Pitch angle adjusting mechanism, control system and hovercar

Abstract

The invention relates to a pitch angle adjusting mechanism, a control system and a hovercar, the pitch angle adjusting mechanism is used for being installed between a steering wheel and a seat body part, and the pitch angle adjusting mechanism is used for adjusting the pitch angle of the steering wheel so that the steering wheel can be switched between a land running state and a flying state. Only one control system needs to be configured to meet the control requirements of the hovercar during land running and flying at the same time, the universality of the control system is improved, the complex structure of the whole vehicle and the reduction of the use number of the control system are avoided, the installation and arrangement space and weight can be saved, the lightweight and miniaturized design of the hovercar is facilitated, and the cost is reduced. The use performance of the hovercar is ensured.

Description

Technical Field

[0001] This application relates to the technical field of motor vehicle control, and in particular to a pitch angle adjustment mechanism, a control system, and a flying car. Background Technology

[0002] Amphibious vehicles that fly and travel on land (hereinafter referred to as flying vehicles) are an emerging research direction in transportation in recent years. Unlike traditional aircraft (such as e-VTOL) and vehicles, they can simultaneously possess both flight and land travel modes, thus providing users with a more convenient and freer mode of transportation.

[0003] Flying vehicles require a control system to steer them in both flight and land-based scenarios. Specifically, in land-based scenarios, the control system controls left and right turns, while in flight scenarios, it controls roll, yaw, ascent, and descent. However, in traditional technologies, the structure and function of existing control systems for aircraft and land-based vehicles differ significantly. Individual control systems for aircraft and land-based vehicles cannot simultaneously meet the needs of amphibious operation. Current solutions generally fall into two categories: the first is to use two separate control systems, which results in heavy, costly, and space-consuming systems, hindering lightweight and miniaturized design; the second is to rely entirely on autopilot, which has low safety redundancy and deprives users of the enjoyment of controlling the vehicle, leading to a poor user experience. Summary of the Invention

[0004] Therefore, it is necessary to provide a pitch angle adjustment mechanism, control system, and flying car to address the problems of traditional technologies being unfavorable for miniaturization and lightweight design, and resulting in poor user experience.

[0005] A first aspect of this application provides a pitch angle adjustment mechanism for mounting between a steering wheel and a seat, the pitch angle adjustment mechanism being used to adjust the pitch angle of the steering wheel to switch the steering wheel between a land-going state and a flight state.

[0006] When in use, the pitch angle adjustment mechanism of this solution can be installed between the steering wheel and the seat. With the freedom of movement and adjustment capability provided by the pitch angle adjustment mechanism, the pitch angle of the steering wheel can be flexibly adjusted so that the steering wheel can switch between land driving and flight driving modes. This allows the control system equipped with the pitch angle adjustment mechanism to meet the control needs of the flying car in both land driving and flight driving, improving the versatility of the control system. It eliminates the need to configure two control systems at the same time, thereby avoiding the problems of complex vehicle structure and cumbersome operation. In addition, the reduction in the number of control systems can also effectively save installation space and weight, which is conducive to the lightweight and miniaturized design of the flying car and ensures the performance of the flying car.

[0007] The technical solution of this application will be further described below:

[0008] In one embodiment, the pitch angle adjustment mechanism includes a pitch adjustment power source, a first rotating joint, a transmission assembly, and a pitch adjustment bracket. The pitch adjustment power source is mounted on the seat portion, and the pitch adjustment power source is connected to one end of the pitch adjustment bracket through the transmission assembly. The other end of the pitch adjustment bracket is mounted on the seat portion.

[0009] In one embodiment, the transmission assembly includes a screw, a screw sleeve, and a sleeve. The pitch adjustment power source is connected to the screw via the first rotating joint. The screw is screwed into the screw sleeve. The screw sleeve is rotatably disposed in the sleeve. The sleeve is connected to one end of the pitch adjustment bracket via a rotating shaft.

[0010] A second rotating joint is provided inside the sleeve, and the steering wheel is connected to the seat part through the second rotating joint; wherein, the rotation axis of the second rotating joint coincides with the rotation axis of the rotating shaft.

[0011] In one embodiment, a locking seat is provided at the end of the rotating shaft. The locking seat is recessed and has a first locking groove and a second locking groove arranged at intervals along the circumferential direction. The first locking groove corresponds to the steering wheel being in a land driving state, and the second locking groove corresponds to the steering wheel being in a flight state.

[0012] The pitch adjustment bracket is equipped with a lock, which has a retractable lock body that can lock or unlock with the first locking groove or the second locking groove.

[0013] A second aspect of this application also proposes a control system comprising:

[0014] steering wheel;

[0015] The seat part; and

[0016] As described in any of the above embodiments, the pitch angle adjustment mechanism is installed between the steering wheel and the seat portion.

[0017] In one embodiment, the seat portion includes:

[0018] A forward and backward swinging mechanism, configured to output a driving force for swinging in the forward and backward direction;

[0019] A left-right rotating mechanism is connected to the front-back swinging mechanism and can swing back and forth under the drive of the front-back swinging mechanism.

[0020] The pitch angle adjustment mechanism is mounted on the left and right rotation mechanism. The steering wheel is connected to both the left and right rotation mechanism and the pitch angle adjustment mechanism. The left and right rotation mechanism is used to drive the steering wheel to rotate in the left and right directions.

[0021] In one embodiment, the forward and backward swinging mechanism includes a support, a forward and backward swinging drive assembly, and a swinging bracket. The swinging bracket is rotatably mounted on the support, and the forward and backward swinging drive assembly is mounted on the support and connected to the swinging bracket to drive the swinging bracket to swing in the forward and backward direction. The left and right rotation mechanism is mounted on the swinging bracket.

[0022] The front and rear swing drive assembly includes a front and rear swing bracket, a front and rear swing power source, a swing drive component, and a swing driven component. The front and rear swing bracket is mounted on the support, the front and rear swing power source is disposed on the front and rear swing bracket, and the front and rear swing power source is drivenly connected to the swing drive component. The swing drive component is transmittedly connected to the swing driven component, and the swing driven component is connected to the swing bracket to drive the swing bracket to swing in the front and rear direction.

[0023] In one embodiment, the left and right rotation mechanism includes a housing, a left and right rotation drive assembly, and a rotation shaft. The rotation shaft is rotatably disposed in the housing. The left and right rotation drive assembly is disposed in the housing and connected to the rotation shaft for driving the rotation shaft to rotate in a clockwise or counterclockwise direction. The steering wheel is connected to the rotation shaft.

[0024] The rotating shaft includes a first shaft and a second shaft that are separately arranged. One end of the first shaft is connected to the steering wheel, and the other end of the first shaft is provided with a first bevel gear. One end of the second shaft is provided with a second bevel gear, which meshes with the first bevel gear. The other end of the second shaft is provided with a driven body.

[0025] The left and right rotation drive assembly includes a left and right rotation power source and a drive body. The left and right rotation power source is driven to the drive body, and the drive body is driven to the driven body.

[0026] In one embodiment, the second shaft includes a first shaft segment and a second shaft segment that are separately arranged. A second bevel gear is provided at the end of the first shaft segment away from the second shaft segment. A second torque angle sensor is connected between the first shaft segment and the second shaft segment.

[0027] The first shaft segment is provided with a snap-fit ​​component, and the second shaft segment is provided with a mating component. The snap-fit ​​component and the mating component are snapped together and clearance-fitted to allow the first shaft segment and the second shaft segment to have a preset relative rotation angle.

[0028] And / or, the left and right rotation power source is a rotary motor, the driving body is a second worm, the driven body is a second worm wheel, the motor shaft of the rotary motor is connected to the second worm, and the second worm meshes with the second worm wheel.

[0029] The control system of this solution is applied to flying cars. When the flying car is in land mode, the pitch angle adjustment mechanism can first automatically adjust the pitch angle of the steering wheel to meet the requirements of the steering wheel's spatial angle and attitude in land mode. Then, the driver can change the driving direction by operating the steering wheel to turn it clockwise or counterclockwise. During this process, the left and right rotation mechanism actively outputs rotational driving force to drive the steering wheel to actively rotate in the left and right directions, assisting the driver in steering operations. This not only meets the needs of driving and steering operations, but also reduces the force required by the driver, improving the user experience.

[0030] When the flying car switches to flight mode, the pitch angle adjustment mechanism automatically adjusts the steering wheel's pitch angle to meet the requirements for steering wheel spatial angle and attitude in flight mode. When the driver holds the steering wheel and pushes it forward or pulls it back, the forward and backward swing mechanism actively outputs the driving force for forward and backward swinging, driving the left and right rotation mechanism to swing the steering wheel forward and backward. This enables the flying car to perform flight operations such as pitching up (takeoff, ascent, etc.), pitching down (landing, descent, etc.), and returning to center. Because the forward and backward swing mechanism actively intervenes and provides the driving force for the control mechanism to swing forward and backward, it also reduces the force required by the driver and improves the user experience. Furthermore, when the driver swings the steering wheel to the left or right, the left and right swing mechanism actively outputs the driving force for left and right swinging, driving the steering wheel to rotate left and right, meeting the needs of the flying car to perform flight operations such as yaw and roll. The active intervention of the left and right swing mechanism also reduces the force required by the driver and improves the user experience.

[0031] In summary, only one control system of this solution is needed to meet the control requirements of the flying car during both land and flight, improving the versatility of the control system. This eliminates the need for two control systems, thus avoiding the problems of complex vehicle structure and cumbersome operation. In addition, reducing the number of control systems can effectively save installation space and weight, which is conducive to the lightweight and miniaturized design of the flying car and ensures its performance.

[0032] A third aspect of this application also proposes a flying car comprising:

[0033] Body; and

[0034] The control system as described in any of the above embodiments is mounted on the vehicle body. Attached Figure Description

[0035] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments of this application and their descriptions are used to explain this application and do not constitute an undue limitation of this application.

[0036] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0037] Figure 1 This is a schematic diagram of the control system in flight mode according to one embodiment.

[0038] Figure 2 for Figure 1 A schematic diagram of the structure of the rear-view view of the central control system.

[0039] Figure 3 for Figure 1 A schematic diagram of the structure from the main viewpoint of the control system.

[0040] Figure 4 for Figure 3 A schematic diagram of the cross-sectional structure at point AA.

[0041] Figure 5 This is a schematic diagram of the control system in a land-based state according to another embodiment.

[0042] Figure 6 for Figure 1 A simplified structural diagram after omitting some components.

[0043] Figure 7 for Figure 6 A magnified schematic diagram of the structure at point B in the middle.

[0044] Figure 8 for Figure 6 A magnified schematic diagram of the structure at point C.

[0045] Explanation of reference numerals in the attached figures:

[0046] 100. Control system; 10. Forward and backward swing mechanism; 11. Support; 12. Forward and backward swing drive assembly; 121. Forward and backward swing bracket; 122. Forward and backward swing power source; 123. Swing driving component; 124. Swing driven component; 13. Swing bracket; 14. First torque angle sensor; 20. Left and right rotation mechanism; 21. Housing; 22. Left and right rotation drive assembly; 221. Left and right rotation power source; 222. Drive body; 23. Rotation shaft; 231. First shaft; 232. Second shaft; 232a. First shaft segment; 23 2b. Second shaft segment; 24. First bevel gear; 25. Second bevel gear; 26. Driven body; 27. Second torque angle sensor; 28. Snap-fit ​​component; 29. ​​Mating component; 30. Pitch angle adjustment mechanism; 31. Pitch adjustment power source; 32. First rotary joint; 33. Screw; 34. Screw sleeve; 35. Sleeve; 36. Pitch adjustment bracket; 37. Rotating shaft; 38. Second rotary joint; 39. Lock seat; 391. First locking groove; 392. Second locking groove; 39a. Lock; 391a. Lock body; 40. Steering wheel. Detailed Implementation

[0047] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0048] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0049] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0050] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0051] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0052] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0053] See Figure 1 This application illustrates a control system 100 in one embodiment of a flying car, which is installed in the driver's cab so that the driver can control the flying car to perform flight control operations such as turning, ascending, and descending in both land and flight states by operating the control system 100.

[0054] Please continue reading. Figure 1For example, the control system 100 includes a seat portion, a pitch angle adjustment mechanism 30, and a steering wheel 40. The pitch angle adjustment mechanism 30 is mounted between the steering wheel 40 and the seat portion, and is used to adjust the pitch angle of the steering wheel 40 to switch the steering wheel 40 between a land-based state and a flight state.

[0055] When in use, the pitch angle adjustment mechanism 30 can be installed between the steering wheel 40 and the seat. With the freedom of movement and adjustment capability provided by the pitch angle adjustment mechanism 30, the pitch angle of the steering wheel 40 can be flexibly adjusted so that the steering wheel 40 can switch between land driving and flight driving modes. This allows the control system 100 equipped with the pitch angle adjustment mechanism 30 to simultaneously meet the control needs of the flying car in both land driving and flight driving, improving the versatility of the control system 100. It eliminates the need to configure two control systems 100 at the same time, thereby avoiding the problems of complex vehicle structure and cumbersome operation. In addition, the reduction in the number of control systems 100 can also effectively save installation space and weight, which is conducive to the lightweight and miniaturized design of the flying car and ensures the performance of the flying car.

[0056] In this application, the seat body is composed of at least a front-to-back swing mechanism 10 and a left-to-right rotation mechanism 20.

[0057] Specifically, the forward and backward swing mechanism 10 is configured to output a driving force for swinging in the forward and backward direction. The left and right rotation mechanism 20 is connected to the forward and backward swing mechanism 10 and can swing in the forward and backward direction under the drive of the forward and backward swing mechanism 10.

[0058] Please continue reading. Figure 1 It should be noted that the aforementioned front-to-back direction is consistent with the direction from the front to the rear of the flying car; that is, the front-to-back direction of the flying car corresponds to... Figure 1 The direction of the middle arrow S1.

[0059] The pitch angle adjustment mechanism 30 is mounted on the left and right rotation mechanism 20; the steering wheel 40 is connected to both the left and right rotation mechanism 20 and the pitch angle adjustment mechanism 30. The left and right rotation mechanism 20 is used to drive the steering wheel 40 to rotate in the left and right directions, and the pitch angle adjustment mechanism 30 is used to adjust the pitch angle of the steering wheel 40 so that the steering wheel 40 can switch between land driving mode and flight mode.

[0060] When in use, the steering wheel 40 can be rotated clockwise or counterclockwise. Specifically, the steering wheel 40 can be rotated clockwise to turn the flying car to the right when it is on the ground; or the steering wheel 40 can be rotated counterclockwise to turn the flying car to the left when it is on the ground.

[0061] Please continue reading. Figure 1It should be noted that the aforementioned left and right directions are consistent with the left and right directions of the flying car, that is, the width direction of the flying car corresponds to... Figure 1 The direction of the middle arrow S2.

[0062] Depending on the actual needs, the steering wheel 40 can adopt any of the following structural forms: disc, rocker arm, U-shaped rod, etc.

[0063] For example, the steering wheel 40 in this application adopts a U-shaped rod structure, which is not only simple in structure but also convenient for both hands to hold. The ends of the two vertically oriented rods of the steering wheel 40 are equipped with control buttons, which can be used to easily control the flight status of the flying car.

[0064] In summary, implementing the technical solution of this embodiment will have the following beneficial effects: The control system 100 of this solution is applied to a flying car. When the flying car is in a ground driving state, the pitch angle adjustment mechanism 30 can first automatically adjust the pitch angle of the steering wheel 40 to meet the requirements of the spatial angle and attitude of the steering wheel 40 in the ground driving state. Then, the driver can change the driving direction by operating the steering wheel 40 to turn it clockwise or counterclockwise. During this process, the left and right rotation mechanism 20 actively outputs rotation driving force to drive the steering wheel 40 to actively rotate in the left and right directions, assisting the driver in steering operations. This can not only meet the needs of driving and steering operations, but also reduce the force applied by the driver and improve the user experience.

[0065] When the flying car switches to flight mode, the pitch angle adjustment mechanism 30 automatically adjusts the pitch angle of the steering wheel 40 to meet the requirements of the steering wheel 40's spatial angle and attitude in flight mode. When the driver holds the steering wheel 40 and pushes it forward or pulls it backward, the forward and backward swing mechanism 10 actively outputs the driving force for forward and backward swing to drive the left and right rotation mechanism 20 to swing the steering wheel 40 forward and backward, thus enabling the flying car to perform flight operations such as pitching up (takeoff, ascent, etc.), pitching down (landing, descent, etc.), and returning to center. Since the forward and backward swing mechanism 10 actively intervenes and provides the driving force for the control mechanism to swing forward and backward, it can also reduce the force required by the driver and improve the user experience. Furthermore, when the driver swings the steering wheel 40 to the left or right, the left and right swing mechanism actively outputs the driving force for left and right swing to drive the steering wheel 40 to rotate left and right, thus meeting the needs of the flying car to perform flight operations such as yaw and roll. The active intervention of the left and right swing mechanism can also reduce the force required by the driver and improve the user experience.

[0066] In summary, only one control system 100 of this solution is needed to simultaneously meet the control requirements of the flying car during both land and flight, improving the versatility of the control system 100. This eliminates the need to configure two control systems 100, thus avoiding the problems of complex vehicle structure and cumbersome operation. In addition, reducing the number of control systems 100 can effectively save installation space and weight, which is conducive to the lightweight and miniaturized design of the flying car and ensures the performance of the flying car.

[0067] Please continue reading. Figure 2 and Figure 3 In one embodiment, the front-to-back swing mechanism 10 includes a support 11, a front-to-back swing drive assembly 12, and a swing bracket 13. The swing bracket 13 is rotatably disposed on the support 11, and the front-to-back swing drive assembly 12 is mounted on the support 11 and connected to the swing bracket 13 for driving the swing bracket 13 to swing in the front-to-back direction.

[0068] The left and right rotation mechanism 20 is mounted on the swing bracket 13.

[0069] In addition to mounting and integrating the forward and backward swing drive assembly 12 and the swing bracket 13, the support 11 also serves as a mounting base. By installing the support 11 into the body of the flying car, the control system 100 can be integrated into the body. When the driver operates the steering wheel 40 and needs to push, pull, or swing it forward and backward, the forward and backward swing drive assembly 12 outputs a forward and backward swing driving force to the swing bracket 13, which drives the swing bracket 13 to swing forward and backward with its rotational connection with the support 11 as the rotation center. This enables the left and right rotation mechanism 20 and the steering wheel 40 to swing forward and backward synchronously, meeting the flight control needs of the flying car in flight, such as ascent and descent.

[0070] Please continue reading. Figure 2 and Figure 3 Furthermore, in an optional embodiment, the front-to-back swing drive assembly 12 includes a front-to-back swing bracket 121, a front-to-back swing power source 122, a swing drive member 123, and a swing follower member 124. The front-to-back swing bracket 121 is mounted on the support 11, the front-to-back swing power source 122 is disposed on the front-to-back swing bracket 121, and the front-to-back swing power source 122 is drivenly connected to the swing drive member 123. The swing drive member 123 is transmittedly connected to the swing follower member 124, and the swing follower member 124 is connected to the swing bracket 13 to drive the swing bracket 13 to swing in the front-to-back direction.

[0071] On the one hand, the front and rear swing power source 122 can be integrated and installed on the support 11 through the front and rear swing bracket 121, ensuring that the front and rear swing power source 122 is installed firmly and the power output is stable. At the same time, it improves the structural compactness of the front and rear swing mechanism 10 and reduces the installation space occupied. On the other hand, the front and rear swing power source 122 drives the swing active component 123 to rotate actively. The swing active component 123 then drives the swing driven component 124 to rotate passively, so that the swing driven component 124 can drive the swing bracket 13 to swing in the front and rear direction, which meets the operation requirements of the auxiliary steering wheel 40 to swing in the front and rear direction. The front and rear swing drive assembly 12 of this embodiment has a simple structure and working principle, high reliability, and low manufacturing and maintenance costs.

[0072] For example, in this application, the support 11 is a U-shaped plate, and the swing bracket 13 is installed in the U-shaped cavity of the U-shaped plate to achieve a higher installation structure compactness. The two axially opposite ends of the swing bracket 13 are respectively installed on the opposite two sides of the U-shaped plate to achieve double-sided rotational support and ensure that the swing bracket 13 swings back and forth more smoothly.

[0073] More specifically, based on the above embodiment, the power source 122 for the front-to-back swing is a swing motor, the swing driving component 123 is a first worm gear, and the swing driven component 124 is a first worm wheel. The motor shaft of the swing motor is connected to the first worm gear, and the first worm gear meshes with the first worm wheel. On the one hand, the swing motor drives the first worm wheel to rotate through the first worm gear, which can realize the smooth transmission of power to the swing support 13, ensuring that the swing support 13 rotates and swings more stably, thus ensuring the driver's control feel of the steering wheel 40, and also ensuring the stable ascent and descent of the flying car. On the other hand, the first worm gear and the first worm wheel form a meshing transmission pair, which has reliable self-locking performance, and can effectively ensure that the front-to-back swing mechanism 10 stops precisely at the current position without accidental swinging.

[0074] Please continue reading. Figure 3 Furthermore, based on any of the above embodiments, the front and rear swing mechanism 10 also includes a first torque angle sensor 14, which is mounted on the support 11 and engages with the swing bracket 13. In use, when the driver initially applies a push or pull operation to the steering wheel 40, the first torque angle sensor 14 accurately senses the driver's intention, generates a signal, and feeds it back to the controller. The controller then outputs a driving force suitable for driving the swing bracket 13 to swing forward or backward to the swing motor, ensuring that the front and rear swing mechanism 10 responds accurately and promptly, thus improving the performance of the control system 100.

[0075] In addition, during the driver's continuous operation of the steering wheel 40, the first torque angle sensor 14 can be used to identify parameters such as torque, angle, angular velocity and angular velocity direction of the swing action of the swing bracket 13 in real time, so as to accurately feed the signal to the controller, thereby controlling the power output direction of the swing motor, achieving more precise assistance or damping, and ensuring the steering wheel 40's operating feel.

[0076] Please continue reading. Figure 2 , Figure 4 and Figure 6 In another embodiment, the left and right rotation mechanism 20 includes a housing 21, a left and right rotation drive assembly 22 and a rotation shaft 23. The rotation shaft 23 is rotatably disposed on the housing 21. The left and right rotation drive assembly 22 is disposed on the housing 21 and connected to the rotation shaft 23, and is used to drive the rotation shaft 23 to rotate in a clockwise or counterclockwise direction. The steering wheel 40 is connected to the rotation shaft 23.

[0077] The housing 21 serves as a carrier for mounting the integrated left and right rotation drive assembly 22 and the rotation shaft 23, thereby achieving integrated and compact assembly of the left and right rotation mechanism 20. At the same time, the housing 21 also provides shielding protection for at least part of the left and right rotation assembly and the rotation shaft 23, thereby improving the safety of the control system 100.

[0078] When the flying car needs to perform land-based turning or flight turning, rolling, yaw, and other flight operations, the left and right rotation drive component 22 outputs rotational power to drive the rotation shaft 23 to rotate clockwise or counterclockwise, which in turn drives the steering wheel 40 to rotate clockwise or counterclockwise to meet the needs of steering and other operations.

[0079] Please continue reading. Figure 2 , Figure 4 and Figure 6 Specifically, in an optional embodiment, the rotating shaft 23 includes a first shaft 231 and a second shaft 232 that are separately arranged. One end of the first shaft 231 is connected to the steering wheel 40, and the other end of the first shaft 231 is provided with a first bevel gear 24. One end of the second shaft 232 is provided with a second bevel gear 25, which meshes with the first bevel gear 24. The other end of the second shaft 232 is provided with a driven body 26.

[0080] The left and right rotation drive assembly 22 includes a left and right rotation power source 221 and a drive body 222. The left and right rotation power source 221 is drivenly connected to the drive body 222, and the drive body 222 is transmittedly connected to the driven body 26.

[0081] Furthermore, in this application, the housing 21 has a cylindrical structure with a vertical portion and a curved portion connected at an angle. At least a portion of the first shaft 231 passes through the curved portion, and at least a portion of the second shaft 232 passes through the vertical portion. The first bevel gear 24 and the second bevel gear 25 mesh and are arranged at the junction of the vertical and curved portions. This allows the left-right rotation power source 221 to drive the driven body 26 to rotate via the drive body 222 during operation. Simultaneously, the driven body 26 drives the second shaft 232 to rotate, and the meshing second bevel gear 25 and the first bevel gear 24 can drive the first shaft 231 and the steering wheel 40 to rotate, ensuring smooth and effective left-right rotation of the steering wheel 40. Moreover, this installation structure allows the second shaft 232 to be arranged vertically, making full use of the vertical space and reducing the lateral space occupied, thereby reducing the lateral size of the control system 100 and better meeting the installation requirements within the driver's cab. The obliquely arranged first shaft 231 can support the steering wheel 40 to maintain a suitable operating height, making it convenient for the driver to hold, reducing the burden of operation, and improving the user experience.

[0082] Please continue reading. Figure 4 , Figure 6 and Figure 7 Furthermore, based on the above embodiments, the second shaft 232 includes a first shaft segment 232a and a second shaft segment 232b that are separately arranged. A second bevel gear 25 is provided at the end of the first shaft segment 232a away from the second shaft segment 232b, and a second torque angle sensor 27 is connected between the first shaft segment 232a and the second shaft segment 232b.

[0083] The first shaft segment 232a is provided with a snap-fit ​​member 28, and the second shaft segment 232b is provided with a mating member 29. The snap-fit ​​member 28 and the mating member 29 are snapped together and have a clearance fit so that the first shaft segment 232a and the second shaft segment 232b have a preset relative rotation angle.

[0084] By using the snap-fit ​​connector 28 and the mating connector 29, the first shaft segment 232a and the second shaft segment 232b can be assembled and positioned, ensuring that the second shaft segment 232b can reliably and effectively transmit torque to the first shaft segment 232a. Simultaneously, by maintaining a preset clearance after snap-fit ​​connector 28 and mating connector 29 are engaged, the first shaft segment 232a and the second shaft segment 232b can achieve a preset relative rotation angle. This allows the second torque angle sensor 27 to effectively identify parameters such as the torque, angle, angular velocity, and direction of the rotational motion and feed them back to the controller. This enables more precise control of the power output direction of the left and right rotational power source 221, allowing the steering wheel 40 to respond promptly and accurately to left or right rotational movements, providing better feel or damping.

[0085] Optionally, the snap-fit ​​component 28 is a rectangular block, and the mating component 29 is a protrusion with a rectangular groove. The rectangular block is snapped into the rectangular groove, resulting in a simple structure and convenient and labor-saving installation. By abutting against the opposite side walls of the rectangular block and the rectangular groove, torque can be effectively transmitted between the second shaft segment 232b and the first shaft segment 232a.

[0086] For example, in one embodiment, the left and right rotation power source 221 is a rotary motor, the driving body 222 is a second worm gear, and the driven body 26 is a second worm wheel. The motor shaft of the rotary motor is connected to the second worm gear, and the second worm gear meshes with the second worm wheel. The rotary motor drives the second worm gear to rotate, so that the second worm gear synchronously drives the second worm wheel to rotate. The second worm wheel can further transmit torque to the steering wheel 40 through the second shaft 232 and the first shaft 231, thereby driving the steering wheel 40 to rotate to the left or right, so as to realize the operation control system 100 to control the steering of the flying car in land or flight mode.

[0087] Please continue reading. Figure 2 , Figure 5 and Figure 6 In another embodiment, the pitch angle adjustment mechanism 30 includes a pitch adjustment power source 31, a first rotating joint 32, a transmission assembly, and a pitch adjustment bracket 36. The pitch adjustment power source 31 is mounted on the base portion and is connected to one end of the pitch adjustment bracket 36 through the transmission assembly. The other end of the pitch adjustment bracket 36 is mounted on the base portion, specifically on the housing 21.

[0088] More specifically, the transmission assembly includes a screw 33, a screw sleeve 34, and a sleeve 35. The pitch adjustment power source 31 is installed in the housing 21 and is connected to the screw 33 through a first rotating joint 32. The screw 33 is screwed into the screw sleeve 34, and the screw sleeve 34 is rotatably disposed in the sleeve 35. The sleeve 35 is connected to one end of the pitch adjustment bracket 36 through a rotating shaft 37, and the other end of the pitch adjustment bracket 36 is installed in the housing 21.

[0089] The sleeve 35 is provided with a second rotating joint 38, and the steering wheel 40 is connected to the seat part through the second rotating joint 38, or more specifically, to the first shaft 231; wherein, the rotation axis of the second rotating joint 38 coincides with the rotation axis of the rotating shaft 37.

[0090] The pitch adjustment power source 31 drives the screw 33 to rotate along its own axis through the first rotating joint 32. With the help of the threaded pair transmission, the screw 33 can slide inside the screw sleeve 34. During the sliding process, it will generate a pulling force that brings the screw sleeve 34 and the pitch adjustment power source 31 closer together or a pushing force that pushes them away from each other. This allows the steering wheel 40 mounted on the sleeve 35 to swing up and down with the first rotating joint 32, the second rotating joint 38, and the rotating connection between the screw sleeve 34 and the sleeve 35 as the rotation fulcrum. This completes the automatic adjustment of the pitch angle, which meets the needs of the control system 100 to automatically switch the pitch angle and spatial attitude of the steering wheel 40, and meets the operation needs of land and flight states.

[0091] Optionally, the pitch adjustment power source 31 may be any one of, but not limited to, an electric motor, a rotary cylinder, etc.

[0092] Optionally, the first rotary joint 32 and the second rotary joint 38 may be, but are not limited to, universal joints.

[0093] See Figure 2 The rotation axis of the second rotating joint 38 and the rotation axis of the rotating shaft 37 are both parallel to the Y-axis direction, so they are both used to provide rotational freedom in the XZ plane, thereby realizing the pitch angle adjustment of the steering wheel 40.

[0094] It should be noted that when the flying car is in a ground-based state, the steering wheel 40 needs to be angled to the ground vertically to meet human-machine operation requirements (for example, 25°~30° in passenger cars). However, in flight mode, due to the need for pushing and pulling the steering wheel 40, and referencing the steering wheel 40 angle of commercial airliners, the steering wheel 40 needs to be as perpendicular to the ground as possible. Therefore, with the help of the aforementioned pitch angle adjustment mechanism 30, the flying car can automatically adjust the steering wheel 40 to the corresponding angle state when the angle requirements of the steering wheel 40 are different in ground and flight modes, without affecting control.

[0095] It should be noted that by aligning the rotation axis of the second rotating joint 38 with the rotation axis of the rotating shaft 37, the steering wheel 40 can still have the ability to rotate freely in the axial direction after changing its angle.

[0096] Furthermore, a lock seat 39 is provided at the end of the pivot 37. The lock seat 39 is recessed and has a first locking groove 391 and a second locking groove 392 arranged at intervals along the circumferential direction. The first locking groove 391 corresponds to the steering wheel 40 in the land driving state, and the second locking groove 392 corresponds to the steering wheel 40 in the flight state.

[0097] The pitch adjustment bracket 36 is equipped with a lock 39a, which has a retractable lock body 391a. The lock body 391a can lock or unlock with the first locking groove 391 or the second locking groove 392.

[0098] When the steering wheel 40 rotates to change its angle, the lock 39a drives the lock body 391a to extend into the first locking groove 391 or the second locking groove 392, thereby locking the current angle position of the steering wheel 40 and ensuring that the steering wheel 40 is stably and reliably working in the current position.

[0099] For example, lock 39a can be any of the following, but not limited to, solenoid valves, electric actuators, linear cylinders, etc., and can be flexibly selected according to actual needs.

[0100] In addition to the above, this application also proposes a flying car, which includes a vehicle body and a control system 100 as described in any of the above embodiments, the control system 100 being mounted on the vehicle body.

[0101] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0102] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A pitch angle adjustment mechanism, characterized in that, The pitch angle adjustment mechanism is installed between the steering wheel and the seat, and is used to adjust the pitch angle of the steering wheel to switch the steering wheel between land driving and flight driving modes.

2. The pitch angle adjustment mechanism according to claim 1, characterized in that, The pitch angle adjustment mechanism includes a pitch adjustment power source, a first rotating joint, a transmission assembly, and a pitch adjustment bracket. The pitch adjustment power source is installed on the base portion, and the pitch adjustment power source is connected to one end of the pitch adjustment bracket through the transmission assembly. The other end of the pitch adjustment bracket is installed on the base portion.

3. The pitch angle adjustment mechanism according to claim 2, characterized in that, The transmission assembly includes a screw, a screw sleeve, and a sleeve. The pitch adjustment power source is connected to the screw through the first rotating joint. The screw is screwed into the screw sleeve. The screw sleeve is rotatably disposed in the sleeve. The sleeve is connected to one end of the pitch adjustment bracket through a rotating shaft. A second rotating joint is provided inside the sleeve, and the steering wheel is connected to the seat part through the second rotating joint.

4. The pitch angle adjustment mechanism according to claim 2, characterized in that, The end of the rotating shaft is provided with a locking seat, and the locking seat is recessed to form a first locking groove and a second locking groove arranged at intervals along the circumferential direction. The first locking groove corresponds to the steering wheel being in the land driving state, and the second locking groove corresponds to the steering wheel being in the flight state. The pitch adjustment bracket is equipped with a lock, which has a retractable lock body that can lock or unlock with the first locking groove or the second locking groove.

5. A control system, characterized in that, include: steering wheel; Seat portion; as well as The pitch angle adjustment mechanism as described in any one of claims 1 to 4, wherein the pitch angle adjustment mechanism is installed between the steering wheel and the seat portion.

6. The operating system according to claim 5, characterized in that, The seat portion includes: A forward and backward swinging mechanism, configured to output a driving force for swinging in the forward and backward direction; A left-right rotating mechanism is connected to the front-back swinging mechanism and can swing back and forth under the drive of the front-back swinging mechanism. The pitch angle adjustment mechanism is mounted on the left and right rotation mechanism. The steering wheel is connected to both the left and right rotation mechanism and the pitch angle adjustment mechanism. The left and right rotation mechanism is used to drive the steering wheel to rotate in the left and right directions.

7. The operating system according to claim 6, characterized in that, The forward and backward swinging mechanism includes a support, a forward and backward swinging drive assembly, and a swinging bracket. The swinging bracket is rotatably mounted on the support. The forward and backward swinging drive assembly is mounted on the support and connected to the swinging bracket to drive the swinging bracket to swing in the forward and backward direction. The left and right rotation mechanism is mounted on the swinging bracket. The front and rear swing drive assembly includes a front and rear swing bracket, a front and rear swing power source, a swing drive component, and a swing driven component. The front and rear swing bracket is mounted on the support, the front and rear swing power source is disposed on the front and rear swing bracket, and the front and rear swing power source is drivenly connected to the swing drive component. The swing drive component is transmittedly connected to the swing driven component, and the swing driven component is connected to the swing bracket to drive the swing bracket to swing in the front and rear direction.

8. The operating system according to claim 6, characterized in that, The left and right rotation mechanism includes a housing, a left and right rotation drive assembly, and a rotation shaft. The rotation shaft is rotatably disposed in the housing. The left and right rotation drive assembly is disposed in the housing and connected to the rotation shaft, and is used to drive the rotation shaft to rotate in a clockwise or counterclockwise direction. The steering wheel is connected to the rotation shaft. The rotating shaft includes a first shaft and a second shaft that are separately arranged. One end of the first shaft is connected to the steering wheel, and the other end of the first shaft is provided with a first bevel gear. One end of the second shaft is provided with a second bevel gear, which meshes with the first bevel gear. The other end of the second shaft is provided with a driven body. The left and right rotation drive assembly includes a left and right rotation power source and a drive body. The left and right rotation power source is driven to the drive body, and the drive body is driven to the driven body.

9. The operating system according to claim 8, characterized in that, The second shaft includes a first shaft segment and a second shaft segment that are separately arranged. A second bevel gear is provided at the end of the first shaft segment away from the second shaft segment. A second torque angle sensor is connected between the first shaft segment and the second shaft segment. The first shaft segment is provided with a snap-fit ​​component, and the second shaft segment is provided with a mating component. The snap-fit ​​component and the mating component are snapped together and clearance-fitted to allow the first shaft segment and the second shaft segment to have a preset relative rotation angle. And / or, the left and right rotation power source is a rotary motor, the driving body is a second worm, the driven body is a second worm wheel, the motor shaft of the rotary motor is connected to the second worm, and the second worm meshes with the second worm wheel.

10. A flying car, characterized in that, include: Body; as well as The control system as described in any one of claims 5 to 9, wherein the control system is mounted on the vehicle body.

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