Manipulation device, control system and aircraft
By designing a control device that includes a first lever and an angle sensor, the attitude control of the aircraft is simplified, the problem of traditional aircraft requiring multiple components for operation is solved, the control difficulty is reduced, and the popularization of low-altitude economy is promoted.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- ANHUI KAIYANG TECHNOLOGY CO LTD
- Filing Date
- 2026-03-30
- Publication Date
- 2026-06-02
AI Technical Summary
Traditional aircraft attitude control requires the integrated operation of multiple control components, which is quite difficult, especially for non-professionals. The learning and operation are complicated, which affects the popularization of low-altitude economy.
Design a control device including a first lever that can rotate around three vertical rotation axes. By manipulating the first lever, the yaw, pitch and roll attitudes of the aircraft can be controlled respectively. Combined with angle sensors and limiters, the control process is simplified.
By simplifying control components, the difficulty of aircraft attitude control has been reduced, enabling even non-professionals to quickly master it and promoting the popularization of the low-altitude economy.
Smart Images
Figure CN122126442A_ABST
Abstract
Description
Technical Field
[0001] This disclosure pertains to the field of aircraft technology, and particularly relates to a control device, a control system, and an aircraft. Background Technology
[0002] Pilots control traditional aircraft by using hand controls to control the stick to pitch or roll, and foot controls to control the pedals to control yaw, thus controlling the aircraft's flight.
[0003] However, controlling the attitude of an aircraft by manipulating multiple control components such as a joystick and pedals is quite complex and difficult. Summary of the Invention
[0004] This disclosure provides a control device, a control system, and an aircraft, which can solve the technical problems existing in related technologies. The technical solution is as follows: This disclosure provides a control device, which includes a first lever; The first linkage is capable of rotating around the first rotation axis, the second rotation axis and the third rotation axis respectively, and is used to control the flight attitude of the aircraft. Wherein, the first rotation axis is perpendicular to the second rotation axis, the first rotation axis is perpendicular to the third rotation axis, and the second rotation axis is perpendicular to the third rotation axis.
[0005] In some possible implementations, the control device further includes a first angle sensor for detecting the angle of rotation of the first lever about the first rotation axis.
[0006] In some possible implementations, the control device further includes a second angle sensor for detecting the angle of rotation of the first lever about the second rotation axis.
[0007] In some possible implementations, the control device further includes a third angle sensor for detecting the angle of rotation of the first lever about the third rotation axis.
[0008] In some possible implementations, the control device further includes a second lever; The first end of the second rod is connected to the second end of the first rod, and the second rod can be driven by the first rod to rotate around the first rotation axis, wherein the central axis of the second rod coincides with the first rotation axis; The first angle sensor is used to detect the angle of rotation of the second end of the second rod around the first rotation axis.
[0009] In some possible implementations, the actuating device further includes a limiting element; The limiting member is connected to the second rod member and is used to restrict the second rod member from rotating around the second rotation axis and the third rotation axis respectively. The second end of the first rod is rotatably connected to the first end of the second rod, and the second end of the first rod can rotate relative to the first end of the second rod about the second rotation axis and the third rotation axis.
[0010] In some possible implementations, the actuation device further includes a universal joint; The universal joint is connected to the second end of the first member and the first end of the second member, respectively, and the second rotation axis and the third rotation axis are both located in the universal joint.
[0011] In some possible implementations, the universal joint includes a first pivot pin, a second pivot pin, a first fork, and a second fork; The second pin is connected to the first pin and is perpendicular to each other, wherein the central axis of the first pin coincides with the second rotation axis, and the central axis of the second pin coincides with the third rotation axis; One end of the first fork is connected to the second end of the first rod, and the other end is rotatably connected to the first pivot pin and can rotate around the second axis of rotation; One end of the second fork is connected to the first end of the second rod, and the other end is rotatably connected to the second pivot pin, and can rotate about the third axis of rotation.
[0012] This disclosure also provides a control system, including the operating device as described above.
[0013] This disclosure also provides an aircraft including the control system described above.
[0014] The technical solution provided in this disclosure includes at least the following beneficial effects: The control device provided in this disclosure can control the flight attitude of an aircraft by manipulating a first lever to rotate around a first rotation axis, a second rotation axis, and a third rotation axis, respectively. This simplifies the control components required to control the flight attitude of an aircraft and reduces the difficulty of controlling the flight attitude of an aircraft.
[0015] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description
[0016] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure. In the drawings: Figure 1 This is a schematic diagram of the structure of a control device provided in an embodiment of this disclosure; Figure 2 This is a left view of a control device provided in an embodiment of this disclosure; Figure 3 This is a rear view of a control device provided in an embodiment of this disclosure; Figure 4 This is a partial structural schematic diagram of a first rod, a second rod, and a universal joint connection provided in an embodiment of this disclosure; Figure 5 This is a top view of a first reset component provided in an embodiment of this disclosure.
[0017] Legend 1. Control device; 11. First member; 12. Second member; 131. First angle sensor; 132. Second angle sensor; 133. Third angle sensor; 14. Limiting component; 141. First plate; 142. Second plate; 15. Universal joint; 151. First pivot pin; 152. Second pivot pin; 153. First fork section; 154. Second fork section; 16. First reset assembly; 161. Base; 1611. First through groove; 1612. Second through groove; 1613. First limiting part; 1614. Second limiting part; 162. First elastic element; 163. First slider; 164. First guide rod; 165. Second elastic element; 166. Second slider; 167. Second guide rod; 168. Limiting ring; a. First axis of rotation; b. Second axis of rotation; c. Third axis of rotation.
[0018] The accompanying drawings have illustrated specific embodiments of this disclosure, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concepts of this disclosure to those skilled in the art through reference to particular embodiments. Detailed Implementation
[0019] To make the objectives, technical solutions, and advantages of this disclosure clearer, the embodiments of this disclosure will be further described in detail below with reference to the accompanying drawings.
[0020] The terminology used in the embodiments of this disclosure is for illustrative purposes only and is not intended to limit the disclosure. Unless otherwise defined, the technical or scientific terms used herein should be understood in their ordinary sense by one of ordinary skill in the art to which this disclosure pertains. The terms “first,” “second,” “third,” and similar terms used in this patent application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, the terms “a” or “one,” and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one. The terms “comprising,” “including,” and similar terms mean that the elements or objects preceding “comprising” or “including” encompass the elements or objects listed following “comprising” or “including” and their equivalents, and do not exclude other elements or objects. The terms “connected,” “linked,” and similar terms are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. The terms “upper,” “lower,” “left,” “right,” etc., are used only to indicate relative positional relationships, and these relative positional relationships may change accordingly when the absolute position of the described object changes.
[0021] When pilots control conventional aircraft, they need to comprehensively operate multiple control components to control the aircraft's attitude. For example, control components may include a stick, left pedal, and right pedal. To control the aircraft's climb, the stick can be pulled back; to control the aircraft's yaw to the left, the left pedal can be depressed; and to control the aircraft's yaw to the right, the right pedal can be depressed. Therefore, the attitude control of conventional aircraft is relatively complex and difficult, requiring specialized training. It is difficult for non-professionals to master the control of aircraft, which hinders the popularization and development of the low-altitude economy.
[0022] This disclosure provides a control device 1, with reference to... Figure 1 The control device 1 includes a first lever 11. (See reference) Figure 2 and Figure 3 The first linkage 11 is capable of rotating around the first rotation axis a, the second rotation axis b, and the third rotation axis c, respectively, to control the flight attitude of the aircraft. The first rotation axis a is perpendicular to the second rotation axis b, the first rotation axis a is perpendicular to the third rotation axis c, and the second rotation axis b is perpendicular to the third rotation axis c.
[0023] For example, the first linkage 11 rotates about a first rotation axis a, which can be used to control the yaw of the aircraft, that is, to control the aircraft to yaw to the left or to the right. The first linkage 11 rotates about a second rotation axis b, which can be used to control the pitch of the aircraft, that is, to control the aircraft to pitch up or down. The first linkage 11 rotates about a third rotation axis c, which can be used to control the roll of the aircraft, that is, to control the aircraft to roll to the left or to the right.
[0024] By adopting the technical solution provided in this disclosure, the flight attitude of the aircraft can be controlled by manipulating the first lever 11 to rotate around the first rotation axis a, the second rotation axis b and the third rotation axis c respectively. This simplifies the control components required to control the flight attitude of the aircraft, reduces the difficulty of controlling the flight attitude of the aircraft, and makes it easier for non-professionals to quickly master.
[0025] In some possible implementations, refer to Figure 2 The control device 1 also includes a first angle sensor 131, which is used to detect the angle of rotation of the first rod 11 around the first rotation axis a.
[0026] The first angle sensor 131 is used to detect the angle of rotation of the first rod 11 around the first rotation axis a. By obtaining the angle of rotation of the first rod 11 around the first rotation axis a, the yaw angle of the aircraft can be adjusted accordingly.
[0027] For example, after the first angle sensor 131 detects that the first rod 11 rotates in the positive direction by a first angle around the first rotation axis a, the aircraft yaws to the right by a first angle; after the first angle sensor 131 detects that the first rod 11 rotates in the opposite direction by a second angle around the first rotation axis a, the aircraft yaws to the left by a second angle.
[0028] In some possible implementations, the first angle sensor 131 may be used to be electrically connected to the controller of the control system.
[0029] After the first angle sensor 131 detects that the first rod 11 has rotated a certain angle around the first rotation axis a, it sends a yaw signal to the controller. After receiving the yaw signal, the controller generates a yaw command to control the aircraft to yaw according to the yaw command.
[0030] In some possible implementations, refer to Figure 2 The control device 1 also includes a second angle sensor 132, which is used to detect the angle of rotation of the first rod 11 around the second rotation axis b.
[0031] The second angle sensor 132 is used to detect the angle of rotation of the first rod 11 around the second rotation axis b. By obtaining the angle of rotation of the first rod 11 around the second rotation axis b, the pitch angle of the aircraft can be adjusted accordingly.
[0032] For example, after the second angle sensor 132 detects that the first rod 11 rotates in the positive direction around the second rotation axis b by a third angle, the aircraft tilts up by a third angle; after the first angle sensor 131 detects that the first rod 11 rotates in the opposite direction around the second rotation axis b by a fourth angle, the aircraft tilts down by a fourth angle.
[0033] In some possible implementations, the second angle sensor 132 can be used to be electrically connected to the controller of the control system.
[0034] After the second angle sensor 132 detects that the first rod 11 has rotated a certain angle around the second rotation axis b, it sends a pitch signal to the controller. After receiving the pitch signal, the controller generates a pitch command to control the aircraft to pitch up or down according to the pitch command.
[0035] In some possible implementations, refer to Figure 3 The control device 1 also includes a third angle sensor 133, which is used to detect the angle of rotation of the first rod 11 around the third rotation axis c.
[0036] The third angle sensor 133 is used to detect the angle of rotation of the first rod 11 around the third rotation axis c. By obtaining the angle of rotation of the first rod 11 around the third rotation axis c, the roll angle of the aircraft can be adjusted accordingly.
[0037] For example, after the third angle sensor 133 detects that the first rod 11 rotates in the positive direction by a fifth angle around the third rotation axis c, the aircraft tilts to the left by a fifth angle; after the first angle sensor 131 detects that the first rod 11 rotates in the opposite direction by a sixth angle around the third rotation axis c, the aircraft tilts to the right by a sixth angle.
[0038] In some possible implementations, the third angle sensor 133 can be used to be electrically connected to the controller of the control system.
[0039] After the third angle sensor 133 detects that the first rod 11 has rotated a certain angle around the third rotation axis c, it sends a roll signal to the controller. After receiving the roll signal, the controller generates a roll command to control the aircraft to tilt to the left or right according to the roll command.
[0040] In some possible implementations, refer to Figure 1The control device 1 also includes a second lever 12. The first end of the second lever 12 is connected to the second end of the first lever 11, and the second lever 12 can be driven by the first lever 11 to rotate around a first rotation axis a, wherein the central axis of the second lever 12 coincides with the first rotation axis a. A first angle sensor 131 is used to detect the angle of rotation of the second end of the second lever 12 around the first rotation axis a.
[0041] The first end of the second member 12 is connected to the second end of the first member 11, which can provide some support for the first member 11.
[0042] When the first link 11 rotates around the first rotation axis a, it can drive the second link 12 to rotate around the first rotation axis a, that is, drive the second link 12 to rotate around its own central axis.
[0043] It is understandable that when the first rod 11 rotates around the first rotation axis a, it drives the second rod 12 to rotate synchronously around the first rotation axis a. Therefore, by detecting the angle of rotation of the second end of the second rod 12 around the first rotation axis a through the first angle sensor 131, it is equivalent to detecting the angle of rotation of the first rod 11 around the first rotation axis a.
[0044] In some possible implementations, refer to Figure 2 The operating device 1 also includes a limiting member 14. The limiting member 14 is connected to the second rod 12 and is used to limit the rotation of the second rod 12 around the second rotation axis b and the third rotation axis c, respectively. The second end of the first rod 11 is rotatably connected to the first end of the second rod 12, and the second end of the first rod 11 can rotate relative to the first end of the second rod 12 around the second rotation axis b and the third rotation axis c.
[0045] The limiting member 14 allows the second link 12 to rotate about the first rotation axis a, while restricting the second link 12 from rotating about the second rotation axis b and about the third rotation axis c. The limiting member 14 can be installed in the aircraft cockpit, thereby allowing the control device 1 to be installed in the aircraft cockpit.
[0046] In some possible examples, the limiting member 14 may include a first plate 141 and a second plate 142 connected together, with the first plate 141 and the second plate 142 bent relative to each other. The first plate 141 is sleeved on the second end of the second rod 12 and is used to connect with the cockpit of the aircraft.
[0047] Specifically, the first plate 141 has a through hole, and the second end of the second rod 12 passes through the through hole. The central axis of the through hole is approximately coincident with the first rotation axis a. The sidewall of the first plate 141 surrounding the through hole abuts against the second rod 12, thereby allowing the second rod 12 to rotate around the first rotation axis a, while restricting its rotation around the second rotation axis b and the third rotation axis c. The second plate 142 can be used to connect with the cockpit of an aircraft.
[0048] In some possible implementations, refer to Figure 2 The first angle sensor 131 can be installed on the limiting member 14 to detect the angle of rotation of the second rod 12 around the first rotation axis a.
[0049] Specifically, the first angle sensor 131 can be installed on the surface of the second plate 142 near the second end of the second rod 12, so that the first angle sensor 131 is close to the second end of the second rod 12, which facilitates the first angle sensor 131 to detect the angle of rotation of the second end of the second rod 12 around the first rotation axis a.
[0050] In some possible implementations, refer to Figure 1 The operating device 1 also includes a universal joint 15. The universal joint 15 is connected to the second end of the first rod 11 and the first end of the second rod 12, respectively, and the second rotation axis b and the third rotation axis c are both located in the universal joint 15.
[0051] The second end of the first member 11 is connected to the first end of the second member 12 via a universal joint 15, enabling the first member 11 to drive the second member 12 to rotate synchronously around the first rotation axis a, and the first member 11 can also rotate relative to the second member 12 around the second rotation axis b, that is, the first member 11 can rotate around the second rotation axis b while the second member 12 remains stationary, or the first member 11 can also rotate relative to the second member 12 around the third rotation axis c, that is, the first member 11 can rotate around the third rotation axis c while the second member 12 remains stationary.
[0052] In some possible implementations, refer to Figure 4The universal joint 15 includes a first pin 151, a second pin 152, a first fork 153, and a second fork 154. The second pin 152 is connected to the first pin 151 and is perpendicular to it. The central axis of the first pin 151 coincides with the second rotation axis b, and the central axis of the second pin 152 coincides with the third rotation axis c. One end of the first fork 153 is connected to the second end of the first member 11, and the other end is rotatably connected to the first pin 151, and can rotate about the second rotation axis b. One end of the second fork 154 is connected to the first end of the second member 12, and the other end is rotatably connected to the second pin 152, and can rotate about the third rotation axis c.
[0053] When it is necessary to control the yaw of the aircraft, a torque is applied to the first end of the first linkage 11 to rotate around the first rotation axis a. The first linkage 11 drives the universal joint 15 to rotate around the first rotation axis a. The universal joint 15 drives the second linkage 12 to rotate around the first rotation axis a. The yaw angle of the aircraft is determined by detecting the angle of rotation of the second end of the second linkage 12 around the first rotation axis a.
[0054] When it is necessary to control the pitch of the aircraft, a torque is applied to the first end of the first linkage 11 to rotate around the second rotation axis b. Since the central axis of the first pin 151 is approximately coincident with the second rotation axis b, and the first fork 153 can rotate relative to the first pin 151 around its central axis, the first linkage 11 can drive the first fork 153 to rotate relative to the first pin 151, thereby realizing the rotation of the first linkage 11 around the second rotation axis b. During this process, the first pin 151, the second pin 152, the second fork 154, and the second linkage 12 all remain stationary.
[0055] When it is necessary to control the aircraft's roll, a torque is applied to the first end of the first linkage 11 to rotate around the third rotation axis c. Since the central axis of the second pin 152 is approximately coincident with the third rotation axis c, and the second fork 154 can rotate relative to the second pin 152 around its central axis, the first linkage 11 can drive the second pin 152 to rotate relative to the second fork 154 via the first fork 153 and the first pin 151, thereby enabling the second linkage 12 to rotate around the third rotation axis c. During this process, both the second fork 154 and the second linkage 12 remain stationary.
[0056] In some possible implementations, the second angle sensor 132 may be mounted on the second fork 154, and the third angle sensor 133 may be mounted on the third fork.
[0057] In some possible implementations, refer to Figure 2The operating device 1 also includes a first reset assembly 16. The first reset assembly 16 is sleeved on the first rod 11 and is used to reset the first rod 11 after it rotates around the second rotation axis b or around the third rotation axis c.
[0058] The first link 11 may have an initial position. When the first link 11 is in the initial position, the first link 11 does not rotate around the first rotation axis a, the second rotation axis b, or the third rotation axis c. In other words, when the first link 11 is in the initial position, it will not change the current flight attitude of the aircraft.
[0059] The first linkage 11 can rotate from its initial position around the second rotation axis b to a first preset position, thereby changing the pitch of the aircraft. Subsequently, the first reset assembly 16 can reset the first linkage 11 from the first preset position back to its initial position.
[0060] Similarly, the first linkage 11 can rotate from its initial position around the third rotation axis c to a second preset position, thereby changing the roll of the aircraft. Subsequently, the first reset assembly 16 can reset the first linkage 11 from the second preset position back to its initial position.
[0061] In some possible implementations, refer to Figure 5 The first reset assembly 16 includes a base 161 and two first elastic members 162. The base 161 has a first through groove 1611 extending through both ends of the base 161 in a direction parallel to the first rotation axis a, and the extension direction of the first through groove 1611 is perpendicular to the second rotation axis b, allowing the first rod 11 to pass through. The two first elastic members 162 are compressed and arranged within the first through groove 1611 and are located on both sides of the first rod 11. The direction of the first elastic force applied by the two first elastic members 162 to the first rod 11 is perpendicular to the second rotation axis b.
[0062] The contact positions between the two first elastic elements 162 and the first rod 11 can be located between the first end and the second end of the first rod 11.
[0063] When a torque is applied to the first end of the first rod 11 to rotate it about the second rotation axis b, the first rod 11 needs to overcome the first elastic force applied by the first elastic member 162, thereby rotating from the initial position to the first preset position about the second rotation axis b. It can be understood that during this process, the first rod 11 is equivalent to swinging within the first through groove 1611 along the extension direction of the first through groove 1611. The sidewall of the first through groove 1611 can restrict the first rod 11 from swinging in other directions. After the torque is removed, the first elastic force applied by the first elastic member 162 to the first rod 11 resets the first rod 11, that is, the first rod 11 rotates back from the first preset position to the initial position.
[0064] The first elastic element 162 can be a spring, or of course other elastic elements, which are not limited here.
[0065] In some possible implementations, refer to Figure 5 The first reset assembly 16 further includes two first sliders 163 and two first guide rods 164. The two first sliders 163 are slidably disposed in the first through groove 1611, and are respectively connected to two first elastic members 162. The two first guide rods 164 extend in the same direction as the first through groove 1611. One end of each first guide rod 164 is connected to one of the two first sliders 163, and the other end passes through the base 161 and can slide relative to the base 161. The two first guide rods 164 also pass through the two first elastic members 162.
[0066] The first guide rod 164 allows the two first sliders 163 to move along the extension direction of the first through groove 1611, while restricting the two first sliders 163 from moving in other directions.
[0067] In some possible implementations, refer to Figure 5 The first through groove 1611 is connected to two first limiting parts 1613, which are respectively used to contact the two first sliders 163.
[0068] When the first end of the first rod 11 is not subjected to a torque for rotation around the second rotation axis b, the two first sliders 163 are respectively abutted against the two first limiting parts 1613 under the action of the first elastic force of the two first elastic members 162, and are restricted in position. At this time, the first rod 11 is restricted between the two first sliders 163.
[0069] In some possible implementations, refer to Figure 5 The first reset assembly 16 further includes two second elastic elements 165. The base 161 has a second through groove 1612, which extends through both ends of the base 161 in a direction parallel to the first rotation axis a, and the extension direction of the second through groove 1612 is perpendicular to the third rotation axis c, allowing the first rod 11 to pass through. The two second elastic elements 165 are compressed and arranged within the second through groove 1612 and are located on both sides of the first rod 11. The direction of the second elastic force applied by the two second elastic elements 165 to the first rod 11 is perpendicular to the third rotation axis c.
[0070] When a torque is applied to the first end of the first member 11 to rotate it about the third rotation axis c, the first member 11 needs to overcome the second elastic force applied by the second elastic member 165, thereby rotating from the initial position to the second preset position about the third rotation axis c. It can be understood that during this process, the first member 11 is equivalent to swinging within the second through groove 1612 along the extension direction of the second through groove 1612. The sidewall of the second through groove 1612 can restrict the first member 11 from swinging in other directions. After the torque is removed, the second elastic force applied by the second elastic member 165 to the first member 11 resets the first member 11, that is, the first member 11 rotates back from the second preset position to the initial position.
[0071] The second elastic element 165 can be a spring, or of course other elastic elements, which are not limited here.
[0072] In some possible implementations, refer to Figure 5 The first reset assembly 16 further includes two second sliders 166 and two second guide rods 167. The two second sliders 166 are slidably disposed in the second through groove 1612, and are respectively connected to two second elastic members 165. The two second guide rods 167 extend in the same direction as the second through groove 1612. One end of each second guide rod 167 is connected to one of the two second sliders 166, and the other end passes through the base 161 and can slide relative to the base 161. The two second guide rods 167 also pass through the two second elastic members 165.
[0073] The second guide rod 167 allows the two second sliders 166 to move along the extension direction of the second through slot 1612, while restricting the two second sliders 166 from moving in other directions.
[0074] In some possible implementations, refer to Figure 5 The second through groove 1612 is connected to two second limiting parts 1614, which are respectively used to contact the two second sliders 166.
[0075] When the first end of the first rod 11 is not subjected to a torque for rotation around the third rotation axis c, the two second sliders 166 are respectively abutted against the two second limiting parts 1614 under the action of the second elastic force of the two second elastic members 165, and are restricted in position. At this time, the first rod 11 is restricted between the two second sliders 166.
[0076] It is understandable that when the first end of the first rod 11 is not subjected to torques rotating around the second rotation axis b and the third rotation axis c, the two first sliders 163 and the two second sliders 166 cooperate to restrict the first rod 11 to the initial position.
[0077] In some possible implementations, refer to Figure 5 The operating device 1 also includes a limiting ring 168. The limiting ring 168 is sleeved on the first rod 11, and the limiting member 14 is slidably disposed in the first through groove 1611 and the second through groove 1612.
[0078] The side of the limiting ring 168 can contact the side wall of the first through groove 1611 and the side wall of the second through groove 1612. The limiting ring 168 can slide along the first through groove 1611 or along the second through groove 1612, and the limiting ring 168 is connected to the two first sliders 163 and / or the two second sliders 166.
[0079] In some possible implementations, the operating device 1 further includes a locking assembly (not shown). The locking assembly is capable of locking the two first sliders 163 and the two second sliders 166 when the first slider 163 abuts against the first limiting portion 1613 and the second slider 166 abuts against the second limiting portion 1614.
[0080] Understandably, when the aircraft is flying smoothly, the first lever 11 is limited to its initial position by the two first sliders 163 and the two second sliders 166. At this time, the locking assembly can lock the two first sliders 163 and the two second sliders 166, which can prevent the first lever 11 from being accidentally touched and causing the first lever 11 to rotate around the second rotation axis b, thus avoiding changes in the pitch or roll of the aircraft.
[0081] In some possible implementations, the control device 1 further includes a housing fitted over the first link 11, the universal joint 15, and the second link 12.
[0082] The outer casing can protect the first member 11, the universal joint 15 and the second member 12.
[0083] In some possible implementations, the control device 1 further includes a control housing connected to the first end of the first rod 11, and the control housing can accommodate at least a portion of the outer shell.
[0084] The control housing can be manually operated by the operator. Specifically, the operator can touch and control the control housing with their hands, thereby applying torque to the first lever 11 and controlling the first lever 11 to rotate around the first rotation axis a, or around the second rotation axis b, or around the third rotation axis c.
[0085] The surface of the control housing can be coated with anti-slip paint to facilitate the operator's hands applying force to the control housing.
[0086] This disclosure also provides a control system, including the operating device 1 as described above.
[0087] This disclosure also provides an aircraft including the control system described above.
[0088] The above description is merely an optional embodiment of this disclosure and is not intended to limit this disclosure. Any modifications, equivalent substitutions, improvements, etc., made within the principles of this disclosure should be included within the protection scope of this disclosure.
Claims
1. A control device (1), characterized in that, The control device (1) includes a first lever (11); The first rod (11) can rotate around the first rotation axis, the second rotation axis and the third rotation axis respectively, and is used to control the flight attitude of the aircraft; Wherein, the first rotation axis is perpendicular to the second rotation axis, the first rotation axis is perpendicular to the third rotation axis, and the second rotation axis is perpendicular to the third rotation axis.
2. The operating device (1) according to claim 1, characterized in that, The control device (1) further includes a first angle sensor (131), which is used to detect the angle of rotation of the first rod (11) around the first rotation axis.
3. The operating device (1) according to claim 1, characterized in that, The control device (1) further includes a second angle sensor (132), which is used to detect the angle of rotation of the first rod (11) around the second rotation axis.
4. The operating device (1) according to claim 1, characterized in that, The control device (1) further includes a third angle sensor (133) for detecting the angle of rotation of the first rod (11) around the third rotation axis.
5. The operating device (1) according to claim 2, characterized in that, The control device (1) also includes a second lever (12); The first end of the second rod (12) is connected to the second end of the first rod (11), and the second rod (12) can be driven by the first rod (11) and rotate around the first rotation axis, wherein the central axis of the second rod (12) coincides with the first rotation axis; The first angle sensor (131) is used to detect the angle of rotation of the second end of the second rod (12) around the first rotation axis.
6. The operating device (1) according to claim 5, characterized in that, The operating device (1) also includes a limiting member (14). The limiting member (14) is connected to the second rod (12) and is used to restrict the second rod (12) from rotating around the second rotation axis and the third rotation axis respectively; The second end of the first rod (11) is rotatably connected to the first end of the second rod (12), and the second end of the first rod (11) can rotate relative to the first end of the second rod (12) about the second rotation axis and the third rotation axis.
7. The operating device (1) according to claim 6, characterized in that, The control device also includes a universal joint (15). The universal joint (15) is connected to the second end of the first rod (11) and the first end of the second rod (12) respectively, and the second rotation axis and the third rotation axis are both located in the universal joint (15).
8. The operating device (1) according to claim 7, characterized in that, The universal joint (15) includes a first pivot pin (151), a second pivot pin (152), a first fork (153), and a second fork (154). The second pin (152) is connected to the first pin (151) and is perpendicular to each other, wherein the central axis of the first pin (151) coincides with the second rotation axis, and the central axis of the second pin (152) coincides with the third rotation axis; One end of the first fork (153) is connected to the second end of the first rod (11), and the other end is rotatably connected to the first pivot pin (151) and can rotate around the second rotation axis; One end of the second fork (154) is connected to the first end of the second rod (12), and the other end is rotatably connected to the second pivot pin (152) and can rotate about the third axis of rotation.
9. A control system, characterized in that, Includes the control device (1) as described in any one of claims 1-8.
10. An aircraft, characterized in that, Includes the control system as described in claim 9.