Pre-steering flying ball vehicle control method and pre-steering flying ball vehicle

Abstract

The invention relates to the technical field of low-altitude aircrafts, in particular to a pre-steering flying ball vehicle control method and a pre-steering flying ball vehicle. The pre-steering flying ball vehicle control method comprises the following steps: S1, acquiring a pre-steering direction and a current direction; s2, calculating a pre-steering angle and a pre-steering adjustment direction based on the pre-steering orientation and the current orientation; and S3, according to the pre-steering angle and the pre-steering direction, controlling the pre-steering device to drive the flight driving device or the combination of the flight driving device and the cabin to steer relative to the undercarriage so as to face the pre-steering direction. Therefore, the problems that an existing golf cart is limited, the flight distance is increased due to the fact that the flight direction is adjusted after a traditional aircraft takes off, and the body feeling of passengers is poor are solved.

Description

Technical Field

[0001] The present invention relates to the technical field of low-altitude aircraft, and in particular to a pre-steering flying ball car control method and a pre-steering flying ball car. Background Art

[0002] Golf carts are environmentally friendly passenger vehicles designed and developed specifically for golf courses. Their simple design makes them easy to operate and suitable for people of all ages and experience levels. They can also be powered by electric or renewable energy systems, ensuring environmental protection, energy conservation, and enhanced maneuverability. Their compact size allows them to navigate narrow paths and green areas, making them suitable for use in complex terrain.

[0003] However, there are limitations to its use. The grass on the golf course is slippery and the turf is soft. If a vehicle enters, it will damage the turf. On the other hand, due to the soft ground, the vehicle may get stuck. Therefore, golf carts can only be driven within the lanes and cannot enter the course. If the golf ball lands far away from the lanes, the golfer needs to get out of the car and walk a long distance, which reduces the experience. Golf carts are usually limited to use within the golf course. In order to be light and fast, the lightweight design they adopt also reduces their power performance. However, there are a lot of undulating slopes on the golf course. In order to ensure normal driving, the lanes used for golf carts will avoid the design of large slopes. Therefore, for large slopes, the lanes can only detour or design multiple bends to reduce the slope. However, this will also take up more space on the course, and the construction of the lanes also requires a lot of capital investment. The setting of the lanes will also affect the overall feel of the course.

[0004] Furthermore, even if an aircraft is used as a means of transportation to circumvent the limitations of conventional golf carts, existing aircraft adjust their flight direction during flight after takeoff. Although golf has a long flight distance as a sport, its distance is still relatively short for a means of transportation. If the aircraft were to adjust its direction after takeoff, the flight distance would be greatly lengthened, and there would be a long turning time during flight, which would be unpleasant for the passengers. Summary of the Invention

[0005] In order to solve the limitations of existing golf carts and the problem that traditional aircraft adjust the flight direction after takeoff, resulting in increased flight distance and poor passenger experience, the present invention provides a pre-steering flying golf cart control method and a pre-steering flying golf cart.

[0006] A first aspect of the present invention provides a control method for a pre-steering flying caddy, comprising: step S1, obtaining a pre-steering direction and a current direction; step S2, calculating a pre-steering angle and a pre-steering adjustment direction based on the pre-steering direction and the current direction; step S3, controlling a pre-steering device to drive a flight drive device or a combination of a flight drive device and a cockpit according to the pre-steering angle and the pre-steering direction, to steer relative to a landing gear toward the pre-steering direction.

[0007] In some embodiments, step S1 further includes obtaining the flight direction and maximum flight height of the golf ball, where the flight direction includes the moving direction of the projection of the golf ball in the horizontal plane during flight, and estimating the landing position of the golf ball based on the flight direction, maximum flight height, and the hitting position of the golf ball.

[0008] In some embodiments, step S1 further includes calculating a landing position of the pre-steering flying golf cart based on a topographic map of the current golf course and the landing position.

[0009] In some embodiments, step S1 further includes estimating the resting position of the golf ball based on the landing position and the topographic map of the golf course, and determining the landing position according to the resting position; when the landing position is on a slope, setting the landing position to the bottom of the slope where the landing position is located.

[0010] In some embodiments, step S1 further includes, based on a topographic map of the golf course, dividing the golf course into a landing area where the golf course can be safely landed, and a non-landing area where the golf course cannot be landed or entered; when the landing position is in the non-landing area, the landing position is set to be close to the landing position in the landing area.

[0011] In some embodiments, based on the pre-steering orientation and the current orientation, the angle α1 required for the pre-steering flying trolley to rotate clockwise to the pre-steering orientation is calculated, and the angle α2 required for the pre-steering flying trolley to rotate counterclockwise to the pre-steering orientation is calculated, and the sizes of α1 and α2 are compared; when α1 is less than or equal to α2, the pre-steering flying trolley is adjusted to rotate in the clockwise direction; when α1 is greater than α2, the pre-steering flying trolley is adjusted to rotate in the counterclockwise direction.

[0012] In some embodiments, the pre-steering flying caddy is provided with a pre-steering device, which includes at least one first propeller assembly arranged on the side of the flight drive device away from the flight direction, the first propeller assembly can generate a rotational driving force perpendicular to the flight direction in the horizontal direction, and the first propeller assembly has a first adjustment shaft extending in the horizontal direction and a propeller fixed on the first adjustment shaft; step S3 also includes adjusting the first adjustment shaft according to the pre-steering direction to change the driving direction of the propeller.

[0013] In some embodiments, the first propeller assembly includes a lift state and a steering state. In the lift state, the propeller is horizontally arranged and can generate lift in the vertical direction. In the steering state, the propeller is vertically arranged and can generate a horizontal rotational force. The first adjustment shaft can rotate around its central axis to drive the first propeller assembly to switch between the lift state and the steering state; step S3 also includes controlling the first propeller assembly to switch to the steering state.

[0014] In some embodiments, the flight drive device includes at least one second propeller assembly, the second propeller assembly includes a second propeller body, a second driver and a second adjustment shaft; the second propeller body is connected to the driving end of the second driver, the second driver is fixed on the second adjustment shaft, and the second adjustment shaft extends in a direction perpendicular to the forward direction of the flight drive device; step S3 also includes first controlling the second propeller body to a horizontal state, and after reaching a predetermined flight altitude, controlling the second propeller assembly to tilt toward the pre-steering direction.

[0015] In some embodiments, the cabin is provided with a boarding and alighting entrance and seats, and the orientation of the boarding and alighting entrance and seats is adjusted to be the same as the pre-steering direction according to the pre-steering angle and the pre-steering direction.

[0016] A second aspect of the present invention further provides a pre-steering flying golf cart, the pre-steering flying golf cart comprising:

[0017] A flight drive device, a cockpit, a landing gear, a pre-steering device and a control device, wherein the control device is used to execute the pre-steering flight trolley control method in the above technical solution.

[0018] To address the limitations of existing golf carts and the problems of traditional aircraft adjusting their flight direction after takeoff, which results in increased flight distance and poor passenger comfort, the present invention has the following advantages:

[0019] The flight drive device is used as the primary source of propulsion, thereby driving the cabin and its passengers to fly around the golf course. Low-altitude flight does not produce a high ground clearance, and similar to conventional car-type golf carts, it is not affected by flying golf balls or birds. Furthermore, proper ground clearance can avoid damage and impact to the golf course's turf during flight, with only minimal impact on the ground where the landing gear contacts the ground. Thus, the pre-steering flying golf cart can penetrate deep into the golf course and land relatively close to the golf ball's landing point. Compared to conventional golf carts, the pre-steering flying golf cart has better adaptability to golf courses and does not require a dedicated lane, thus reducing golf course construction costs. On this basis, because the flight paths of golf balls struck multiple times are not aligned in a straight line, conventional aircraft must adjust their flight direction after takeoff and during flight. However, the actual distance to the golf ball's landing point is relatively short for vehicles. For aircraft, turning mid-air will, on the one hand, cause the flight path to become curved, resulting in a longer flight path. On the other hand, passengers experience poor physical sensations during the turning process due to the influence of lateral centrifugal force, particularly during large-angle turns with a small radius. This creates extreme discomfort for passengers and places high demands on the flight propulsion system. In the above-mentioned technical solution of the present application, a steering drive device can be used to drive the flight drive device, or the combination of the flight drive device and the cabin, on the ground. When the pre-steering flying golf cart is in a landing state on the ground, the takeoff direction of the pre-steering flying golf cart is pre-adjusted, eliminating the need for significant directional adjustments during flight, allowing the pre-steering flying golf cart to maintain a straight flight path. This significantly shortens flight time and, by avoiding turning, improves passenger comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 A schematic structural diagram of a pre-steering flying ball cart according to an embodiment is shown;

[0021] Figure 2 A schematic structural diagram of a first rotating mechanism according to an embodiment is shown;

[0022] Figure 3 A schematic diagram of a pre-steering flying ball cart according to an embodiment is shown;

[0023] Figure 4 A schematic diagram of the structure of a flight drive device in working state according to an embodiment is shown;

[0024] Figure 5 A schematic diagram of a cockpit structure according to an embodiment is shown;

[0025] Figure 6A flow chart of a method for controlling a pre-steering flying caddy according to an embodiment is shown.

[0026] Figure markings: 10-flight drive device; 11-second propeller assembly; 111-second propeller body; 112-second adjustment shaft; 113-second drive; 12-protective cover; 20-cockpit; 21-cockpit shell; 211-base; 212-top seat; 213-side panel assembly; 2131-fixed side panel; 2132-sliding side panel; 22-seat; 30-landing gear; 40-pre-steering device; 41-first rotating mechanism; 42-second rotating mechanism; 421-first propeller assembly; 4211-first propeller body; 4212-first adjustment shaft; 4213-first drive. DETAILED DESCRIPTION

[0027] The present disclosure will now be discussed with reference to several exemplary embodiments. It should be understood that these embodiments are discussed only to enable those skilled in the art to better understand and implement the present disclosure, rather than to imply any limitation on the scope of the present disclosure.

[0028] As used herein, the term "including" and its variations are to be interpreted as open-ended terms meaning "including, but not limited to." The term "based on" is to be interpreted as "based, at least in part, on." The terms "one embodiment" and "an embodiment" are to be interpreted as "at least one embodiment." The term "another embodiment" is to be interpreted as "at least one other embodiment." Terms such as "upper," "lower," "left," "right," "front," "back," "top," "bottom," "inner," "outer," "vertical," "horizontal," "transverse," and "longitudinal" indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. These terms are primarily intended to better describe the present application and its embodiments and are not intended to limit the devices, elements, or components indicated to having a specific orientation, or to being constructed and operated in a specific orientation. Furthermore, some of the above terms may be used to indicate other meanings besides orientation or positional relationships. For example, the term "on" may, in certain circumstances, be used to indicate a dependency or connection relationship. Those skilled in the art will understand the specific meanings of these terms in this application based on the specific circumstances. Furthermore, the terms "installed," "disposed," "provided with," "connected," and "connected" are to be interpreted broadly. For example, it can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection, or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, or it can be an internal connection between two devices, elements or components. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances. In addition, the terms "first", "second", etc. are mainly used to distinguish different devices, elements or components (the specific types and structures may be the same or different), and are not used to indicate or imply the relative importance and quantity of the indicated devices, elements or components. Unless otherwise specified, "plurality" means two or more.

[0029] This embodiment discloses a method for controlling a pre-steering flying ball car. Figure 1 As shown, this may include:

[0030] Step S1, obtain the pre-steering direction and the current direction; Step S2, calculate the pre-steering angle and the pre-steering adjustment direction based on the pre-steering direction and the current direction; Step S3, control the pre-steering device 40 to drive the flight drive device 10 or the combination of the flight drive device 10 and the cockpit 20 according to the pre-steering angle and the pre-steering direction, and turn relative to the landing gear 30 to face the pre-steering direction.

[0031] It should be noted that the pre-steering flying ball car is Figure 2-6As shown, it may include: a flight drive device 10, a cockpit 20, a landing gear 30 and a pre-steering device 40, the cockpit 20 includes a cockpit 20 shell, and a seating space for personnel is provided in the cockpit 20 shell, the flight drive device 10 is connected to the cockpit 20, the flight drive device 10 can drive the pre-steering flight trolley to take off and land in a vertical direction and can provide flight power, thereby driving the pre-steering flight trolley to fly at low altitude, and the landing gear 30 is provided on the lower side of the cockpit 20 shell; the pre-steering flight trolley includes a landing state and a flight state, in the landing state, the landing gear 30 is supported on the ground, and the steering device can drive the flight drive device 10 or a combination of the flight drive device 10 and the cockpit 20 to rotate in a horizontal direction relative to the landing gear 30 and toward the pre-steering direction.

[0032] In the above scheme, the pre-steering direction can be directly determined based on the flight trajectory of the golf ball. The flight trajectory of the golf ball can be obtained in a variety of ways. For example, a position sensor can be set in the golf ball to directly and accurately obtain relevant data, or it can be obtained indirectly based on parameters such as the golfer's movement process through a visual capture system.

[0033] At the same time, the flight drive device 10 is used as the main source of flight power, thereby driving the cabin 20 and the passengers in the cabin 20 to fly as a means of transportation within the golf course. Among them, low-altitude flight does not produce a high ground distance. Specifically, the take-off altitude can be set to 20-80 cm from the ground. Under the premise of ensuring obstacle clearance and flight stability, the flight altitude can be set as low as possible, for example, it can be set to about 20 cm from the ground. At this time, the pre-steering flying golf cart can be similar to a conventional car-type golf cart. Due to the low flight altitude, it is difficult to be disturbed and threatened by flying golf balls or birds during the flight. Even if the flight is interrupted due to an accident, since it is very close to the ground, even if the flight power is weakened or a malfunction occurs, it can quickly land on the ground to avoid the risk of falling. At the same time, proper liftoff can avoid damage and impact to the turf and other surfaces of the golf course during flight, and only slightly impact the ground in contact with the landing gear 30 during landing. In this way, the pre-steering flying golf cart can penetrate deep into the course and land closer to the landing point of the golf ball. Compared with traditional golf carts, it has better field adaptability and does not require a dedicated lane, which reduces the construction cost of the course and also avoids the impact of the lane on the integrity of the course.

[0034] On this basis, since the flight paths of the golf ball are not in the same straight line after multiple hits, traditional aircraft need to adjust the flight direction during flight after takeoff. The actual distance of the golf ball landing point is relatively short for a vehicle. For an aircraft, if it turns in the air, on the one hand, the flight path will become an arc, causing the flight path to become longer. Especially in the case of a short take-off and landing distance, the flight distance will increase significantly. On the other hand, for passengers, during the turning process, they are affected by the lateral centrifugal force and have a poor physical sensation. Especially for large-angle turns with a small radius, passengers are extremely uncomfortable, and higher requirements are placed on the flight power system. In the above-mentioned technical solution of the present application, the flight drive device 10, or the combination of the flight drive device 10 and the cockpit 20, can be driven on the ground by utilizing the provided steering drive device. When the aircraft is on the ground and in a landing state, the orientation of the pre-steering flight trolley, i.e., the take-off direction, is adjusted in advance so that the trolley can fly directly in a straight line in the predetermined direction after take-off without the need for drastic adjustments in direction during the flight. The flight path can be made straight, thereby greatly shortening the flight time. At the same time, since steering is avoided, the riding comfort of the passengers can also be improved.

[0035] When the aircraft is in a landing state, the landing gear 30 is supported on the ground and serves to support the cabin 20, flight drive unit 10, and pre-steering device 40 mounted thereon. Directly adjusting the rotation of the pre-steering flight golf cart in the above-described technical solution is difficult. Instead, the flight drive unit 10 or the combination of the flight drive unit 10 and cabin 20 can be selectively driven to rotate. This allows for adjustment of only the flight drive unit 10, or both the flight drive unit 10 and cabin 20 as a whole, relative to the cabin 20. If only the flight drive unit 10 is adjusted, the direction the passengers face after takeoff may not be aligned with the flight direction. Therefore, a rotatable seat 22 can be employed to adjust the passenger's orientation without adjusting the cabin 20. In a practical scenario, the predicted upcoming location, i.e., the pre-steering direction, can be calculated based on factors such as the golfer's swing and the flight direction of the ball. Simultaneously, the current orientation of the pre-steering flight golf cart in the landing state can be obtained. This can be determined using sensors, cameras, or manually. The pre-steering direction and the current orientation can be determined primarily based on one or more factors, such as the flight direction of the flight drive device 10 after takeoff, or the orientation of the seats in the cabin 20. The pre-steering angle and the pre-steering adjustment direction can be calculated using the pre-steering direction and current orientation obtained above. The pre-steering angle is the angle that the adjustable steering portion of the pre-steering flight caddy needs to rotate, and the pre-steering adjustment direction is the expected direction of rotation. For structural simplicity, only one direction of rotation can be provided. In this case, the pre-steering adjustment direction is the rotatable direction. If the adjustable steering portion of the pre-steering flight caddy can be selected to rotate left or right as required, the expected direction of rotation needs to be selected through calculation.

[0036] As a specific implementation method, Figure 3As shown, the pre-steering device 40 includes a first rotating mechanism 41 disposed between the cabin 20 and the landing gear 30. The first rotating mechanism 41 is fixed to the landing gear 30 and rotatably connected to the cabin 20. The first rotating mechanism 41 is capable of driving the cabin 20 and driving the flight drive device 10 to rotate relative to the landing gear 30. The first rotating mechanism 41 can actively drive the cabin 20 and the flight drive device 10 fixed to the cabin 20 to rotate as a whole relative to the landing gear 30. The first rotating mechanism can use an electric motor as the driving source, and the rotation of the motor's output shaft drives the cabin 20 and other components to rotate. Furthermore, a transmission mechanism such as gears can also be provided. In addition, after takeoff, to prevent uncontrolled rotation of the landing gear 30 relative to the cabin 20, a locking mechanism can be provided. The locking mechanism can be independent of the first rotating mechanism 41 or a component of the first rotating mechanism 41. In the case of an electric motor, the self-locking function of the motor can directly prevent uncontrolled rotation. In addition, by rotating the cockpit 20 and the flight drive device 10 at the same time, the structure of the first rotating mechanism 41 can be relatively simple. At the same time, the cockpit 20 and the seats 22 arranged therein do not require additional adjustments. Due to the rotation of the cockpit 20, the seats 22 and other structures arranged therein can all rotate together, so that passengers can directly face the expected take-off direction without the need to adjust the seats 22 separately. However, the additional first rotating structure also brings additional weight, which does not help during the flight.

[0037] As another embodiment, Figure 3 、 Figure 4 、 Figure 5 As shown, the flight drive device 10 is rotatably disposed on the upper side of the cabin 20 , and the pre-steering device 40 includes a second rotating mechanism 42 , which is used to drive the flight drive device 10 to rotate relative to the cabin 20 .

[0038] That is, in the above technical solution, the flight drive device 10 is provided to be able to rotate relative to the whole composed of the cockpit 20 shell and the landing gear 30. Since the structure that needs to rotate is only the flight drive device 10, the driving force can be reduced. Then, compared with the first rotating mechanism 41 in the previous embodiment, the second rotating mechanism 42 can be set to be smaller and lighter. For the aircraft, it is beneficial to reduce the take-off weight. In a specific implementation, the second rotating mechanism 42 can adopt a structure similar to the first rotating mechanism 41.

[0039] Since only the flight drive device 10 is rotated, the take-off direction of the flight drive device 10 and the direction of the seat 22 may be misaligned. If the direction of the passenger seat is not adjusted, the passenger's riding experience will be poor. Figure 6As shown, a seat 22 is provided within the passenger space, and the seat 22 is capable of rotating horizontally relative to the passenger space. Specifically, a rotatable support structure can be provided at the location where the seat 22 connects to the bottom of the passenger space. This structure can employ a relatively simple manual adjustment mechanism or an electrically adjustable mechanism. The seat 22 can be linked to the rotation of the flight drive device 10 in terms of drive control, eliminating the need for cumbersome manual adjustment. However, this structure is more complex, requiring, for example, a separate motor or other components as a drive source, which may increase the overall weight of the pre-steering flight ball cart.

[0040] As a specific implementation method, Figure 4-5 As shown, the second rotating mechanism 42 includes at least one first propeller assembly 421 arranged on the side of the flight drive device 10 away from the flight direction, the first propeller assembly 421 is arranged at the symmetry axis of the flight drive device 10, and the first propeller assembly 421 is spaced apart from the rotatable connection between the flight drive device 10 and the cabin 20 shell; the first propeller assembly 421 can generate a rotational driving force perpendicular to the flight direction in the horizontal direction.

[0041] To achieve vertical takeoff and landing without the need for taxiing assistance, the flight drive device 10 can employ a propeller-based flight structure similar to that of a drone or helicopter. One or more propellers can be provided, depending on the situation. To ensure stable flight power, the flight drive device 10 can be symmetrically arranged, with the first propeller assembly 421 positioned on the axis of symmetry of the flight drive device 10. Horizontal thrust can be generated by the first propeller assembly 421, and the first propeller assembly 421 is spaced apart from the rotatable connection between the flight drive device 10 and the cabin 20 housing. By virtue of the rotatable connection between the flight drive device 10 and the cabin 20 housing, the first propeller assembly 421 can generate a force that propels the flight drive device 10 to rotate, thereby driving the flight drive device 10 to rotate. This arrangement allows the first propeller assembly 421 to be integrated with the flight drive device 10, facilitating cable routing when electricity is used as a power source. Furthermore, due to the provision of the first propeller assembly 421, the rotatable connection between the flight drive device 10 and the cabin 20 housing can employ a simple, unpowered structure, requiring only rotation.

[0042] On this basis, further, Figure 4-5As shown, the first propeller assembly 421 includes a first propeller body 4211, a first driver 4213 and a first adjusting shaft 4212; the first propeller body 4211 is connected to the driving end of the first driver 4213, the first driver 4213 is fixed on the first adjusting shaft 4212, and the first adjusting shaft 4212 extends along the symmetry axis of the flight drive device 10; the first propeller assembly 421 includes a lift state and a steering state. In the lift state, the first propeller body 4211 is horizontally arranged and can generate lift in the vertical direction. In the steering state, the first propeller body 4211 is vertically arranged and can generate a horizontal rotational force; the first adjusting shaft 4212 can rotate around its central axis to drive the first propeller assembly 421 to switch between the lift state and the steering state.

[0043] By utilizing the setting of the first adjustment shaft 4212, the first propeller assembly 421 can switch between a lift state and a steering state. Since the steering adjustment function is only used when the pre-steering flying caddy is in a landing state, there is basically no need for steering during flight. Therefore, a simple rotation adjustment structure can only exist as an additional weight during flight. The above-mentioned scheme utilizes the setting of the first propeller assembly 421, so that the first propeller assembly 421 can also provide flight power during flight, thereby improving the utilization rate of components. At the same time, if a small range of direction adjustment is required during flight, the first propeller assembly 421 can also be driven to rotate around the first adjustment shaft 4212, so that it can generate a horizontal force, thereby generating the horizontal force required for steering.

[0044] During flight, the flight drive unit 10 must be fixed relative to the cabin 20 housing. Therefore, the second rotation mechanism 42 also includes a locking device. The flight drive unit 10 has a locked state and an unlocked state. In the locked state, the flight drive unit 10 is fixedly connected to the cabin 20. In the unlocked state, the flight drive unit 10 can rotate relative to the cabin 20. The locking device is used to switch the flight drive unit 10 between the locked and unlocked states. The locking device can be implemented as a retractable fixed pin or fixed claw. Its actuation mechanism can be manual or employ a linear drive mechanism such as a hydraulic cylinder or pneumatic cylinder.

[0045] For the cockpit 20, in order to reduce the resistance during flight, a streamlined shape, such as a spherical or cylindrical shape, can be adopted. Specifically, Figure 6 As shown, the shell of the cabin 20 includes a base 211, a top seat 212 and a side panel assembly 213. The upper end of the side panel assembly 213 is connected to the top seat 212, and the lower end of the side panel assembly 213 is connected to the base 211. The base 211, the top seat 212 and the side panel assembly 213 are covered on the outside of the riding space, and the side panel assembly 213 is provided with a boarding and alighting entrance.

[0046] Among them, the boarding and alighting opening can be used as an entrance and exit for people to enter and exit, and can also be used as an observation window during flight. For traditional golf carts, since they are special vehicles used in a closed environment, they usually adopt an open-top design, which can provide passengers with a more open riding experience. Similarly, in the above technical solution, the boarding and alighting opening can be designed as a structure that can be opened and closed, such as a door, or as an open structure, and the side panel assembly 213 therein can be used to block the propeller airflow generated by the flight drive device 10, thereby improving the passenger riding experience. In addition, if a closed cabin 20 shell structure is adopted, a sound insulation structure can be provided on the side panel assembly 213 to reduce the impact of external noise on the internal riding space.

[0047] As a further embodiment, when the boarding and alighting entrance is also used as an open observation window, the observation window needs to be able to be adjusted along with the direction of the flight drive device 10 so that it faces the appropriate direction, for example, to keep it consistent with the direction of flight, or to prevent a large amount of airflow from entering the cabin 20, it can be turned to the side of the flight direction. In order to achieve such an effect, Figure 6 As shown, the side panel assembly 213 includes a fixed side panel 2131 and a sliding side panel 2132. The fixed side panel 2131 is fixedly connected between the top seat 212 and the base 211. A spacing space is provided between the sides of the sliding side panel 2132 and the fixed side panel 2131 to form a boarding and alighting entrance. The sliding side panel 2132 can slide along the edge of the base 211 to adjust the direction of the boarding and alighting entrance.

[0048] Among them, the fixed side panel 2131 can be set to be relatively slender and have higher strength, so as to achieve the purpose of fixing the top support 212 and the flight drive device 10 set on the top, and the slender structure can reduce visual obstruction. The sliding side panel 2132 can slide along the edge of the base 211, and the space reserved therein is the boarding and alighting entrance. The position and direction of the boarding and alighting entrance can be adjusted by adjusting the sliding side panel 2132.

[0049] During the flight, if Figure 4-5 As shown, when multiple propellers are used as power, the aircraft will have a forward and downward movement trend when flying forward, similar to a drone. If the cockpit 20 and the flight drive device 10 are relatively fixed, the cockpit 20 will be driven to tilt forward, and the passengers in the cockpit 20 will not feel comfortable. Therefore, Figure 4-5As shown, the flight drive device 10 includes at least one second propeller assembly 11, the second propeller assembly 11 includes a second propeller body 111, a second driver 113 and a second adjusting shaft 112; the second propeller body 111 is connected to the driving end of the second driver 113, the second driver 113 is fixed on the second adjusting shaft 112, and the second adjusting shaft 112 extends in a direction perpendicular to the forward direction of the flight drive device 10; the second adjusting shaft 112 can drive the second propeller body 111 to rotate and form an angle with the horizontal direction.

[0050] By utilizing the setting of the second adjustment shaft 112 in the above technical solution, it is possible to adjust only the direction of the second propeller body 111. When forward flight is required, it is only necessary to rotate the second adjustment shaft 112, which can make the second propeller body 111 produce an angle with the horizontal direction and further generate a horizontal component force. At this time, the cabin 20 can still remain in a vertical state. According to the specific circumstances of the flight, the rotation angle of the second propeller body 111 driven by the second adjustment shaft 112 can be adjusted, so that the passengers in the cabin 20 can always maintain a certain sitting posture, thereby improving the riding comfort.

[0051] In addition, the first propeller assembly 421 and the second propeller assembly 11 may be provided with a protective cover 12. Figure 2-3 As shown, the protective cover 12 is arranged horizontally around the first propeller body 4211 and the second propeller body 111. The protective cover 12 can prevent objects from directly hitting the propeller and prevent people from accidentally touching the propeller when landing.

[0052] In specific use, you can follow the following methods, such as Figure 1 As shown, step S1, obtains the pre-steering direction and the current direction; step S2, calculates the pre-steering angle and the pre-steering adjustment direction based on the pre-steering direction and the current direction; step S3, controls the pre-steering device 40 to drive the flight drive device 10 or the combination of the flight drive device 10 and the cockpit 20 according to the pre-steering angle and the pre-steering direction, and turns relative to the landing gear 30 to face the pre-steering direction.

[0053] In the above scheme, the pre-steering direction can be directly determined based on the flight trajectory of the golf ball. The flight trajectory of the golf ball can be obtained in a variety of ways. For example, a position sensor can be set in the golf ball to directly and accurately obtain relevant data, or it can be obtained indirectly based on parameters such as the golfer's movement process through a visual capture system.

[0054] As an optional embodiment, step S1 further includes obtaining the golf ball's flight direction and maximum flight altitude. The flight direction includes the direction of movement of the golf ball's projection in a horizontal plane during flight. Based on the flight direction, maximum flight altitude, and the golf ball's impact position, the golf ball's landing position is estimated. The golf ball's flight direction and maximum flight altitude can be directly obtained using a camera mounted on the pre-steering golf cart through a visual method combined with an algorithm. The golf ball's landing position can then be calculated and set as the pre-steering direction. The golf ball's impact position can serve as a base point for calculation, facilitating confirmation of the golf ball's landing position relative to the golf course's specific coordinates, facilitating subsequent direct recall.

[0055] However, golf courses usually have uneven terrain, especially small hills, water surfaces, woods, sandy areas, etc. Specifically, step S1 also includes calculating the landing position of the pre-steering flying golf cart based on the current topographic map of the golf course and the landing position.

[0056] Since a golf course is a relatively closed environment, it is relatively easy to obtain a topographic map of the current golf course in advance through surveying and mapping. Different terrain characteristics will affect the final landing position of the golf ball. Therefore, the terrain characteristics in the specific topographic map can be combined to further accurately calculate the landing position of the golf ball.

[0057] Furthermore, because a golf ball may land on an undulating slope, step S1 also includes estimating the golf ball's resting position based on the landing location and a topographic map of the golf course, and determining the landing position based on the resting position. If the landing location is on a slope, the landing position is set to the bottom of the slope where the landing location is located. When the golf ball lands on a slope, it will roll along the slope and eventually reach the bottom of the gentler slope. It should be noted that for a convex hill, the bottom of the slope is at the foot of the hill, while for a concave pothole, the bottom of the slope is actually at the lowest point of the pothole.

[0058] Step S1 further includes dividing the golf course into a landing zone, where a golf cart can safely land, and a non-landing zone, where a golf cart cannot land or enter, based on a topographical map of the golf course. If the landing location is in the non-landing zone, the landing location is set to a location within the landing zone that is close to the landing location. If the landing location is in a wooded area or sandy ground, where a pre-steering golf cart cannot penetrate deeply or where the ground is insufficiently supportive, the landing location may be set to a location within the landing zone that is close to the landing location. This minimizes walking distance while ensuring safety.

[0059] In order to shorten the time of pre-steering adjustment, based on the pre-steering direction and the current direction, the angle α1 required for the pre-steering flying golf cart to rotate clockwise to the pre-steering direction is calculated, and the angle α2 required for the pre-steering flying golf cart to rotate counterclockwise to the pre-steering direction is calculated. The sizes of α1 and α2 are compared; when α1 is less than or equal to α2, the pre-steering flying golf cart is adjusted to rotate in the clockwise direction; when α1 is greater than α2, the pre-steering flying golf cart is adjusted to rotate counterclockwise.

[0060] Based on the pre-steering direction and the current direction, the angles required for clockwise and counterclockwise rotation are calculated respectively. By comparing the values ​​of the two angles, the adjustment is made according to the rotation direction corresponding to the smaller angle value.

[0061] Step S3 also includes adjusting first adjustment shaft 4212 based on the pre-steering direction to change the propeller's driving direction. When using first propeller assembly 421 as the driving force, the rotational direction of the rotation shaft can be adjusted based on the rotational direction, thereby changing the direction of thrust generation. Alternatively, the state of the first propeller can be changed by driving first adjustment shaft 4212, depending on the situation.

[0062] The first propeller assembly 421 has a lift state and a steering state. In the lift state, the propeller is horizontally arranged and can generate vertical lift. In the steering state, the propeller is vertically arranged and can generate horizontal rotational force. The first adjustment shaft 4212 can rotate about its central axis to drive the first propeller assembly 421 to switch between the lift state and the steering state. Step S3 also includes controlling the first propeller assembly 421 to switch to the steering state. Furthermore, if a small range of steering is required during flight, the first adjustment shaft 4212 can be adjusted to change the direction of the first propeller, causing it to generate lateral thrust, thereby assisting steering.

[0063] Step S3 also includes controlling the second propeller body 111 to be horizontal. After reaching a predetermined flight altitude, the second propeller assembly 11 is tilted in the pre-steering direction. For the flight drive device 10, a smooth takeoff is required. At this point, the propeller can only generate vertical driving force. During forward travel, to prevent the cabin 20 from tilting forward, the second propeller can be tilted forward by adjusting the second adjustment shaft 112.

[0064] To ensure passenger comfort, the cabin 20 is provided with a boarding and alighting entrance and seats, and the orientations of the boarding and alighting entrance and seats are adjusted to be the same as the pre-steering direction according to the pre-steering angle and the pre-steering direction.

[0065] Those skilled in the art will appreciate that the above-mentioned embodiments are specific examples for implementing the present disclosure, and that in actual applications, various changes may be made thereto in form and detail without departing from the scope of the present disclosure.

Claims

1. A method for controlling a pre-steering flying trolley, characterized in that: The pre-steering flying trolley control method comprises: Step S1, obtaining the pre-steering direction and the current direction; Step S2, calculating a pre-steering angle and a pre-steering adjustment direction based on the pre-steering orientation and the current orientation; Step S3: controlling the pre-steering device to drive the flight drive device or the combination of the flight drive device and the cockpit to turn relative to the landing gear toward the pre-steering direction according to the pre-steering angle and the pre-steering direction.

2. A pre-steering flying trolley control method according to claim 1, characterized in that: Step S1 further includes obtaining a flight direction and a maximum flight height of the golf ball, where the flight direction includes the direction of movement of the projection of the golf ball in a horizontal plane during flight, and estimating the landing position of the golf ball based on the flight direction, the maximum flight height, and the golf ball hitting position.

3. A pre-steering flying trolley control method according to claim 1, characterized in that: The step S1 further includes calculating the landing position of the pre-steering flying golf cart based on a topographic map of the current golf course and the landing position.

4. A pre-steering flying trolley control method according to claim 3, characterized in that: The step S1 further includes estimating a resting position of the golf ball based on the landing position and a topographic map of the golf course, and determining the landing position according to the resting position; When the landing position is located on a slope, the landing position is set to be the bottom of the slope where the landing position is located.

5. A method for controlling a pre-steering flying trolley according to claim 3, characterized in that: The step S1 further includes dividing the golf course into a landing area where the golf course can be safely landed and a non-landing area where the golf course cannot be landed or entered based on a topographic map of the golf course, and when the landing position is in the non-landing area, setting the landing position to a position in the landing area close to the landing position.

6. A method for controlling a pre-steering flying trolley according to claim 5, characterized in that: Based on the pre-steering orientation and the current orientation, calculating the angle α1 required for the pre-steering flying trolley to rotate in a clockwise direction to the pre-steering orientation, calculating the angle α2 required for the pre-steering flying trolley to rotate in a counterclockwise direction to the pre-steering orientation, and comparing α1 with α2; When α1 is less than or equal to α2, the pre-steering flying ball cart is adjusted to rotate in a clockwise direction; When α1 is greater than α2, the pre-steering flying trolley is adjusted to rotate in the counterclockwise direction.

7. A method for controlling a pre-steering flying trolley according to claim 6, characterized in that: The pre-steering flying trolley is provided with a pre-steering device, which includes at least one first propeller assembly arranged on the side of the flight drive device away from the flight direction, the first propeller assembly being capable of generating a rotational driving force perpendicular to the flight direction in the horizontal direction, the first propeller assembly having a first adjustment shaft extending in the horizontal direction and a propeller fixed on the first adjustment shaft; The step S3 further includes adjusting the first adjustment shaft according to the pre-steering direction to change the driving direction of the propeller.

8. A method for controlling a pre-steering flying trolley according to claim 6, characterized in that: The first propeller assembly includes a lift state and a steering state. In the lift state, the propeller is arranged horizontally and can generate lift in the vertical direction. In the steering state, the propeller is arranged vertically and can generate a horizontal rotational force. The first adjustment shaft can rotate about its central axis to drive the first propeller assembly to switch between the lift state and the steering state. The step S3 further includes controlling the first propeller assembly to switch to the steering state.

9. A method for controlling a pre-steering flying trolley according to claim 8, characterized in that: The flight drive device includes at least one second propeller assembly, the second propeller assembly including a second propeller body, a second driver, and a second adjustment shaft; the second propeller body is connected to a driving end of the second driver, the second driver is fixed to the second adjustment shaft, and the second adjustment shaft extends perpendicular to the forward direction of the flight drive device; The step S3 further includes controlling the second propeller body to be in a horizontal state, and then controlling the second propeller assembly to tilt toward the pre-steering direction after reaching a predetermined flight altitude.

10. A method for controlling a pre-steering flying trolley according to claim 4, characterized in that: The cabin is provided with a boarding and alighting entrance and seats, and the orientations of the boarding and alighting entrance and the seats are adjusted according to the pre-steering angle and the pre-steering direction to be the same as the pre-steering direction.

11. A pre-steering flying ball car, characterized in that: The pre-steering flying ball car comprises: A flight drive device, a cockpit, a landing gear, a pre-steering device and a control device, wherein the control device is used to execute the pre-steering flight caddy control method described in any one of claims 1-10.

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