Control system of vertical take-off and landing aircraft with composite wing configuration and aircraft

Abstract

The invention relates to a control system of a vertical take-off and landing aircraft of a composite wing configuration and the aircraft, the aircraft comprises multiple rotors and a fixed wing, the flight modes of the aircraft comprise a translation mode and a speed mode, the translation mode of the aircraft is a multi-rotor flight stage, and the speed mode of the aircraft is a multi-rotor flight stage. The speed mode of the aircraft comprises a multi-rotor flight stage, a conversion flight stage and a fixed-wing flight stage, the control system comprises two sets of control rods, and each of the control rod 1 and the control rod 2 comprises a longitudinal axis control, a transverse axis control and a switch button; the position change of the longitudinal axis of the joystick 1 corresponds to the vertical speed change of the aircraft; the position change of the horizontal axis of the joystick 1 corresponds to the turning speed change of the aircraft; the longitudinal position change of the joystick 2 corresponds to the forward speed or forward acceleration change of the aircraft; and a button on the operating rod 2 is used for switching between a translation mode and a speed mode of the aircraft. According to the technology, the workload of pilots is effectively relieved.

Description

Technical Field

[0001] The present disclosure relates to the field of aircraft control technology, and in particular to a control system for a vertical take-off and landing aircraft with a composite wing configuration and the aircraft. Background Art

[0002] The main power control schemes of manned aircraft in service include the following three categories: a. Traditional fixed-wing aircraft control the engine thrust through the throttle lever. During the takeoff phase, the throttle is pushed to the thrust position required for takeoff, and the aircraft speed gradually increases. After reaching a certain speed, the elevator lever is pulled back to take off; during the landing phase, the throttle is pulled to the bottom, and the reverse thrust engine is turned on at the same time to help the aircraft slow down for landing; during the climb and cruise phases, the throttle lever is manipulated to control the aircraft thrust for acceleration and deceleration; the pilot controls the deflection of the rudder surface through the joystick / control wheel, and then controls the pitch, roll and heading movement of the aircraft.

[0003] b. The helicopter controls the lift of the helicopter rotor by controlling the collective pitch of the rotor blades through the throttle collective pitch lever. The throttle collective pitch lever is usually arranged on the left side of the pilot's seat. When the pilot lifts the lever with his left hand, the automatic tilt device rises and increases the collective pitch of the rotor blades (so that the pitch of each blade increases by the same angle at the same time), thereby increasing the lift of the rotor, and vice versa, the lift decreases, thereby controlling the lifting and lowering movement of the helicopter. The throttle collective pitch lever handle is also provided with a throttle control mechanism for adjusting the engine throttle size, so that the engine output power is adapted to the rotor power required after the collective pitch of the rotor blades changes; the direction of movement of the helicopter is controlled by the cyclic pitch lever, which is usually located between the pilot's legs and controls the blade tilt angle through mechanical transmission to control the direction of movement of the helicopter.

[0004] c. The vertical take-off and landing aircraft with a simple control system controls the aircraft speed through the accelerator lever, such as the F35B. The accelerator lever has a neutral position, and it will not automatically return to the center when you let go. The accelerator lever is used to control the acceleration of the aircraft. In front of the neutral position, pushing the accelerator lever increases the positive acceleration of the aircraft, and retracting the accelerator lever decreases the acceleration of the aircraft; in the rear of the neutral position, pushing the accelerator lever away from the neutral position increases the negative acceleration of the aircraft, and pushing the accelerator lever towards the neutral position decreases the negative acceleration of the aircraft; in the neutral position, the aircraft maintains a constant speed.

[0005] However, the steering rods, throttle rods of the above-mentioned traditional fixed-wing aircraft, steering rods, collective pitch rods of helicopters and the control schemes of other aircraft in service cannot well meet the control requirements of vertical take-off and landing aircraft with compound wing configuration. Among them, vertical take-off and landing aircraft with compound wing configuration refers to an aircraft that combines a fixed-wing layout with a multi-rotor layout. The power control design of this type of aircraft is a major challenge in aircraft design. The existing control schemes of vertical take-off and landing aircraft with compound wing configuration are for unmanned aerial vehicles. There is no need to design an onboard power control mechanism. The power control of the unmanned aerial vehicle can be achieved only through a remote control. However, for manned aircraft, there is currently no more effective power control scheme, and it is impossible to achieve joint control of multi-rotor lift and fixed-wing thrust. Summary of the invention

[0006] In view of this, the present disclosure proposes a control system for a vertical take-off and landing aircraft with a composite wing configuration and an aircraft that can jointly control the lift of a multi-rotor and the thrust of a fixed wing.

[0007] According to one aspect of the present disclosure, a control system for a vertical take-off and landing aircraft with a composite wing configuration is provided, wherein the aircraft includes a multi-rotor and a fixed wing, the flight mode of the aircraft includes a translation mode and a speed mode, the translation mode of the aircraft is a multi-rotor flight stage, the speed mode of the aircraft includes a multi-rotor stage, a conversion stage and a fixed-wing flight stage, and the control system includes two sets of joysticks, and joystick 1 and joystick 2 both include longitudinal axis control, lateral axis control and a switch button.

[0008] The change in the longitudinal axis position of the joystick 1 corresponds to the change in the vertical speed of the aircraft.

[0009] The change in the lateral axis position of the joystick 1 corresponds to the change in the turning rate of the aircraft.

[0010] The change in the longitudinal axis position of the joystick 2 corresponds to the change in the forward speed of the aircraft translation mode.

[0011] The change in the horizontal axis position of the joystick 2 corresponds to the change in the left and right translation speed of the aircraft translation mode.

[0012] The change in the longitudinal axis position of the joystick 2 corresponds to the change in the forward acceleration of the aircraft speed mode.

[0013] The position change of the transverse axis of the joystick 2 corresponds to the yaw angle change of the aircraft speed mode.

[0014] The joystick 1 button can be used for functions including but not limited to making calls, displaying a control cursor, etc.; the joystick 2 button can be used for switching between the translation mode and the speed mode of the aircraft.

[0015] In a possible implementation, the position of the joystick 1 includes a zero position of the longitudinal axis of the joystick 1 , and when the longitudinal axis of the joystick 1 is at the zero position, the vertical speed of the aircraft is zero.

[0016] When the longitudinal axis of the joystick 1 is moved forward in a direction away from the zero position, the vertical speed of the aircraft is negative, that is, the vertical height of the aircraft decreases; or, when the longitudinal axis of the joystick 1 is moved backward in a direction away from the zero position, the vertical speed of the aircraft is positive, that is, the vertical height of the aircraft increases; the longitudinal axis of the joystick 1 has the characteristic of automatically returning to the zero position in the absence of external force.

[0017] In a possible implementation, the position of the joystick 1 includes a zero position of the transverse axis of the joystick 1 . When the transverse axis of the joystick 1 is at the zero position, the turning efficiency of the aircraft is zero.

[0018] When the horizontal axis of the joystick 1 is moved to the left along the direction away from the zero position, the aircraft turns to the left and the turning rate gradually increases; or, when the horizontal axis of the joystick 1 is moved to the right along the direction away from the zero position, the aircraft turns to the right and the turning rate gradually increases; the horizontal axis of the joystick 1 has the characteristic of automatically returning to the zero position when there is no external force.

[0019] In a possible implementation, when the aircraft is in translation mode, the position of the joystick 2 includes a zero position of the longitudinal axis of the joystick 2 , and when the longitudinal axis of the joystick 2 is at the zero position, the translation speed of the aircraft in the front-rear direction is zero.

[0020] When the longitudinal axis of the joystick 2 is moved forward in a direction away from the zero position, the forward translation speed of the aircraft gradually increases; or, when the longitudinal axis of the joystick 2 is moved backward in a direction away from the zero position, the backward translation speed of the aircraft gradually increases; the longitudinal axis of the joystick 2 has the characteristic of automatically returning to the zero position in the absence of external force.

[0021] In a possible implementation, when the aircraft is in translation mode, the position of the joystick 2 includes a zero position of the transverse axis of the joystick 2. When the transverse axis of the joystick 2 is at the zero position, the translation speed of the aircraft in the left and right directions is zero.

[0022] When the horizontal axis of the joystick 2 is moved to the left along the direction away from the zero position, the left translation speed of the aircraft gradually increases; or, when the horizontal axis of the joystick 2 is moved to the right along the direction away from the zero position, the right translation speed of the aircraft gradually increases; the horizontal axis of the joystick 2 has the characteristic of automatically returning to the zero position when there is no external force.

[0023] In a possible implementation, when the aircraft is in speed mode, the position of the joystick 2 includes the zero position of the longitudinal axis of the joystick 2. When the longitudinal axis of the joystick 2 is in the zero position, the forward acceleration of the aircraft is zero; when the longitudinal axis of the joystick 2 is moved forward in a direction away from the zero position, the forward acceleration of the aircraft is positive, and the acceleration gradually increases; or, when the longitudinal axis of the joystick 2 is moved backward in a direction away from the zero position, the forward acceleration of the aircraft is negative, and the negative acceleration gradually increases; the longitudinal axis of the joystick 2 has the characteristic of automatically returning to the zero position without the action of external force. It should be noted that the forward speed of the aircraft in speed mode will not be negative.

[0024] In a possible implementation, when the aircraft is in the speed mode, the position of the joystick 2 includes a zero position of the transverse axis of the joystick 2. When the transverse axis of the joystick 2 is at the zero position, the yaw angle of the aircraft is zero.

[0025] When the horizontal axis of the joystick 2 is moved to the left along the direction away from the zero position, the yaw angle of the aircraft to the left gradually increases; or, when the horizontal axis of the joystick 2 is moved to the right along the direction away from the zero position, the yaw angle of the aircraft to the right gradually increases; the horizontal axis of the joystick 2 has the characteristic of automatically returning to the zero position when there is no external force.

[0026] In a possible implementation, the joystick 1 button is disposed at the top of the joystick 1 , and the joystick 2 button is disposed at the top of the joystick 2 .

[0027] In a possible implementation, the joystick 1 button can be used for functions including but not limited to making calls, displaying a cursor control, etc., and the joystick 2 button is used for switching between the translation mode and the speed mode of the aircraft.

[0028] In a possible implementation manner, the control system is used to control a flight mode of the aircraft during a flight phase.

[0029] During the take-off phase, in response to the longitudinal axis of the joystick 1 moving backward away from the zero position, the control system controls the multi-rotor lift of the aircraft to increase and the vertical speed to be positive, so that the aircraft takes off vertically.

[0030] In the forward conversion stage, the aircraft can automatically enter the speed mode. The pilot controls the longitudinal axis of the joystick 2 to move forward away from the zero position, so that the forward acceleration and forward speed of the aircraft gradually increase, and the aircraft automatically completes the conversion from the multi-rotor stage to the fixed-wing stage.

[0031] In the climbing phase, cruising phase and descending phase, in response to the longitudinal axis and transverse axis of the joystick 1 and the longitudinal axis and transverse axis of the joystick 2, the control system controls the control surface position and thrust of the aircraft, so that the aircraft flies based on the fixed-wing phase.

[0032] In the reverse conversion stage, in response to the pilot moving the longitudinal axis of the joystick 2 backward away from the zero position, the forward acceleration and forward speed of the aircraft can be gradually reduced, so that the aircraft can automatically complete the conversion from the fixed-wing stage to the multi-rotor stage.

[0033] In the landing phase, in response to the joystick 2 button being triggered, the aircraft enters the translation mode, in response to the joystick 1 longitudinal axis moving forward away from the zero position, the control system controls the lift of the lift propeller to reduce, in response to the joystick 1 transverse axis manipulation, by controlling the lift propellers with different speed differences, the aircraft is controlled to perform steering control; in response to the joystick 2 longitudinal axis manipulation, the aircraft is controlled to perform forward and backward translation movement by the lift propellers with different speed differences; in response to the joystick 2 transverse axis manipulation, the aircraft is controlled to perform left and right translation movement by the lift propellers with different speed differences; the pilot can make the aircraft land vertically through the above manipulation. Similarly, in the take-off phase, the aircraft can also respond to the joystick 2 button being triggered, and the aircraft enters the translation mode to perform the above control.

[0034] According to another aspect of the present disclosure, a vertical take-off and landing aircraft with a composite wing configuration is provided, the aircraft comprising an aircraft body and a control system as described above.

[0035] The present invention provides a joystick 1, a joystick 2 and a joystick 2 button on the aircraft, and the joystick 2 button realizes the switching of the aircraft's translation mode and speed mode. The pilot operates the joystick 1, the joystick 2 and the joystick 2, and the aircraft can automatically complete the switching between the multi-rotor and fixed-wing stages, effectively reducing the pilot's workload.

[0036] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and do not limit the present disclosure. According to the following detailed description of exemplary embodiments with reference to the accompanying drawings, other features and aspects of the present disclosure will become clear. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate exemplary embodiments, features, and aspects of the disclosure and, together with the description, serve to explain the principles of the disclosure.

[0038] Figure 1 A first schematic diagram of a vertical take-off and landing aircraft with a composite wing configuration according to an embodiment of the present disclosure is shown.

[0039] Figure 2 A second schematic diagram of a vertical take-off and landing aircraft with a composite wing configuration according to an embodiment of the present disclosure is shown.

[0040] Figure 3 A schematic diagram of the flight of a vertical take-off and landing aircraft with a composite wing configuration according to an embodiment of the present disclosure is shown.

[0041] Figure 4 A partial schematic diagram of a vertical take-off and landing aircraft with a composite wing configuration according to an embodiment of the present disclosure is shown.

[0042] Figure 5 A control system for a vertical take-off and landing aircraft of a composite wing configuration according to an embodiment of the present disclosure is shown. DETAILED DESCRIPTION

[0043] Various exemplary embodiments, features, and aspects of the present disclosure will be described in detail below with reference to the accompanying drawings. The same reference numerals in the accompanying drawings represent elements with the same or similar functions. Although various aspects of the embodiments are shown in the accompanying drawings, the drawings are not necessarily drawn to scale unless otherwise specified.

[0044] The word “exemplary” is used exclusively herein to mean “serving as an example, example, or illustration.” Any embodiment described herein as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments.

[0045] In addition, in order to better illustrate the present disclosure, numerous specific details are given in the following specific embodiments. It should be understood by those skilled in the art that the present disclosure can also be implemented without certain specific details. In some examples, methods, means, components and circuits well known to those skilled in the art are not described in detail in order to highlight the main purpose of the present disclosure.

[0046] In order to facilitate those skilled in the art to understand the technical solution provided by the embodiments of the present disclosure, the technical environment in which the technical solution is implemented is described below.

[0047] A composite wing configuration vertical take-off and landing aircraft refers to a vertical take-off and landing aircraft that combines a fixed-wing layout with a multi-rotor layout, and its propellers are non-tiltable. The present disclosure refers to the composite wing configuration vertical take-off and landing aircraft as CCVTOL (Composite Configuration Vertical Take-off and Landing) aircraft. CCVTOL aircraft has the characteristics of both multi-rotor aircraft and fixed-wing aircraft. It can overcome gravity and aerodynamic resistance like a multi-rotor aircraft to achieve vertical take-off and landing, hovering and other flight functions, and can overcome gravity like a fixed-wing aircraft through aerodynamic lift, and the power system overcomes aerodynamic resistance to achieve flight functions such as climbing, descending and cruising. At present, the steering rods, throttle levers of traditional fixed-wing aircraft, the throttle collective levers of helicopters and the control mechanisms of other aircraft in service cannot meet the power control requirements of CCVTOL aircraft well. Therefore, the combined power control scheme of CCVTOL aircraft is of great significance, and it is a major challenge in aircraft design.

[0048] The present invention eliminates the pedals, throttle levers and collective pitch levers of traditional fixed-wing aircraft and traditional helicopters by designing a control system with two sets of joysticks and mode switching buttons. The pilot can control the CCVTOL aircraft within the full flight envelope by changing the positions of the dual axes and the lateral axis and switching the flight mode. The operation is convenient and can effectively reduce the pilot's operating burden.

[0049] The disclosed embodiment provides a control system for a vertical take-off and landing aircraft with a composite wing configuration. The CCVTOL aircraft includes a multi-rotor and a fixed wing. The flight modes of the CCVTOL aircraft include a translation mode and a speed mode. The translation mode is a multi-rotor flight stage, and the speed mode includes multi-rotor, conversion and fixed-wing flight stages. The control system includes two sets of joysticks. The joystick 1 includes a longitudinal axis control, a transverse axis control and a switch button. The joystick 2 includes a longitudinal axis control, a transverse axis control and a switch button. The position change of the longitudinal axis of the joystick 1 corresponds to the vertical speed change of the CCVTOL aircraft. ; The position change of the horizontal axis of the joystick 1 corresponds to the change of the turning rate of the CCVTOL aircraft; the position change of the vertical axis of the joystick 2 corresponds to the change of the forward speed of the CCVTOL aircraft speed mode; the position change of the horizontal axis of the joystick 2 corresponds to the left and right translation speed of the CCVTOL aircraft translation mode; the position change of the horizontal axis of the joystick 2 corresponds to the change of the yaw angle of the CCVTOL aircraft speed mode; the joystick 1 button can be used for including but not limited to calls, displaying a control cursor, etc.; the joystick 2 button is used to switch between the translation mode and the speed mode.

[0050] like Figure 1 The first schematic diagram of a vertical take-off and landing aircraft of a composite wing configuration according to an embodiment of the present disclosure is shown. A plurality of propellers may be provided on the wing / fuselage of the CCVTOL aircraft. The rotation speed of these propellers may be controlled to provide lift for the CCVTOL aircraft. These propellers for providing lift may be referred to as lift propellers. The CCVTOL aircraft may be provided with a lift propeller system based on these lift propellers.

[0051] like Figure 2 The second schematic diagram of a vertical take-off and landing aircraft of a composite wing configuration according to an embodiment of the present disclosure shows that a plurality of propellers can be arranged behind the tail wing of the CCVTOL aircraft, and thrust can be provided to the CCVTOL aircraft by controlling the rotation speed of these propellers. These propellers for providing thrust can be referred to as thrust propellers. The CCVTOL aircraft can be provided with a thrust propeller system based on these thrust propellers.

[0052] The flight modes of CCVTOL aircraft include translation mode and speed mode. Translation mode is the multi-rotor flight stage, and speed mode includes multi-rotor stage, conversion stage and fixed-wing flight stage. When the CCVTOL aircraft is in translation mode, the lift propeller system can map different lift propeller speeds to provide lift, yaw and front, back, left and right translation functions for the CCVTOL aircraft by responding to the position changes of the longitudinal axis, transverse axis of the joystick 1 and the longitudinal axis, transverse axis of the joystick 2. When the CCVTOL aircraft is in speed mode, the lift propeller system, thrust propeller system and rudder control system together assist the flight of the CCVTOL aircraft. The thrust propeller system can provide thrust for the CCVTOL aircraft by responding to the position changes of the longitudinal axis of the joystick 2, thereby assisting the CCVTOL aircraft to automatically complete the conversion between the multi-rotor stage and the fixed-wing stage. When the CCVTOL aircraft fully enters the fixed-wing stage, the lift propeller system locks the propellers and stops working and locks the propellers. The thrust propeller system is fully powered, and the rudder control system provides rudder control capabilities. The power sources of CCVTOL aircraft may include but are not limited to fuel, electric, hybrid, and hydrogen.

[0053] During the flight phase, the CCVTOL aircraft can control the flight mode with the help of the control system, such as switching between translation mode and speed mode, and adjusting the lift of the multi-rotor and the thrust of the fixed-wing thrust propellers.

[0054] Among them, Figure 3 FIG. 1 is a flight schematic diagram of a composite wing vertical take-off and landing aircraft according to an embodiment of the present disclosure. When a CCVTOL aircraft performs a flight mission, the flight phases experienced by the CCVTOL aircraft may include the following seven phases: a take-off phase (also called a vertical take-off phase, corresponding to a vertical take-off phase); Figure 3 I in), forward conversion phase (corresponding to Figure 3II), climbing phase (corresponding to Figure 3 III), cruise phase (corresponding to Figure 3 IV in), the descending phase (corresponding to Figure 3 V in), the reverse conversion phase (corresponding to Figure 3 VI in the landing phase (also called the vertical descent phase, corresponding to Figure 3 VII).

[0055] The control system may include a joystick 1 and a joystick 2. The joystick 1 includes a longitudinal axis, a transverse axis and a button, and the joystick 2 includes a longitudinal axis, a transverse axis and a button. Figure 4 A partial schematic diagram of a vertical take-off and landing aircraft with a composite wing configuration according to an embodiment of the present disclosure is shown, wherein joystick 1 and joystick 2 can be arranged at fuselage structures such as a base and a door located on the CCVTOL aircraft body. The rod bodies of the joysticks 1 and 2 extend from the ends to the connection with the fuselage structure, and the rod bodies can move in both longitudinal and transverse directions. A switch button can be arranged at the top end of the joysticks 1 and 2, and the joystick 1 button can be configured as required, and its functions include but are not limited to calls, display cursor control, etc.; the joystick 2 button can be a flight mode switch button; In one possible implementation, the control system can change the vertical speed of the CCVTOL aircraft according to the change in the position of the longitudinal axis of the joystick 1. When the longitudinal axis of the joystick 1 is at the zero position, the vertical speed of the CCVTOL aircraft is zero; when the longitudinal axis of the joystick 1 is moved forward in a direction away from the zero position, the vertical speed of the CCVTOL aircraft is negative, that is, the vertical height of the CCVTOL aircraft decreases; or, when the longitudinal axis of the CCVTOL joystick 1 is moved backward in a direction away from the zero position, the vertical speed of the CCVTOL aircraft is positive, that is, the vertical height increases; the longitudinal axis of the joystick 1 has the characteristic of automatically returning to the zero position when there is no external force. Figure 4 As shown, assuming that L1 is the zero position of the joystick 1, under the action of external force, the rod can be moved to a certain position along the longitudinal axis. At this time, the longitudinal position change of the rod is ΔL1 (for example, it can be represented by the angle with the zero position). The subsequent vertical speed of the CCVTOL aircraft is related to this position change ΔL1. When the external force is removed, the rod will automatically return to zero, that is, return to the zero position L1 of the rod. At this time, the vertical speed of the CCVTOL aircraft is zero, maintaining the current flight altitude.

[0056] In one possible implementation, the control system can change the turning rate of the CCVTOL aircraft according to the change in the position of the horizontal axis of the joystick 1. When the horizontal axis of the joystick 1 is at the zero position, the turning efficiency of the CCVTOL aircraft is zero. When the horizontal axis of the joystick 1 is moved to the left in a direction away from the zero position, the CCVTOL aircraft turns left and the turning rate gradually increases; or, when the horizontal axis of the joystick 1 is moved to the right in a direction away from the zero position, the CCVTOL aircraft turns right and the turning rate gradually increases; the horizontal axis of the joystick 1 has the characteristic of automatically returning to the zero position when there is no external force. Figure 4 As shown, assuming that L1 is the zero position of the joystick 1, under the action of external force, the rod can be moved to a certain position along the horizontal axis. At this time, the lateral position change of the rod is ΔL1 (for example, it can be represented by the angle with the zero position). The subsequent turning rate of the CCVTOL aircraft is related to this position change ΔL1. When the external force is removed, the rod will automatically return to zero, that is, return to the zero position L1 of the rod. At this time, the turning rate of the CCVTOL aircraft is zero, and the current flight direction is maintained.

[0057] In one possible implementation, when the CCVTOL aircraft is in translation mode, the control system can change the forward and backward translation speed of the CCVTOL aircraft according to the change in the longitudinal axis position of the joystick 2. When the longitudinal axis of the joystick 2 is at the zero position, the forward and backward translation speed of the CCVTOL aircraft is zero. When the longitudinal axis of the joystick 2 is moved forward in a direction away from the zero position, the forward translation speed of the CCVTOL aircraft gradually increases; or, when the longitudinal axis of the joystick 2 is moved backward in a direction away from the zero position, the backward translation speed of the CCVTOL aircraft gradually increases; the longitudinal axis of the joystick 2 has the characteristic of automatically returning to the zero position when there is no external force. Figure 4 As shown, assuming that L2 is the zero position of the joystick 2, under the action of external force, the rod can be moved to a certain position along the longitudinal axis. At this time, the longitudinal position change of the rod is ΔL2 (for example, it can be represented by the angle with the zero position). The subsequent forward and backward translation speed of the CCVTOL aircraft is related to this position change ΔL2. When the external force is removed, the rod will automatically return to zero, that is, return to the zero position L2 of the rod. At this time, the forward and backward translation speed of the CCVTOL aircraft is zero, and no forward and backward translation movement is performed.

[0058] In one possible implementation, when the CCVTOL aircraft is in translation mode, the control system can change the left and right translation speed of the CCVTOL aircraft according to the change in the position of the horizontal axis of the joystick 2. When the horizontal axis of the joystick 2 is at the zero position, the left and right translation speed of the CCVTOL aircraft is zero. When the horizontal axis of the joystick 2 is moved to the left in a direction away from the zero position, the left translation speed of the CCVTOL aircraft gradually increases; or, when the horizontal axis of the joystick 2 is moved to the right in a direction away from the zero position, the right translation speed of the CCVTOL aircraft gradually increases; the horizontal axis of the joystick 2 has the characteristic of automatically returning to the zero position when there is no external force. Figure 4 As shown, assuming that L2 is the zero position of the joystick 2, under the action of external force, the rod can be moved to a certain position along the horizontal axis. At this time, the lateral position change of the rod is ΔL2 (for example, it can be represented by the angle with the zero position). The subsequent left and right translation speeds of the CCVTOL aircraft are related to this position change ΔL2. When the external force is removed, the rod will automatically return to zero, that is, return to the zero position L2 of the rod. At this time, the left and right translation speeds of the CCVTOL aircraft are zero, and no left and right translation movement is performed.

[0059] In one possible implementation, when the CCVTOL aircraft is in speed mode, the control system can change the forward acceleration of the CCVTOL aircraft according to the change in the position of the longitudinal axis of the joystick 2. When the longitudinal axis of the joystick 2 is at the zero position, the forward acceleration of the CCVTOL aircraft is zero. When the longitudinal axis of the joystick 2 is moved forward in a direction away from the zero position, the forward acceleration of the CCVTOL aircraft gradually increases, and the forward speed gradually increases; or, when the longitudinal axis of the joystick 2 is moved backward in a direction away from the zero position, the forward acceleration of the CCVTOL aircraft becomes negative, that is, the forward speed gradually decreases; the longitudinal axis of the joystick 2 has the characteristic of automatically returning to the zero position when there is no external force. Figure 4 As shown, assuming that L2 is the zero position of the joystick 2, under the action of external force, the rod can be moved to a certain position along the longitudinal axis. At this time, the longitudinal position change of the rod is ΔL2 (for example, it can be expressed by the angle with the zero position). The subsequent forward acceleration of the CCVTOL aircraft is related to this position change ΔL2. When the external force is removed, the rod will automatically return to zero, that is, return to the zero position L2 of the rod. At this time, the forward acceleration of the CCVTOL aircraft is zero, maintaining the current forward speed; in the speed mode, the minimum forward speed of the CCVTOL aircraft is zero and cannot be negative.

[0060] In one possible implementation, when the CCVTOL aircraft is in speed mode, the control system can change the yaw angle of the CCVTOL aircraft according to the change in the horizontal axis position of the joystick 2. When the horizontal axis of the joystick 2 is at the zero position, the yaw angle of the CCVTOL aircraft is zero. When the horizontal axis of the joystick 2 is moved to the left in a direction away from the zero position, the yaw angle of the CCVTOL aircraft gradually increases to the left; or, when the horizontal axis of the joystick 2 is moved to the right in a direction away from the zero position, the yaw angle of the CCVTOL aircraft gradually increases to the right; the horizontal axis of the joystick 2 has the characteristic of automatically returning to the zero position when there is no external force. Figure 4 As shown, assuming that L2 is the zero position of the joystick 2, under the action of external force, the rod can be moved to a certain position along the horizontal axis. At this time, the lateral position change of the rod is ΔL2 (for example, it can be represented by the angle with the zero position). The subsequent yaw angle of the CCVTOL aircraft is related to this position change ΔL2. When the external force is removed, the rod will automatically return to zero, that is, return to the zero position L2 of the rod. At this time, the yaw angle of the CCVTOL aircraft is zero.

[0061] In one possible implementation, Figure 4 As shown, the joystick 1 button is set at the top of the joystick 1, and can be used for functions including but not limited to talking, display cursor control, etc.; the joystick 2 button is set at the top of the joystick 2, and is used to switch between the translation mode and speed mode of the CCVTOL aircraft.

[0062] Now Figure 5 A schematic diagram showing an application scenario of a control system for a vertical take-off and landing aircraft with a composite wing configuration according to an embodiment of the present disclosure, Figure 1 and Figure 2 The direction defined in Figure 1 Taking the rotation from right to left in the counterclockwise direction as an example: the control system may include a joystick 1, a joystick 2, a control unit, a lift propeller system, a thrust propeller system, and a rudder control system.

[0063] Among them, the lift propeller system, the thrust propeller system, and the rudder control system can be electrically connected to the control unit respectively. The lift propeller system can adjust the rotation speed of the lift propeller according to the lift control command of the control unit to change the lift of the CCVTOL aircraft. The thrust propeller system can adjust the rotation speed of the thrust propeller according to the thrust control command of the control unit to change the thrust of the CCVTOL aircraft, and the rudder control system can adjust the rudder deflection angle according to the deflection control of the control unit.

[0064] The joystick 1 and the joystick 2 are electrically connected to the control unit. The control unit can receive the joystick 1 and the joystick 2. The input quantity related to the joystick 2 may include the current position information of the joystick body and the triggering status of the button. The control unit may perform at least one of the following actions according to the input quantity related to the joystick: a. Switch flight mode according to the triggering of the switch and the current state of the aircraft; The CCVTOL aircraft is in translation mode when taking off. When the control unit receives that the switch button of the joystick 2 is triggered, the flight mode is switched to speed mode. When the CCVTOL aircraft is in speed mode, when the control unit receives that the switch button of the joystick 2 is triggered, the control unit determines whether the CCVTOL aircraft state meets the conditions for entering the translation mode. The conditions that are not suitable for directly entering the translation mode include but are not limited to the current aircraft being in the fixed-wing flight stage.

[0065] b. In the translation mode, during the multi-rotor flight phase, the lift of the lift propeller is controlled according to the position change of the joystick body; The control unit can determine the moving direction of the rod body based on the pre-stored rod body zero position and the current position of the rod body, and can control the lift of the multi-rotor according to this moving direction and the current aircraft state. When it is determined that the longitudinal axis of the joystick 1 rod body is away from the rod body zero position, the control unit can send a lift control instruction to the lift propeller system, and the lift control instruction may include increasing or decreasing the lift of the multi-rotor to control the vertical speed, wherein the vertical speed is related to the position change of the rod body and the current aircraft state. When it is determined that the horizontal axis of the joystick 1 rod body is away from the rod body zero position, the control unit can send a lift control instruction to the lift propeller system, and the lift control instruction controls the rotation speed of different lift propellers to achieve the turning of the multi-rotor stage of the CCVTOL aircraft, wherein the turning rate is related to the position change of the rod body and the current aircraft state. When it is determined that the longitudinal axis of the joystick 2 is away from the zero position of the joystick, the control unit can send the corresponding lift control command to the lift propeller system, and the lift control command can control the rotation speed of the lift propeller to achieve the forward and backward translation of the multi-rotor stage of the CCVTOL aircraft, wherein the translation speed is related to the position change of the rod body and the current aircraft state. When it is determined that the horizontal axis of the joystick 2 is away from the zero position of the joystick, the control unit can calculate the lift control command and send it to the lift propeller system, and the lift control command controls the rotation speed of different lift propellers to achieve the left and right translation of the multi-rotor stage of the CCVTOL aircraft, wherein the translation speed is related to the position change of the rod body and the current aircraft state.

[0066] c. In speed mode, in the multi-rotor stage, the lift of the lift propeller and the thrust of the thrust propeller are controlled according to the position change of the joystick; The control unit can determine the moving direction of the rod body based on the pre-stored rod body zero position and the current position of the rod body, and can control the lift of the multi-rotor according to this moving direction and the current aircraft state. When it is determined that the longitudinal axis of the joystick 1 rod body is away from the rod body zero position, the control unit can send a lift control instruction to the lift propeller system, and the lift control instruction may include increasing or decreasing the lift of the multi-rotor to control the vertical speed, wherein the vertical speed is related to the position change of the rod body and the current aircraft state. When it is determined that the horizontal axis of the joystick 1 rod body is away from the rod body zero position, the control unit can send a lift control instruction to the lift propeller system, and the lift control instruction controls the rotation speed of different lift propellers to achieve coordinated turning in the multi-rotor stage of the CCVTOL aircraft, wherein the turning rate is related to the position change of the rod body and the current aircraft state.

[0074] When it is determined that the longitudinal axis of the joystick 2 is far away from the zero position of the joystick, the control unit can send the corresponding tail thrust control command to the thrust propeller system, and the thrust control command can control the rotation speed of the thrust propeller to achieve forward acceleration in the multi-rotor stage of the CCVTOL aircraft, wherein the magnitude of the forward acceleration is related to the position change of the joystick and the current state of the aircraft. When it is determined that the horizontal axis of the joystick 2 is far away from the zero position of the joystick, the control unit can send the rudder control command to the control surface control system, and the rudder control command controls the rudder deflection angle to achieve yaw control in the conversion stage of the CCVTOL aircraft, wherein the yaw angle is related to the position change of the joystick.

[0067] d. In speed mode, during the conversion phase, the lift of the lift propeller, the thrust of the thrust propeller and the position of the rudder surface are controlled according to the position change of the joystick body; The control unit can determine the moving direction of the rod body based on the pre-stored rod body zero position and the current position of the rod body, and can control the lift of the lift propeller, the thrust of the thrust propeller and the deflection angle of the rudder surface according to this moving direction and the current aircraft state. When it is determined that the longitudinal axis of the joystick 1 rod body is away from the rod body zero position, the control unit can send the speed control command to the lift propeller system, and send the elevator deflection control command to the rudder control system, and the two systems jointly control the vertical speed, wherein the vertical speed is related to the position change of the rod body. When it is determined that the horizontal axis of the joystick 1 rod body is away from the rod body zero position, the control unit can send the lift control command to the lift propeller system, and send the aileron / rudder deflection control command to the rudder control system, and the two systems jointly control the coordinated turn, wherein the turning rate is related to the position change of the rod body. In the conversion stage, when the forward speed of the CCVTOL aircraft is smaller, the lift propeller system has a higher working proportion, and the rudder control system has a lower proportion.

[0068] When it is determined that the longitudinal axis of the joystick 2 is away from the zero position of the joystick, the control unit can send a corresponding acceleration control instruction to the thrust propeller system, and the thrust control instruction can control the rotation speed of the thrust propeller to achieve forward acceleration in the conversion phase of the CCVTOL aircraft, wherein the forward acceleration is related to the position change of the joystick. When it is determined that the transverse axis of the joystick 2 is away from the zero position of the joystick, the control unit can send a rudder control instruction to the control surface control system, and the rudder control instruction controls the rudder deflection angle to achieve yaw control in the conversion phase of the CCVTOL aircraft, wherein the yaw angle is related to the position change of the joystick.

[0069] e. In speed mode, during the transition phase, the transition from the multi-rotor flight phase to the fixed-wing flight phase is achieved according to the change in the longitudinal axis position of the joystick 2; In the forward conversion stage of the CCVTOL aircraft, the thrust propeller system responds to the forward acceleration command of the longitudinal axis of the joystick 2. As the thrust propeller speed increases, the forward speed gradually increases, the lift propeller working efficiency gradually decreases, the speed decreases, the lift is mainly provided by the fixed wing, until the lift propeller stops working and locks the propeller, and the fixed-wing flight stage is entered; in the reverse conversion stage of the CCVTOL aircraft, the thrust propeller system responds to the forward deceleration command of the longitudinal axis of the joystick 2. As the thrust propeller speed decreases, the forward speed gradually decreases, the lift propeller starts working, the speed gradually increases, and the lift is gradually provided by the multi-rotor, until the thrust propeller stops working, and the multi-rotor flight stage is entered; in this process, the pilot only needs to provide the longitudinal axis input of the joystick 2.

[0070] f. In speed mode, during fixed-wing flight, the propeller thrust and rudder position are controlled according to the position of the joystick; The control unit can determine the moving direction of the rod body based on the pre-stored rod body zero position and the current position of the rod body, and can control the thrust of the thrust propeller and the deflection angle of the rudder surface according to the moving direction and the current aircraft state. When it is determined that the longitudinal axis of the joystick 1 rod body is away from the rod body zero position, the control unit will send the elevator deflection control instruction to the rudder surface control system, at which time only the rudder surface control system controls the vertical speed, wherein the rudder surface deflection is related to the position change of the rod body. When it is determined that the horizontal axis of the joystick 1 rod body is away from the rod body zero position, the control unit can send the aileron / rudder deflection control instruction to the rudder surface control system, at which time only the rudder surface control system controls the coordinated turn, wherein the turning rate is related to the position change of the rod body. When it is determined that the longitudinal axis of the joystick 2 rod body is away from the rod body zero position, the control unit can send the corresponding acceleration control instruction to the thrust propeller system, and the thrust control instruction can control the rotation speed of the thrust propeller to achieve forward acceleration in the conversion phase of the CCVTOL aircraft, wherein the forward acceleration is related to the position change of the rod body. When it is determined that the horizontal axis of the joystick 2 is away from the zero position of the joystick, the control unit can send a rudder control instruction to the control surface control system. The rudder control instruction controls the rudder deflection angle to achieve yaw control in the conversion phase of the CCVTOL aircraft, wherein the yaw angle is related to the position change of the joystick.

[0071] Among them, the data related to the aircraft status can be sent to the control unit by other system sensors of the CCVTOL aircraft and electrically connected to the control unit. It can include various types of sensors set on the CCVTOL aircraft body, such as temperature sensors, humidity sensors, pressure sensors, acceleration sensors, etc. The sensor system can send these sensor data related to the CCVTOL aircraft status to the control unit, so that the control unit can analyze these sensor data, monitor the status of the CCVTOL aircraft, and respond to abnormal situations in a timely manner.

[0072] In a possible implementation, the command corresponding to the switch button on the joystick 1 does not have to be responded to by the control unit, but can also be cross-linked with other systems of the CCVTOL aircraft to activate the corresponding function. The activation of the joystick 1 button may be independent of the control of the CCVTOL aircraft; In a possible implementation, the control system is used to control the flight mode of the CCVTOL aircraft during the flight phase.

[0073] In the take-off phase, in response to the longitudinal axis of the joystick 1 moving backward away from the zero position, the control system controls the multi-rotor lift of the CCVTOL aircraft to increase and the vertical speed to be positive, so that the CCVTOL aircraft takes off vertically. The fixed-wing phase is for flight.

[0074] In the forward conversion stage, the CCVTOL aircraft can automatically enter the speed mode. The pilot controls the longitudinal axis of the joystick 2 to move forward away from the zero position, so that the forward acceleration and forward speed of the CCVTOL aircraft gradually increase. The CCVTOL aircraft automatically completes the conversion from the multi-rotor stage to the fixed-wing stage.

[0075] In the climbing phase, cruising phase, and descending phase, the control system controls the control surface position and thrust of the CCVTOL aircraft in response to the longitudinal axis and transverse axis of the joystick 1 and the longitudinal axis and transverse axis of the joystick 2, so that the CCVTOL aircraft flies based on the fixed-wing phase.

[0076] In the reverse conversion stage, in response to the pilot moving the longitudinal axis of the joystick 2 backward away from the zero position, the forward acceleration and forward speed of the CCVTOL aircraft can be gradually reduced, so that the CCVTOL aircraft can automatically complete the conversion from the fixed-wing stage to the multi-rotor stage.

[0077] In the landing phase, in response to the joystick 2 button being triggered, the CCVTOL aircraft enters the translation mode, in response to the joystick 1 longitudinal axis moving forward away from the zero position, the control system controls the lift of the lift propeller to reduce, in response to the joystick 1 transverse axis manipulation, by controlling the lift propeller with different speed differences, the aircraft is controlled to perform steering control; in response to the joystick 2 longitudinal axis manipulation, the CCVTOL aircraft is controlled to perform forward and backward translation movement through the lift propeller with different speed differences; in response to the joystick 2 transverse axis manipulation, the CCVTOL aircraft is controlled to perform left and right translation movement through the lift propeller with different speed differences; the pilot can make the CCVTOL aircraft land vertically through the above manipulation. Similarly, in the take-off phase, the aircraft can also respond to the joystick 2 button being triggered, and the CCVTOL aircraft enters the translation mode to perform the above control.

[0078] The pilot can manage the flight mode during the flight phase through the control system. For a flight mission, the pilot can control the lift, thrust and direction of the CCVTOL aircraft by manipulating the joystick as needed. Figure 1 , Figure 2 The direction definitions in the figure are used as examples to explain the control of the above flight phases: During the take-off phase, the pilot can use the control system to make the CCVTOL aircraft take off vertically in the translation mode or speed mode. The pilot pulls the joystick 1 backward, thereby increasing the lift of the multi-rotor, so that the CCVTOL aircraft can take off vertically until it rises to a predetermined height and hovers. In this embodiment, the lever body pulled back to the highest position can be used as the maximum position of the lever body.

[0079] In the forward conversion phase, the CCVTOL aircraft can automatically enter the speed mode. The pilot pushes the joystick 2 forward, so that the thrust propeller starts and accelerates, and the CCVTOL aircraft accelerates. As the speed gradually increases, the lift propeller gradually decelerates until a certain speed, and the lift propeller stops working and locks the propeller, entering the fixed-wing flight phase. The CCVTOL aircraft will then fly in the fixed-wing phase. In the forward conversion phase, the pilot can leave the joystick 1 in the default neutral position, and the CCVTOL aircraft can maintain the current altitude and direction. The pilot can also manipulate the joystick 1, such as the pilot pulling the joystick 1 back longitudinally, and the CCVTOL aircraft can convert while climbing.

[0080] In the climbing phase, the pilot can use the control system to make the CCVTOL aircraft climb in the fixed-wing phase. The pilot can control the thrust through the longitudinal axis of the joystick 2 to make the CCVTOL aircraft fly at the desired airspeed. As for the flight direction, the pilot can control it by operating the joystick 1. In the cruise phase, the pilot can use the control system to make the CCVTOL aircraft cruise in the fixed-wing phase. The pilot's control method can be found in the climb phase and will not be repeated here. During the descent phase, the pilot can use the control system to make the CCVTOL aircraft descend using the fixed-wing phase. The pilot's control method can be found in the climb phase and will not be described here. In the reverse conversion stage, the pilot can use the control system to convert the CCVTOL aircraft from the fixed-wing stage to the multi-rotor stage. The pilot can pull back the joystick 2 rod body, the thrust propellers slow down, the aircraft slows down, and the lift propellers gradually work. After the CCVTOL aircraft slows down to a certain speed, the thrust propellers stop and enter the multi-rotor flight stage. The CCVTOL aircraft will then fly in the fixed-wing stage. After the CCVTOL aircraft enters the multi-rotor stage, the pilot does not move the rod body, and the CCVTOL aircraft will hover until the pilot moves the rod body; in addition, in the reverse conversion stage, the pilot does not need to operate joystick 1, so that the CCVTOL aircraft can maintain the current altitude. The pilot can also operate joystick 1. For example, the pilot pushes joystick 1 forward longitudinally, and the CCVTOL aircraft can convert while descending; During the landing phase, the pilot can trigger the switch button on the joystick 2 to switch the CCVTOL aircraft from speed mode to translation mode. After entering the translation mode, the pilot can control the CCVTOL aircraft to translate forward, backward, left, and right by manipulating the longitudinal and transverse axes of the joystick 2, and adjust the direction of the nose by turning around on the spot through the lateral control joystick 1, and push the joystick 1 forward to allow the CCVTOL aircraft to descend vertically until it descends to the landing pad.

[0081] The disclosed embodiment also provides a composite wing vertical take-off and landing aircraft, the CCVTOL aircraft including an aircraft body and a control system as described above. The pilot can easily control the flight mode of the CCVTOL aircraft through the control system, effectively reducing the pilot's workload and making the flight process of the CCVTOL aircraft safe and efficient.

[0082] The concept of this aircraft embodiment is the same as the working process of the control system in the above-mentioned embodiment. The entire contents of the above-mentioned control system embodiment are incorporated into this aircraft embodiment by full reference and will not be repeated here.

[0083] The embodiments of the present disclosure have been described above, and the above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The selection of terms used herein is intended to best explain the principles of the embodiments, practical applications, or technical improvements in the market, or to enable other persons of ordinary skill in the art to understand the embodiments disclosed herein.

Claims

1. A control system for a vertical take-off and landing aircraft with a composite wing configuration, the aircraft comprising a multi-rotor and a fixed wing, the flight mode of the aircraft comprising a translation mode and a speed mode, the translation mode of the aircraft being a multi-rotor flight stage, the speed mode of the aircraft comprising a multi-rotor, conversion and fixed wing flight stages, the control system comprising two sets of joysticks, the joystick 1 and the joystick 2 both comprising a longitudinal axis control, a lateral axis control and a switch button. The change in the longitudinal position of the joystick 1 corresponds to the change in the vertical speed of the aircraft; the change in the lateral position of the joystick 1 corresponds to the change in the turning rate of the aircraft; the change in the longitudinal position of the joystick 2 corresponds to the change in the forward and backward translation speed of the aircraft in the translation mode; the change in the lateral position of the joystick 2 corresponds to the change in the left and right translation speed of the aircraft in the translation mode; the change in the longitudinal position of the joystick 2 corresponds to the change in the forward acceleration of the aircraft in the speed mode; the change in the lateral position of the joystick 2 corresponds to the change in the yaw angle of the aircraft in the speed mode; the joystick 1 button can be used for including but not limited to calls, displaying a control cursor, etc.; the joystick 2 button can be used to switch between the translation mode and the speed mode of the aircraft.

2. The control system according to claim 1, characterized in that: The position of the joystick 1 includes the zero position of the longitudinal axis of the joystick 1. When the longitudinal axis of the joystick 1 is at the zero position, the vertical speed of the aircraft is zero. When the longitudinal axis of the joystick 1 is moved forward in a direction away from the zero position, the vertical speed of the aircraft is negative, that is, the vertical height of the aircraft decreases; or, when the longitudinal axis of the joystick 1 is moved backward in a direction away from the zero position, the vertical speed of the aircraft is positive, that is, the vertical height of the aircraft increases; the longitudinal axis of the joystick 1 has the characteristic of automatically returning to the zero position without the action of external force.

3. The control system according to claim 1, characterized in that: The position of the joystick 1 includes the zero position of the horizontal axis of the joystick 1. When the horizontal axis of the joystick 1 is at the zero position, the turning rate of the aircraft is zero. When the horizontal axis of the joystick 1 is moved to the left in a direction away from the zero position, the aircraft turns left and the turning rate gradually increases; or when the horizontal axis of the joystick 1 is moved to the right in a direction away from the zero position, the aircraft turns right and the turning rate gradually increases; the horizontal axis of the joystick 1 has the characteristic of automatically returning to the zero position without the action of external force.

4. The control system according to claim 1, characterized in that: When the aircraft is in translation mode, the position of the joystick 2 includes the zero position of the longitudinal axis of the joystick 2. When the longitudinal axis of the joystick 2 is at the zero position, the translation speed of the aircraft in the front-rear direction is zero. When the longitudinal axis of the joystick 2 is moved forward in a direction away from the zero position, the forward translation speed of the aircraft gradually increases; or, when the longitudinal axis of the joystick 2 is moved backward in a direction away from the zero position, the backward translation speed of the aircraft gradually increases; the longitudinal axis of the joystick 2 has the characteristic of automatically returning to the zero position when no external force is applied.

5. The control system according to claim 1, characterized in that In the translation mode, the position of the joystick 2 includes the zero position of the horizontal axis of the joystick 2. When the horizontal axis of the joystick 2 is at the zero position, the translation speed of the aircraft in the left and right directions is zero. When the horizontal axis of the joystick 2 is moved to the left in a direction away from the zero position, the translation speed of the aircraft to the left gradually increases; or when the horizontal axis of the joystick 2 is moved to the right in a direction away from the zero position, the translation speed of the aircraft to the right gradually increases; the horizontal axis of the joystick 2 has the characteristic of automatically returning to the zero position when there is no external force.

6. The control system according to claim 1, characterized in that: When the aircraft is in speed mode, the position of the joystick 2 includes the zero position of the longitudinal axis of the joystick 2. When the longitudinal axis of the joystick 2 is in the zero position, the forward acceleration of the aircraft is zero; when the longitudinal axis of the joystick 2 is moved forward in a direction away from the zero position, the forward acceleration of the aircraft is positive, and the acceleration gradually increases; or, when the longitudinal axis of the joystick 2 is moved backward in a direction away from the zero position, the forward acceleration of the aircraft is negative, and the negative acceleration gradually increases; the longitudinal axis of the joystick 2 has the characteristic of automatically returning to the zero position without the action of external force. It should be noted that the forward speed of the aircraft will not be negative in speed mode.

7. The control system according to claim 1, characterized in that: When the aircraft is in speed mode, the position of the joystick 2 includes the zero position of the horizontal axis of the joystick 2. When the horizontal axis of the joystick 2 is at the zero position, the yaw angle of the aircraft is zero. When the horizontal axis of the joystick 2 is moved to the left in a direction away from the zero position, the yaw angle of the aircraft to the left gradually increases; or when the horizontal axis of the joystick 2 is moved to the right in a direction away from the zero position, the yaw angle of the aircraft to the right gradually increases; the horizontal axis of the joystick 2 has the characteristic of automatically returning to the zero position when there is no external force.

8. The control system according to claim 1, characterized in that: The buttons can be arranged at the top of the joystick 1 and the joystick 2 .

9. The control system according to claim 1, characterized in that: The joystick 1 button can be used for functions including but not limited to making calls, displaying a cursor control, etc., and the joystick 2 button is used for switching between the translation mode and the speed mode of the aircraft.

10. The control system according to claim 1, characterized in that: The control system is used to control the flight mode of the aircraft during the flight phase. In the take-off phase, in response to the longitudinal axis of the joystick 1 moving backward away from the zero position, the control system controls the multi-rotor lift to increase, and the vertical speed is positive, so that the aircraft takes off vertically; in the forward conversion phase, the aircraft can automatically enter the speed mode, and the pilot controls the longitudinal axis of the joystick 2 moving forward away from the zero position, which can gradually increase the forward acceleration and forward speed of the aircraft, and the aircraft automatically completes the conversion from the multi-rotor phase to the fixed-wing phase; in the climbing phase, the cruising phase, and the descending phase, in response to the longitudinal axis and transverse axis of the joystick 1 and the transverse axis of the joystick 2, the control system controls the position of the aircraft's control surfaces, and in response to the longitudinal axis of the joystick 2, the control system controls the thrust of the aircraft, so that the aircraft flies based on the fixed-wing control logic; In the reverse conversion stage, in response to the pilot moving the longitudinal axis of the joystick 2 backward away from the zero position, the forward acceleration of the aircraft can be made negative, and the forward speed gradually decreases, so that the aircraft can automatically complete the reverse conversion from the fixed-wing stage to the multi-rotor stage; In the landing phase, in response to the joystick 2 button being triggered, the aircraft enters the translation mode, in response to the joystick 1 longitudinal axis moving forward away from the zero position, the control system controls the lift of the lift propeller to reduce, in response to the joystick 1 transverse axis manipulation, by controlling the lift propellers with different speed differences, the aircraft is controlled to perform steering control; in response to the joystick 2 longitudinal axis manipulation, the aircraft is controlled to perform forward and backward translation movement by the lift propellers with different speed differences; in response to the joystick 2 transverse axis manipulation, the aircraft is controlled to perform left and right translation movement by the lift propellers with different speed differences; the pilot can make the aircraft land vertically through the above manipulation. Similarly, in the take-off phase, the aircraft can also respond to the joystick 2 button being triggered, and the aircraft enters the translation mode to perform the above control.

11. A vertical take-off and landing aircraft with a composite wing configuration, characterized in that: The aircraft comprises an aircraft body and a control system as claimed in any one of claims 1 to 10.

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