Pre-rotation flying ball car control method and pre-rotation flying ball car

Abstract

The present application relates to the technical field of low-altitude aircraft, in particular to a pre-turning flight ball car control method and a pre-turning flight ball car, wherein the pre-turning flight ball car control method comprises the following steps: S1, obtaining a pre-turning direction and a current direction; S2, calculating a pre-turning angle and a pre-turning adjustment direction based on the pre-turning direction and the current direction; S3, controlling the pre-turning device to drive the flight driving device or the combination of the flight driving device and the cabin to turn relative to the landing gear to face the pre-turning direction according to the pre-turning angle and the pre-turning direction. In this way, the problems of the existing golf cart, such as limitation, and the traditional aircraft, such as increased flight distance and poor passenger experience caused by adjusting the flight direction after take-off, are solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of low-altitude aircraft, in particular to a pre-redirected flying golf cart control method and a pre-redirected flying golf cart. BACKGROUND

[0002] The golf cart is an environmentally friendly passenger vehicle specially designed and developed for golf courses. The golf cart is simple in design and easy to drive, suitable for people of different ages and driving experience. At the same time, it can use electric or new energy systems, which are environmentally friendly and energy-saving, and have strong maneuverability. Due to the small size of the vehicle body, it can freely travel in narrow paths and green areas, and is suitable for use in complex terrain.

[0003] However, its use is also limited. Because the grass in the golf course is wet and slippery, and the turf is soft, if the vehicle drives in, on the one hand, it will cause damage to the turf, and on the other hand, due to the wet and soft ground, the vehicle may be stuck after driving in, etc. Therefore, the golf cart can only be restricted to driving in the lane and cannot enter the inside of the course. If the golf ball falls on the ground in a position far from the lane, the player needs to walk a long distance, which reduces the experience. And the golf cart is usually limited to use inside the golf course. In order to be light and fast, the lightweight design also reduces its power performance, but there are a lot of ups and downs in the golf course. In order to drive normally, the lane for the golf cart to drive will avoid designing a situation with a large slope. Therefore, for a situation with a large slope, the lane can only detour or design multiple bends to slow down the slope, but this will also occupy a lot of course space, and the construction of the lane also needs a lot of capital investment. The setting of the lane will also affect the overall feeling of the course.

[0004] In addition, even if the aircraft is used as a means of transportation to avoid the limitations of traditional golf carts, existing aircraft all adjust the flight direction during the flight process after takeoff, but golf is a sports project, and the golf ball has a long flight distance, but for a means of transportation, the distance is still small. If the aircraft adjusts the direction after takeoff, it will greatly lengthen the flight distance, and there is a long turning time during the flight process, which is not good for the physical feeling of the passengers. SUMMARY

[0005] To solve the problems of the existing golf cart limitations and the increase in flight distance and poor passenger physical feeling caused by adjusting the flight direction after takeoff of the traditional aircraft, the present application provides a pre-redirected flying golf cart control method and a pre-redirected flying golf cart.

[0006] The first aspect of the present application provides a control method of a pre-turning flying golf cart, comprising: step S1, obtaining a pre-turning direction and a current direction; step S2, calculating a pre-turning angle and a pre-turning adjustment direction based on the pre-turning direction and the current direction; and step S3, controlling the pre-turning device to drive the flying driving device or the combination of the flying driving device and the cabin to turn relative to the landing gear to face the pre-turning direction according to the pre-turning angle and the pre-turning direction.

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

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

[0009] In some embodiments, step S1 further comprises estimating a staying 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 staying position; when the landing position is on a slope, the landing position is set as a slope bottom of the slope where the landing position is located.

[0010] In some embodiments, step S1 further comprises dividing the golf course into a landable area where the pre-turning flying golf cart can safely land and a non-landable area based on a topographic map of the golf course, and setting the landing position as a position in the landable area close to the landing position when the landing position is in the non-landable area.

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

[0012] In some embodiments, the pre-turning flying golf cart is provided with a pre-turning device, the pre-turning device comprising at least one first propeller assembly arranged on a side of the flying driving device away from the flight direction, the first propeller assembly being capable of generating a rotation driving force perpendicular to the flight direction in a horizontal direction, the first propeller assembly having a first adjustment shaft extending in the horizontal direction and a propeller fixed to the first adjustment shaft; and step S3 further comprises adjusting the first adjustment shaft to change the driving direction of the propeller according to the pre-turning direction.

[0013] In some embodiments, the first propeller assembly comprises a lift state and a steering state, in the lift state, the propeller is horizontally arranged and capable of generating vertical lift, in the steering state, the propeller is vertically arranged and capable of generating horizontal rotation force, the first adjusting shaft is capable of rotating around the central axis thereof to drive the first propeller assembly to switch between the lift state and the steering state; step S3 further comprises: controlling the first propeller assembly to switch to the steering state.

[0014] In some embodiments, the flight driving device comprises at least one second propeller assembly, the second propeller assembly comprises a second propeller body, a second driver and a second adjusting shaft; the second propeller body is connected with the driving end of the second driver, the second driver is fixed on the second adjusting shaft, and the second adjusting shaft extends along a direction perpendicular to the forward direction of the flight driving device; step S3 further comprises: first controlling the second propeller body to be in a horizontal state, and then controlling the second propeller assembly to tilt towards the predetermined steering direction after reaching the predetermined flight height.

[0015] In some embodiments, the cabin is provided with a boarding port and a seat, and the orientation of the boarding port and the seat is adjusted to be the same as the predetermined steering direction according to the predetermined steering angle and the predetermined steering direction.

[0016] The second aspect of the present application further provides a pre-steering flight ball car, the pre-steering flight ball car comprising:

[0017] The flight driving device, the cabin, the landing gear, the pre-steering device and the control device, the control device is used for executing the pre-steering flight ball car control method in the above technical solutions.

[0018] To solve the problems of the existing golf car, such as the limitation, and the traditional aircraft adjusting the flight direction after taking off, which leads to the increase of flight distance and the poor passenger experience, the present application has the following advantages:

[0019] The flight driving device is used as the main flight power source to drive the cabin and passengers in the cabin to fly as a transportation tool in the golf course. The low-altitude flight does not generate high ground clearance, and the flight golf ball or birds have little effect on the golf car. The appropriate ground clearance can avoid damage to the turf of the golf course during flight, and only the ground contacted by the landing gear is slightly affected when landing. Thus, the pre-turning flight golf car can enter the interior of the golf course and land near the landing site of the golf ball. Compared with the traditional golf car, the pre-turning flight golf car has better adaptability to the golf course, and does not need to build a special lane, thereby reducing the construction cost of the golf course. On this basis, the flight route of the golf ball is not on the same straight line after being hit multiple times in the golf game. For the traditional flight vehicle, the flight direction needs to be adjusted after takeoff and during flight. The distance of the landing site of the golf ball is relatively short for the transportation tool. For the flight vehicle, the flight route becomes an arc when turning in the air, which results in a long flight route. On the other hand, the passengers are affected by the lateral centrifugal force during the turning process, and the passengers are extremely uncomfortable, especially for the large-angle turning with a small radius. The flight power system has high requirements. In the technical scheme, the turning driving device drives the flight driving device or the combination of the flight driving device and the cabin on the ground in the landing state. The takeoff direction of the pre-turning flight golf car is adjusted, so that the direction of the pre-turning flight golf car does not need to be greatly adjusted during flight. The flight route of the pre-turning flight golf car is a straight line, so that the flight time can be greatly shortened. Since the turning is avoided, the comfort of the passengers can be improved. BRIEF DESCRIPTION OF DRAWINGS

[0020] Figure 1 A structure schematic diagram of a pre-turning flight golf car is shown in an embodiment.

[0021] Figure 2 A structure schematic diagram of a first rotating mechanism is shown in an embodiment.

[0022] Figure 3 A top view structure schematic diagram of a pre-turning flight golf car is shown in an embodiment.

[0023] Figure 4 A working state structure schematic diagram of a flight driving device is shown in an embodiment.

[0024] Figure 5 A structure schematic diagram of a cabin is shown in an embodiment.

[0025] Figure 6A flowchart of a pre-turning flight ball car control method of an embodiment is shown.

[0026] Reference signs: 10 - flight driving device; 11 - second propeller assembly; 111 - second propeller body; 112 - second adjusting shaft; 113 - second driver; 12 - protective cover; 20 - cabin; 21 - cabin shell; 211 - bottom seat; 212 - top seat; 213 - side plate assembly; 2131 - fixed side plate; 2132 - sliding side plate; 22 - seat; 30 - landing gear; 40 - pre-turning device; 41 - first rotating mechanism; 42 - second rotating mechanism; 421 - first propeller assembly; 4211 - first propeller body; 4212 - first adjusting shaft; 4213 - first driver. DETAILED DESCRIPTION

[0027] The present disclosure will now be discussed with reference to several example embodiments. It should be appreciated that these embodiments are discussed only to better illustrate the present disclosure and are not intended to limit the scope of the present disclosure in any way.

[0028] As used herein, the term "comprising" 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 "at least partially based 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". The terms "upper", "lower", "left", "right", "front", "rear", "top", "bottom", "inner", "outer", "vertical", "horizontal", "lateral", "longitudinal", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. These terms are primarily for the purpose of better describing this application and its embodiments and are not intended to limit the indicated devices, elements, or components to having a specific orientation or being constructed and operated in a specific orientation. Furthermore, some of the above terms may be used to indicate other meanings besides orientations or positional relationships; for example, the term "upper" may in some cases indicate a dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this application according to the specific circumstances. In addition, the terms "installed", "set up", "equipped with", "connected", and "linked" should 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 a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, elements, or components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances. Furthermore, 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 or quantity of the indicated devices, elements, or components. Unless otherwise stated, "a plurality of" means two or more.

[0029] This embodiment discloses a pre-steering flight ball car control method, such as Figure 1 As shown, it may include:

[0030] Step S1: Obtain the pre-steering orientation and the current orientation; Step S2: Calculate the pre-steering angle and the pre-steering adjustment direction based on the pre-steering orientation and the current orientation; Step S3: Control the pre-steering device 40 to drive the flight drive device 10 or a combination of the flight drive device 10 and the cockpit 20 to turn relative to the landing gear 30 to the pre-steering direction according to the pre-steering angle and the pre-steering direction.

[0031] It should be noted that the pre-steering flying ball car, such as Figures 2-6As shown, the pre-turning flight golf cart can include: a flight driving device 10, a cabin 20, a landing gear 30, and a pre-turning device 40, the cabin 20 includes a cabin 20 shell, a seating space for a person to sit is arranged in the cabin 20 shell, the flight driving device 10 is connected with the cabin 20, the flight driving device 10 can drive the pre-turning flight golf cart to take off and land in the vertical direction and can provide flight power, so as to drive the pre-turning flight golf cart to fly at low altitude, the landing gear 30 is arranged on the lower side of the cabin 20 shell; the pre-turning flight golf cart includes a landing state and a flight state, in the landing state, the landing gear 30 is supported on the ground, the turning device can drive the flight driving device 10 or the combination of the flight driving device 10 and the cabin 20, and rotate in the horizontal direction relative to the landing gear 30 and towards the pre-turning direction.

[0032] In the above scheme, the pre-turning direction can be directly determined according to the flight trajectory of the golf ball, and the flight trajectory of the golf ball can be obtained in various ways, for example, a position sensor can be arranged in the golf ball to directly and accurately obtain relevant data, or the flight trajectory of the golf ball can be obtained indirectly according to the movement process of the golfer and other parameters through a visual capture system.

[0033] Meanwhile, the flight driving device 10 arranged as the main flight power source drives the cabin 20 and the passengers in the cabin 20 to fly as a transportation tool in the golf course, and the low-altitude flight does not generate a high ground clearance, specifically, the take-off height can be set to 20-80 cm from the ground, and under the premise of ensuring obstacle crossing and flight stability, the flight height can be set as low as possible, for example, about 20 cm from the ground, at this time, the pre-turning flight golf cart can be similar to a conventional car-type golf cart, and because the flight height is low, it is difficult to be disturbed and threatened by flying golf balls or birds during flight, even if the flight is interrupted due to an accident, because the distance from the ground is very close, the flight power can be quickly landed on the ground even if the flight power is weakened or fails, thereby avoiding the risk caused by falling. Meanwhile, the appropriate ground clearance can avoid damaging and affecting the turf ground of the golf course during flight, and only a small impact is generated on the ground in contact with the landing gear 30 when landing, so that the pre-turning flight golf cart can penetrate into the interior of the site and land at a position close to the landing position of the golf ball, which has better site adaptability than the conventional golf cart, and does not need to be specially constructed, thereby reducing the construction cost of the site, and avoiding the influence of the lane on the overall site.

[0034] On this basis, since the flight lines of the ball hit multiple times in the golf game are not on the same straight line, for the traditional aircraft, the flight direction needs to be adjusted after take-off and in the flight process, and the distance of the golf landing point is actually short for the traffic tool, and for the aircraft, such as turning in the air, on the one hand, the flight route will become an arc, resulting in a longer flight route, especially in this case where the take-off and landing distance is short, the flight distance will be significantly increased, on the other hand, for the passengers, in the turning process, the body feeling is not good due to the influence of the lateral centrifugal force, especially for the small radius and large angle turning, the passengers are extremely uncomfortable, and high requirements are put forward for the flight power system. In the above technical solution of the application, by using the turning driving device arranged, the flight driving device 10 or the combination of the flight driving device 10 and the cabin 20 can be driven on the ground, and in the landing state of the aircraft, the orientation of the pre-turning golf cart is adjusted first, that is, the take-off direction, so that it can fly directly along a straight line in the predetermined direction after take-off, without large-scale adjustment of the direction in the flight process, so that the flight route is a straight line, thereby greatly shortening the flight time, and at the same time, since the turning is avoided, the riding comfort of the passengers can also be improved.

[0035] Since the aircraft is in a landing state on the ground, the landing gear 30 is supported on the ground, and the landing gear 30 is used to support the cabin 20, the flight driving device 10, and the pre-turning device 40 and the like arranged thereon, at this time, it is difficult to directly adjust the pre-turning flight trolley as a whole in the above technical solution to rotate, and the flight driving device 10 or the combination of the flight driving device 10 and the cabin 20 can be selectively driven to rotate, that is, only the flight driving device 10 can be adjusted, or the flight driving device 10 and the cabin 20 are taken as a whole, and adjustment is made relative to the cabin 20, if only the flight driving device 10 is adjusted, the facing direction of the passengers after take-off and the flight direction can not be in the same direction, therefore, the seat 22 capable of rotating can be used, so that the orientation of the passengers when sitting can still be adjusted without adjusting the cabin 20. In the actual scene, the position expected to be reached can be calculated according to the swing action of the golfer, the flight direction of the ball and other factors, that is, the pre-turning direction, and the current orientation of the pre-turning flight trolley in the landing state is obtained, which can be confirmed by using sensors, shooting devices and the like, or manually confirmed. The pre-turning direction and the current orientation can be mainly determined according to one or more of the flight direction of the flight driving device 10 after take-off, or the orientation of the seat in the cabin 20 and other factors. The pre-turning angle and the pre-turning adjustment direction can be calculated by using the pre-turning direction and the current orientation obtained in the foregoing, the pre-turning angle is the angle required for the adjustable turning part of the pre-turning flight trolley to rotate, and the pre-turning adjustment direction is the direction expected to be turned, wherein, in order to be simple in structure, the direction that can be rotated can only be provided with one, at this time, the pre-turning adjustment direction is the direction that can be rotated, if the adjustable turning part of the pre-turning flight trolley can be rotated to the left or to the right according to the requirement, the direction expected to be turned needs to be selected by calculation.

[0036] As a specific embodiment, as Figure 3As shown, the pre-turning device 40 includes a first rotating mechanism 41 arranged between the cabin 20 and the landing gear 30, the first rotating mechanism 41 is fixed on the landing gear 30 and rotationally connected with the cabin 20, and the first rotating mechanism 41 can drive the cabin 20 and the flight driving device 10 to rotate relative to the landing gear 30. By using the first rotating mechanism 41, the cabin 20 and the flight driving device 10 fixed on the cabin 20 can be actively driven to rotate as a whole relative to the landing gear 30. The first rotating mechanism can use an electric motor as a driving source, and the rotation of the output shaft of the electric motor can drive the cabin 20 and other components to rotate. Further, a gear transmission mechanism can also be provided. In addition, after takeoff, in order to prevent the landing gear 30 from rotating uncontrollably relative to the cabin 20, a locking structure can also be provided. The locking structure can be independent of the first rotating mechanism 41 or can be part of the first rotating mechanism 41. In the embodiment of the electric motor, the self-locking of the electric motor can directly prevent uncontrollable rotation. In addition, the first rotating mechanism 41 can have a relatively simple structure, and the cabin 20 and the seats 22 and other components arranged therein do not need to be adjusted additionally. Since the cabin 20 rotates, the seats 22 and other components arranged therein can also rotate, so that the passengers can directly face the intended takeoff direction without the need to adjust the seats 22 individually. However, the additional first rotating structure also brings additional weight, which cannot help during flight.

[0037] As another embodiment, as shown in Figure 3 、 Figure 4 、 Figure 5 The flight driving device 10 is rotationally arranged on the upper side of the cabin 20, and the pre-turning device 40 includes a second rotating mechanism 42 for driving the flight driving device 10 to rotate relative to the cabin 20.

[0038] In the above technical solution, the flight driving device 10 can rotate relative to the whole composed of the cabin 20 and the landing gear 30. Since only the flight driving device 10 needs to be rotated, the driving force can be reduced. Further, compared with the first rotating mechanism 41 in the previous embodiment, the second rotating mechanism 42 can be smaller and lighter, which is beneficial to reducing the takeoff weight of the aircraft. In a specific embodiment, the second rotating mechanism 42 can have a structure similar to the first rotating mechanism 41.

[0039] Since only the flight driving device 10 is rotated, the takeoff direction of the flight driving device 10 and the direction of the seats 22 can be misaligned. If the direction of the passenger's seat is not adjusted, the passenger's experience will be poor. As shown in Figure 6As shown, the seat 22 is arranged in the ride space and can rotate in the horizontal direction relative to the ride space. Specifically, a rotatable support structure can be arranged at the position where the seat 22 is connected to the bottom of the ride space. The rotatable support structure can be a simple manual adjustment structure or an electric adjustment structure. The seat 22 can be linked to the rotation of the flight driving device 10, so as to eliminate the cumbersome manual adjustment, but correspondingly, the structure is more complex, for example, a separate motor or other components need to be arranged as a driving source, which can increase the overall weight of the pre-turning flight ball car.

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

[0041] In order to achieve the purpose of taking off and landing in the vertical direction without the need for sliding assistance, the flight driving device 10 can adopt a structure similar to an unmanned aerial vehicle or a helicopter that uses propellers to fly. The propeller can be arranged in one or more according to the situation. In order to stabilize the power of flight, the flight driving device 10 can be symmetrically arranged. The first propeller assembly 421 is arranged on the symmetry axis of the flight driving device 10. The first propeller assembly 421 can generate a horizontal thrust force. The first propeller assembly 421 is spaced apart from the rotatable connection between the flight driving device 10 and the cabin 20 shell. The first propeller assembly 421 can generate a force to push the flight driving device 10 to rotate, thereby driving it to rotate. The above arrangement can integrate the first propeller assembly 421 with the flight driving device 10. When electric power is used as the energy source, it is convenient to arrange the cable. At the same time, due to the arrangement of the first propeller assembly 421, the rotatable connection between the flight driving device 10 and the cabin 20 shell can adopt a simple non-powered structure, which only needs to meet the rotation function.

[0042] On this basis, further, as Figures 4-5As shown, the first propeller assembly 421 comprises a first propeller body 4211, a first driver 4213 and a first adjusting shaft 4212; the first propeller body 4211 is connected with the driving end of the first driver 4213, and the first driver 4213 is fixed on the first adjusting shaft 4212 which extends along the symmetry axis of the flight driving device 10; the first propeller assembly 421 comprises a lift state and a steering state, in the lift state, the first propeller body 4211 is horizontally arranged and can generate vertical lift, in the steering state, the first propeller body 4211 is vertically arranged and can generate horizontal steering 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] The setting of the first adjusting shaft 4212 enables the first propeller assembly 421 to switch between the lift state and the steering state, since the steering adjustment function is only used when the pre-steering flight ball car is in the landing state, there is basically no need for steering during flight, therefore, the simple rotary adjustment structure can only exist as additional weight during flight, and in the above scheme, the setting of the first propeller assembly 421 enables the first propeller assembly 421 to also provide flight power during flight, thereby improving the utilization rate of components, and if small-range directional adjustment is needed during flight, the first propeller assembly 421 can also be driven to rotate around the first adjusting shaft 4212 to generate horizontal force, thereby generating the horizontal force required for steering.

[0044] During flight, the flight driving device 10 needs to be relatively fixed with the cabin 20 shell, therefore, the second rotating mechanism 42 further comprises a locking device, and the flight driving device 10 comprises a locked state and an unlocked state, in the locked state, the flight driving device 10 is fixedly connected with the cabin 20, in the unlocked state, the flight driving device 10 can rotate relative to the cabin 20, and the locking device is used to switch the flight driving device 10 between the locked state and the unlocked state. The locking device can adopt structures such as retractable fixing pins, fixing claws, etc. as embodiments. In its driving structure, manual mode can be adopted, or linear driving structures such as hydraulic cylinders, pneumatic cylinders, etc. can be adopted.

[0045] For the cabin 20, in order to reduce the resistance during flight, a streamlined shape such as a spherical shape, a cylindrical shape, etc. can be adopted, specifically, as shown in Figure 6 As shown, the cabin 20 shell comprises a base 211, a top seat 212 and a side plate assembly 213, the upper end of the side plate assembly 213 is connected with the top seat 212, the lower end of the side plate assembly 213 is connected with the base 211, and the base 211, the top seat 212 and the side plate assembly 213 are wrapped outside the seating space, and the side plate assembly 213 is provided with a boarding port.

[0046] Wherein, the entrance can be used as an entrance for personnel to get on and off the vehicle, and can also be used as an observation window during flight. For a traditional golf cart, since it is a special vehicle used in a closed environment, it usually adopts an open-top design to provide passengers with a more open riding experience. Similarly, in the above technical solution, the entrance can be designed as a structure that can be opened and closed, such as a door, or can be designed as an open structure. The side plate assembly 213 can be used to block the propeller airflow generated by the flight driving device 10, improving the riding experience of passengers. In addition, if a closed cabin 20 shell structure is used, a sound insulation structure can be provided on the side plate assembly 213 to reduce the impact of external noise on the internal riding space.

[0047] As a further embodiment, when the entrance is used as an open observation window, the observation window needs to be adjusted along with the direction adjustment of the flight driving device 10, so that it is directed in the appropriate direction, such as keeping consistent with the direction of flight, or turning to the side of the flight direction to prevent a large amount of airflow from entering the cabin 20. In order to achieve this effect, as shown in Figure 6 The side plate assembly 213 includes a fixed side plate 2131 and a sliding side plate 2132. The fixed side plate 2131 is fixedly connected between the top seat 212 and the bottom seat 211. The sliding side plate 2132 is provided with a spacing space on the side of the fixed side plate 2131 to form an entrance. The sliding side plate 2132 can slide along the edge of the bottom seat 211 to adjust the direction of the entrance.

[0048] The fixed side plate 2131 can be relatively long and have high strength to achieve the purpose of fixedly supporting the top seat 212 and the flight driving device 10. The long structure can reduce the visual obstruction. The sliding side plate 2132 can slide along the edge of the bottom seat 211, and the spacing space left is the entrance. The position of the entrance can be adjusted by adjusting the sliding side plate 2132.

[0049] During flight, as shown in Figures 4-5 When multiple propellers are used as power, similar to a drone, the aircraft will have a forward and downward movement tendency when flying forward. If the cabin 20 is fixedly arranged relative to the flight driving device 10, it will cause the cabin 20 to tilt forward. At this time, the riding experience of the passengers in the cabin 20 is not comfortable. Therefore, as shown in Figures 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 adjustment shaft 112. The second propeller body 111 is connected to the drive end of the second driver 113. The second driver 113 is fixed on the second adjustment shaft 112, which extends along a direction perpendicular to the forward direction of the flight drive device 10. The second adjustment shaft 112 can drive the second propeller body 111 to rotate and form an angle with the horizontal direction.

[0050] By utilizing the second adjustment shaft 112 in the above technical solution, the orientation of the second propeller body 111 can be adjusted only. When forward flight is required, simply rotating the second adjustment shaft 112 will cause the second propeller body 111 to form an angle with the horizontal direction and further generate a horizontal component force. At this time, the cockpit 20 can still maintain a vertical state. Depending on the specific flight conditions, 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 cockpit 20 can always maintain a certain sitting posture, thereby improving the comfort of the ride.

[0051] In addition, both the first propeller assembly 421 and the second propeller assembly 11 can be provided with a protective cover 12, which can be as follows: Figures 2-3 As shown, the protective cover 12 is arranged horizontally around the first propeller body 4211 and the second propeller body 111. This protective cover can prevent objects from directly hitting the propeller and also prevent people from accidentally contacting the propeller during landing.

[0052] In practical use, the following methods can be followed, such as... Figure 1 As shown, step S1 is to obtain the pre-steering orientation and the current orientation; step S2 is to calculate the pre-steering angle and the pre-steering adjustment direction based on the pre-steering orientation and the current orientation; step S3 is to 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 to turn relative to the landing gear 30 to the pre-steering direction according to the pre-steering angle and the pre-steering direction.

[0053] In the above scheme, the pre-turn direction can be determined directly based on the flight trajectory of the golf ball. The flight trajectory of the golf ball can be obtained in various ways. For example, a position sensor can be installed inside 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 implementation, the step S1 further comprises obtaining the flight direction of the golf ball and the maximum flight height, the flight direction comprising the moving direction of the projection of the golf ball in the horizontal plane during the flight, and estimating the landing position of the golf ball based on the flight direction, the maximum flight height and the hitting position of the golf ball. For obtaining the flight direction of the golf ball and the maximum flight height, the camera arranged on the pre-turning golf cart can be directly used to obtain the landing position of the golf ball through visual means combined with algorithms, so as to calculate the landing position of the golf ball, which can be set as the pre-turning direction. The hitting position of the golf ball can be used as the base point for calculation, so as to facilitate the confirmation of the specific coordinate position of the landing position of the golf ball relative to the golf course, and facilitate the subsequent direct calling.

[0055] However, the golf course is usually a non-flat terrain with ups and downs, and small hills, water surfaces, forests, sand lands and the like are also arranged. Specifically, the step S1 further comprises calculating the landing position of the pre-turning golf cart based on the topographic map of the current golf course and the landing position.

[0056] Since the golf course is a relatively closed environment, the topographic map of the current golf course can be easily obtained in advance by surveying and mapping. Different terrain characteristics will affect the final resting position of the golf ball, so the landing position of the golf ball can be further accurately calculated in combination with the terrain characteristics in the specific topographic map.

[0057] Further, since the golf ball may fall on a sloping surface, the step S1 further comprises 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 located on a slope, the landing position is set as the slope bottom of the slope where the landing position is located. When the landing position of the golf ball is located on the slope, the golf ball will roll along the slope and finally roll to the bottom of the relatively flat slope. It should be noted that for a convex hill, the slope bottom is located at the foot of the hill, and for a concave pit, the slope bottom is actually located at the lowest point of the pit.

[0058] The step S1 further comprises dividing the golf course into a landable area where the golf cart can safely land and a non-landable area where the golf cart cannot land or enter based on the topographic map of the golf course. When the landing position is located in the non-landable area, the landing position is set as the landable area close to the landing position. When the landing position is located in, for example, a forest, sand land or the like where the pre-turning golf cart cannot enter or cannot safely land due to insufficient ground support, the landable area close to the landing position can be selected, that is, the walking distance of the personnel is reduced as much as possible under the condition of ensuring safety.

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

[0060] Based on the pre-turning direction and the current direction, the angle required for the pre-turning flying ball to rotate in the clockwise direction to the pre-turning direction is calculated as α1, the angle required for the pre-turning flying ball to rotate in the counterclockwise direction to the pre-turning direction is calculated as α2, and the sizes of α1 and α2 are compared; when α1 is less than or equal to α2, the pre-turning flying ball is adjusted to rotate in the clockwise direction; when α1 is greater than α2, the pre-turning flying ball is adjusted to rotate in the counterclockwise direction.

[0061] Step S3 further comprises adjusting the first adjusting shaft 4212 to change the driving direction of the propeller according to the pre-turning direction. In the embodiment of taking the first propeller assembly 421 as the driving force, the rotating direction of the rotating shaft can be adjusted according to the rotating direction, so as to change the direction of the generated thrust. In addition, the state of the first propeller can also be changed by driving the first adjusting shaft 4212 according to the situation.

[0062] The first propeller assembly 421 comprises a lifting state and a turning state, in the lifting state, the propeller is horizontally arranged and can generate vertical lifting force, in the turning state, the propeller is vertically arranged and can generate horizontal rotating force, the first adjusting shaft 4212 can rotate around the central axis to drive the first propeller assembly 421 to switch between the lifting state and the turning state; step S3 further comprises controlling the first propeller assembly 421 to switch to the turning state. Furthermore, in the flying state, if small-range turning is needed, the first adjusting shaft 4212 can also be adjusted to change the direction of the first propeller, so as to generate lateral thrust and play an auxiliary turning role.

[0063] Step S3 further comprises first controlling the second propeller body 111 to be in the horizontal state, and then controlling the second propeller assembly 11 to be inclined to the pre-turning direction after reaching the predetermined flying height. For the flying driving device 10, it is necessary to take off smoothly, at this time, the propeller can only generate vertical driving force, and when advancing, in order to prevent the cabin 20 from tilting forward, the second adjusting shaft 112 can be adjusted to make the second propeller tilt forward.

[0064] In order to ensure the comfort of the passengers, the cabin 20 is provided with a boarding port and a seat, and the direction of the boarding port and the seat is adjusted to be the same as the pre-turning direction according to the pre-turning angle and the pre-turning direction.

[0065] Those skilled in the art can understand that the above-mentioned embodiments are specific cases for realizing the present disclosure, and in actual applications, various changes can be made in form and details without departing from the scope of the present disclosure.

Claims

1. A method of controlling a pre-turning flight dolly, characterized by, The pre-turning flight ball car control method comprises: The pre-turning flight ball car is provided with a pre-turning device, the pre-turning device comprises at least one first propeller assembly arranged on the side of the flight driving device away from the flight direction, the first propeller assembly can generate a turning driving force perpendicular to the flight direction in the horizontal direction, the first propeller assembly has a first adjusting shaft extending in the horizontal direction and a propeller fixed on the first adjusting shaft; The first propeller assembly comprises a lift state and a turning state, in the lift state, the propeller is arranged horizontally and can generate a vertical lift, in the turning state, the propeller is arranged vertically and can generate a horizontal rotating force, the first adjusting shaft can rotate around the central axis thereof to drive the first propeller assembly to switch between the lift state and the turning state; The flight driving device comprises at least one second propeller assembly, the second propeller assembly comprises a second propeller body, a second driver and a second adjusting shaft, the second propeller body is connected with the driving end of the second driver, the second driver is fixed on the second adjusting shaft, and the second adjusting shaft extends in the direction perpendicular to the advancing direction of the flight driving device; step S1, obtaining a pre-turning direction and a current direction; Step S2, based on the pre-turning direction and the current direction, calculating a pre-turning angle and a pre-turning adjustment direction; Step S3, according to the pre-turning angle and the pre-turning adjustment direction, controlling the pre-turning device to drive the flight driving device or the combination of the flight driving device and the cabin to turn relative to the landing gear to face the pre-turning direction; The step S3 further comprises adjusting the first adjusting shaft according to the pre-turning direction to change the driving direction of the propeller; controlling the first propeller assembly to switch to the turning state; first controlling the second propeller body to be in a horizontal state, and then controlling the second propeller assembly to tilt towards the pre-turning direction after reaching a predetermined flight height.

2. The pre-turning flight ball car control method according to claim 1, wherein The step S1 further comprises obtaining the flight direction of the golf ball and the maximum flight height, the flight direction comprises the moving direction of the projection of the golf ball in the horizontal plane during flight, and based on the flight direction, the maximum flight height and the golf ball hitting position, the landing position of the golf ball is estimated.

3. The pre-turning flight ball car control method according to claim 2, wherein The step S1 further comprises calculating the landing position of the pre-turning flight ball car based on the topographic map of the current golf course and the landing position.

4. The pre-turning flight ball car control method according to claim 3, wherein The step S1 further comprises estimating the staying 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 staying position. When the landing position is located on a slope, the landing position is set to be at the bottom of the slope where the landing position is located.

5. The method of claim 3, wherein the step S1 further comprises: dividing the golf course into a landable area where the golf cart can safely land and a non-landable area where the golf cart cannot land or enter based on a topographic map of the golf course; and setting the landing position to be at the landable area close to the landing position when the landing position is located in the non-landable area.

6. The method of claim 5, wherein the step S1 further comprises: calculating an angle a1 required for the golf cart to rotate in a clockwise direction to the pre-turning direction based on the pre-turning direction and the current direction; calculating an angle a2 required for the golf cart to rotate in a counterclockwise direction to the pre-turning direction based on the pre-turning direction and the current direction; and comparing the angles a1 and a2.

7. The method of claim 4, wherein the step S1 further comprises: adjusting the golf cart to rotate in the clockwise direction when a1 is less than or equal to a2; and adjusting the golf cart to rotate in the counterclockwise direction when a1 is greater than a2.

8. The method of claim 4, wherein the step S1 further comprises: adjusting an orientation of a passenger door and a seat of the golf cart to be the same as the pre-turning direction based on the pre-turning angle and the pre-turning adjustment direction.

9. The golf cart, comprising: a flight driving device; a cabin; a landing gear; a pre-turning device; and a control device configured to perform the method of any one of claims 1-7.

10. The golf cart, comprising: a flight driving device; a cabin; a landing gear; a pre-turning device; and a control device configured to perform the method of any one of claims 1-7. ​ ​ 8. A pre-turning flight ball cart characterized by, ​ ​

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