-control amount relationship curve, and an operation control command is generated for the aircraft to fly at the mapped right angular velocity.

5. The method for controlling an electric vertical take-off and landing aircraft according to claim 1, characterized in that: When the forward flight speed of the aircraft is not lower than the speed threshold and the working mode is in the fixed-wing mode, in step A2: When the joystick moves forward to the front limit position, an operation control command is generated for the aircraft to descend at the maximum descent speed allowed by the current operation state; When the joystick moves forward and the amount of forward movement is between the middle position and the front limit position, a descent speed corresponding to the amount of forward movement is mapped based on a preset first displacement-control amount relationship curve, and an operation control command is generated for the aircraft to descend at the mapped descent speed; When the joystick moves backward to the rear limit position, an operation control command is generated for the aircraft to climb at the maximum climbing speed allowed by the current operation state; When the joystick moves backward and the amount of the backward movement is between the middle position and the rear limit position, a climbing speed corresponding to the backward movement is mapped based on a preset second displacement-control amount relationship curve, and an operation control command is generated for the aircraft to climb at the mapped climbing speed; When the joystick moves to the left to the left extreme position, an operation control command is generated for the aircraft to fly at the maximum left turning rate allowed by the current operation state; When the joystick moves to the left and the amount of the left movement is between the middle position and the left limit position, a left turn rate corresponding to the amount of the left movement is mapped based on a preset fifth displacement-control amount relationship curve, and an operation control command for the aircraft to fly at the mapped left turn rate is generated; When the joystick is moved to the right extreme position, an operation control command is generated for the aircraft to fly at the maximum right turning rate allowed by the current operation state; When the joystick moves to the right and the rightward movement amount is between the middle position and the right extreme position, the right turning rate corresponding to the rightward movement amount is mapped based on the preset sixth displacement-control amount relationship curve, and an operation control command is generated for the aircraft to fly at this mapped right turning rate.

6. The method for controlling an electric vertical take-off and landing aircraft according to claim 1, characterized in that: When the forward flight speed of the aircraft is not lower than the speed threshold and the working mode is in the fixed-wing mode, in step A2: When the left pedal and the right pedal are both released and not depressed, an operation control command is generated for the aircraft to maintain a side slip angle of 0 flight; When the left pedal is depressed to the maximum stroke, an operation control command is generated for the aircraft to fly at the maximum left glide angle allowed by the current operation state; When the left pedal is depressed by less than the maximum stroke, a leftward sliding angle corresponding to the depression amount of the left pedal is mapped based on a preset third depression amount-control amount relationship curve, and an operation control command for the aircraft to fly at the leftward sliding angle mapped thereto is generated; When the right pedal is depressed to the maximum stroke, an operation control command is generated for the aircraft to fly at the maximum rightward sliding angle allowed by the current operation state; When the right pedal is depressed to a less than maximum stroke, the right-side sliding angle corresponding to the right-side sliding angle is mapped based on a preset fourth depression amount-control amount relationship curve, and an operation control command for the aircraft to fly at the right-side sliding angle mapped thereby is generated.

7. The method for controlling an electric vertical take-off and landing aircraft according to claim 1, characterized in that: When the working mode of the aircraft is in the ground taxiing mode, in step A2: When the trigger returns to the neutral position, an operation control command is generated for the aircraft to maintain the current forward speed unchanged; When the trigger is lifted to the lifting limit position, an operation control command is generated for the aircraft to roll at the maximum forward acceleration allowed by the current operation state; When the trigger is lifted and the lift amount is between the neutral position and the lift limit position, a forward acceleration corresponding to the lift amount is mapped based on a preset second lift amount-control amount relationship curve, and an operation control command for the aircraft to taxi with the forward acceleration mapped therefrom is generated; When the trigger is pressed to the extreme pressing position, an operation control command is generated for the aircraft to roll at the maximum forward deceleration speed allowed by the current operation state; When the trigger is pressed and the pressing amount is between the neutral position and the pressing limit position, the forward deceleration corresponding to the pressing amount is mapped based on a preset second pressing amount-control amount relationship curve, and an operation control command for the aircraft to roll with the forward deceleration mapped thereby is generated.

8. The method for controlling an electric vertical take-off and landing aircraft according to claim 1, characterized in that: When the working mode of the aircraft is in the ground taxiing mode, in step A2: When the left pedal and the right pedal are both released and not depressed, an operation control command is generated for the aircraft to maintain the current taxiing direction unchanged; When the left pedal is depressed to the maximum stroke, an operation control command is generated for the aircraft to roll at the maximum left turning rate allowed by the current operation state; When the left pedal is depressed to a level lower than the maximum stroke, a left turning rate corresponding to the depression amount of the left pedal is mapped based on a preset fifth depression amount-control amount relationship curve, and an operation control command for the aircraft to roll at the mapped left turning rate is generated; When the right pedal is depressed to the maximum stroke, an operation control command is generated for the aircraft to taxi at the maximum right turning rate allowed by the current operation state; When the right pedal is depressed less than the maximum stroke, the right turning rate corresponding to the right pedal depression amount is mapped based on the preset sixth depression amount-control amount relationship curve, and an operation control command for the aircraft to roll at the mapped right turning rate is generated.

9. The method for controlling an electric vertical take-off and landing aircraft according to claim 1, characterized in that: When the working mode of the aircraft is in the hovering mode or the fixed-wing mode, the operating state parameters of the aircraft include the current flight altitude, flight speed, temperature, wind speed, and wind direction; When the working mode of the aircraft is in the ground taxiing mode, the parameters of the operating state of the aircraft include the current ground altitude, temperature, wind speed, wind direction and taxiing speed.

10. A control device for an electric vertical take-off and landing aircraft, characterized in that: A method for controlling an electric vertical take-off and landing aircraft as claimed in any one of claims 1 to 9, comprising: Hand controls and rudder pedals provided in the aircraft; The hand control part includes a fixing seat, a joystick and a trigger. The bottom of the joystick is on the fixing seat, and the trigger is arranged on the top of the joystick. The joystick can be operated to move forward, backward, left, and right, and the trigger can be operated to lift and press. The rudder pedal includes a left pedal and a right pedal, and the manipulation of the rudder pedal includes stepping on the left pedal and stepping on the right pedal; a processing module, configured to obtain the manipulation information of the joystick, the manipulation information of the trigger, and the manipulation information of the rudder foot, and generate an operation control command according to the operation information of the joystick, the manipulation information of the trigger, and the manipulation information of the rudder foot, and in combination with the working mode and operation status of the aircraft; An execution module, connected to the processing module, is used to execute the operation control command on the aircraft.

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