Distributed throttle strategy and control device for ground effect wing craft

Abstract

The present application relates to the field of ground effect wing ship power control technology, and particularly relates to a distributed propulsion ground effect wing ship throttle strategy and control device, which takes a double-degree-of-freedom composite single control lever as a core control component, cooperates with a signal acquisition module, a central control unit and a distributed independent propeller propulsion unit, realizes power distribution and steering decoupling control in multiple working conditions through composite actions of longitudinal forward and backward displacement and transverse left and right pressure of the control lever, and adapts to a four-propeller distributed symmetrical propulsion layout. The present application discards the traditional multi-rod separate control mode, and completes full-condition power and steering collaborative control by using a single control lever, so that the strategy logic is simple and the response is rapid, and the control stability and the maneuvering flexibility of the ground effect wing ship in low-altitude flight, water surface sliding and in-place rotation working conditions are greatly improved, and the present application is suitable for various symmetrical distributed propulsion configurations of the ground effect wing ship.

Description

Technical Field

[0001] This invention relates to the field of power control technology for ground effect vehicles, specifically to a throttle strategy and control device for a distributed propulsion ground effect vehicle. Background Technology

[0002] Ground effect vehicles (GEVs) achieve ultra-low-altitude, water-skimming flight by relying on the ground effect, combining the seaworthiness of ships with the high-speed characteristics of aircraft, and have broad application prospects in areas such as near-shore transportation and emergency search and rescue.

[0003] Distributed propulsion configurations, with their advantages of uniform power output, strong attitude stability, and superior maneuverability, have become the mainstream power layout for high-performance ground effect vehicles (GEVs). However, existing distributed propulsion GEV throttle control technology has several shortcomings, with the core issues concentrated at the control strategy level: First, the use of a multi-joystick independent control mode, with separate joysticks for main throttle thrust control, steering control, and operating condition switching, requires the pilot to coordinate multiple control components simultaneously, resulting in a cumbersome operation process, prone to operational delays and misoperations, and difficult to adapt to operating conditions with extremely high responsiveness requirements, such as low-altitude flight and narrow water surface turning; Second, the differential steering control strategy lacks standardized and linear logic, resulting in chaotic speed distribution ratios, large fluctuations in total thrust during turning, and a tendency for the fuselage to tilt and sway, leading to insufficient control precision; Third, no dedicated control strategy has been designed for the special operating conditions of water surface turning, making it impossible to achieve small-radius turns on the spot and resulting in poor water surface maneuverability; Fourth, operating condition switching relies on manual operation and cannot automatically adapt to joystick movements, resulting in low levels of intelligence.

[0004] Therefore, there is a need to provide a distributed propulsion ground effect vehicle throttle strategy and control device to solve the above problems. Summary of the Invention

[0005] To address the problems of cumbersome operation and poor adaptability of existing ground effect vehicles (GEVs), this invention provides a distributed propulsion GEV throttle strategy and control device. The core focus is on optimizing control logic, using a single dual-degree-of-freedom composite joystick to achieve coordinated throttle and steering control under all operating conditions, establishing standardized linear differential distribution rules to achieve automatic switching between multiple operating conditions, greatly simplifying the operation process, improving control accuracy and operational stability, and thus solving the existing problems.

[0006] The first aspect of the present invention provides a distributed propulsion ground effect vehicle throttle control device, which adopts the following technical solution, including: The throttle control base has a longitudinal displacement groove, and a rotating wheel is rotatably mounted in the longitudinal displacement groove; the rotating wheel has a transverse displacement groove. The joystick is installed in the transverse displacement groove and is used to control the rotation of the wheel in the longitudinal displacement groove so that the joystick moves longitudinally along the longitudinal displacement groove or controls the joystick to move laterally in the transverse displacement groove. The signal acquisition module is used to acquire the longitudinal and lateral displacement signals of the joystick in real time. The central control unit has a built-in preset throttle control unit, which is used to output speed control commands for each propeller propulsion unit based on longitudinal or lateral displacement signals. The propeller-driven unit is divided into a left-side propeller-driven unit and a right-side propeller-driven unit, and the two sets of propeller-driven units are arranged symmetrically.

[0007] A further technical solution of the present invention is that when the control stick is fully extended along the lateral displacement groove to the maximum lateral stroke, the differential amount between the left propeller propulsion unit and the right propeller propulsion unit of the ground effect vehicle is 30% of the maximum differential amount.

[0008] A further technical solution of the present invention is that a longitudinal displacement stroke scale for the control lever is provided on the outer circumference of the rotary wheel, and the longitudinal displacement stroke scale is divided into a neutral zero position scale area, a forward control scale area, and a reverse gear control scale area.

[0009] A further technical solution of the present invention is that the joystick inputs a longitudinal displacement signal or a lateral displacement signal, and converts the longitudinal displacement signal and the lateral displacement signal into a standard electrical signal and transmits it to the central control unit.

[0010] A further technical solution of the present invention is that the throttle control unit includes: The normal flight control unit is used to control the two propeller-driven units on the left and the two propeller-driven units on the right to fly normally at the same reference speed according to the linear mapping relationship of the total reference speed of the longitudinal displacement when it detects that the control stick has been pushed forward from the neutral zero position scale area to the forward control scale area. The reverse gear control unit is used to control the two propeller-driven units on the left and the two propeller-driven units on the right to rotate synchronously in opposite directions at the same reference speed when the control stick is pulled backward from the neutral zero position scale area into the reverse gear control scale area, according to the linear mapping relationship of the total reference speed of the longitudinal displacement; The surface rotation control unit is used to switch to surface rotation mode when it detects that the control stick is held in the neutral zero-position scale area in the longitudinal direction without forward or backward displacement and the control stick is pressed laterally. The surface rotation mode is: the left propeller propulsion unit is controlled to rotate forward and the right propeller propulsion unit is controlled to rotate in reverse to the right side for differential control. The difference between the forward and reverse thrust output by the differential control forms the rotation torque, so as to achieve rotation in place.

[0011] A second aspect of the present invention provides a throttle control strategy for a distributed propulsion ground effect vehicle, comprising: Normal flight control strategy: Under normal flight conditions, the control stick is pushed forward from the neutral zero position scale area to advance the control scale area. According to the linear mapping relationship between the longitudinal displacement of the control stick and the total reference speed, the two propeller propulsion units on the left and the two propeller propulsion units on the right are controlled to move forward at the same reference speed for normal flight based on the total reference speed. Reverse gear control strategy: In reverse gear mode, the control stick is pulled back from the neutral zero position scale area to enter the reverse gear control scale area. According to the linear positive correlation between the longitudinal reverse displacement of the control stick and the total reverse reference speed, the two propeller propulsion units on the left and the two propeller propulsion units on the right are controlled to rotate synchronously in the opposite direction according to the same reference speed, so as to output uniform reverse thrust for reverse flight. And the surface rotation control strategy: the control stick is kept in the neutral zero-position scale area in the longitudinal direction without forward or backward displacement, and the control stick is pressed laterally. At this time, the system automatically recognizes and switches to the surface rotation mode. The surface rotation mode is: the left propeller propulsion unit is controlled to rotate forward and the right propeller propulsion unit is controlled to rotate in reverse to perform differential control. The difference between the forward and reverse thrust output by the differential control forms the rotation torque, so as to achieve rotation in place.

[0012] A further technical solution of the present invention is that, during differential control, the differential amount is 30% of the maximum differential amount, and the power output of the single-sided propeller propulsion unit is 15% of the maximum differential amount.

[0013] A further technical solution of the present invention is that the differential control steps are as follows: when the control lever is fully turned to the left, the two propeller propulsion units on the left rotate in reverse at 15% of the rated speed, and the two propeller propulsion units on the right rotate in forward at 15% of the rated speed; when the control lever is fully turned to the left, the two propeller propulsion units on the left rotate in forward at 15% of the rated speed, and the two propeller propulsion units on the right rotate in reverse at 15% of the rated speed.

[0014] A further technical solution of the present invention includes: a speed safety protection step, which is: when differential control causes the speed of any two propeller propulsion units in a group to be lower than the minimum safe speed threshold, the speed distribution ratio of the two propeller propulsion units in the opposite group is automatically adjusted to maintain the differential amount at the maximum differential amount of 30%.

[0015] A further technical solution of the present invention is that the total reference speed adjustment range is from 0 to the rated maximum speed of the propeller propulsion unit.

[0016] The beneficial effects of this invention are: 1. This invention features a unique dual-degree-of-freedom composite control structure with a single joystick. The longitudinal displacement of the joystick is responsible for adjusting the magnitude and direction of the throttle thrust, while the lateral displacement of the joystick is responsible for differential steering and water surface turning. This completely eliminates the traditional multi-lever separate control mode, allowing the driver to complete all operating conditions with just one hand. The operation process is greatly simplified, effectively reducing misoperation and control delay, and adapting to various complex operating conditions.

[0017] 2. The control strategy of this invention strictly establishes standardized rules for the adjustment range of 30% maximum differential and 15% maximum differential on one side. The lateral displacement and speed adjustment are linearly mapped throughout the process, with synchronization on the same side and opposite sides. The total thrust is constant during the turning process, and the fuselage is free from tilting and turbulence. Compared with the traditional irregular differential strategy, the control accuracy and attitude stability are significantly improved.

[0018] 3. The system automatically identifies the corresponding control strategy based on the displacement signal of the control stick, seamlessly switching between normal flight, reverse gear, and water surface turning control logic. There are no redundant manual switching steps, resulting in a high degree of intelligence. The operator can focus on navigation operations, improving work efficiency. A specifically designed water surface turning control strategy utilizes lateral pressure of the control stick in the neutral position to achieve forward and reverse differential motion, easily completing small-radius turns on the spot. This addresses the industry pain point of poor water surface maneuverability in traditional distributed propulsion ground effect vehicles, making it suitable for narrow-space operation scenarios such as nearshore and port areas. The control strategy is not limited to a specific number of blades, adapting to various symmetrical distributed propulsion layouts. It also incorporates built-in safety protection logic to prevent propulsion unit stall and overload issues, balancing handling performance and operational safety, and possessing strong engineering practicality and promotional value. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of the overall structure of an embodiment of a distributed propulsion ground effect vehicle throttle control device according to the present invention.

[0021] In the diagram: 1. Control lever; 2. Rotary wheel; 3. Reverse gear button; 4. Normal gear button; 5. Turn button. Detailed Implementation

[0022] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] An embodiment of the throttle control device for a distributed propulsion ground effect vehicle of the present invention, such as... Figure 1 As shown, it includes: a throttle control base, a joystick 1, a signal acquisition module, and a central control unit; the throttle control base has a longitudinal displacement groove, and a rotating wheel 2 is rotatably mounted in the longitudinal displacement groove; the rotating wheel 2 has a lateral displacement groove; the joystick 1 is installed in the lateral displacement groove, and the joystick 1 is used to control the rotation of the rotating wheel in the longitudinal displacement groove so that the joystick 1 moves longitudinally along the longitudinal displacement groove or controls the joystick 1 to move laterally in the lateral displacement groove; the signal acquisition module is used to acquire the longitudinal displacement signal and the lateral displacement signal of the joystick 1 in real time; the central control unit has a preset throttle control strategy, which is to output the speed control command of each propeller propulsion unit according to the longitudinal displacement signal or the lateral displacement signal; wherein, the propeller propulsion units are divided into a left propeller propulsion unit and a right propeller propulsion unit, and the two sets of propeller propulsion units are arranged symmetrically. It should be noted that the signal acquisition module uses high-precision displacement sensors, which respectively acquire the longitudinal and lateral displacement signals of the control stick, converting the mechanical displacement into standard electrical signals in real time. These signals are transmitted to the central control unit without delay or distortion, ensuring signal transmission stability. The central control unit uses an industrial-grade motion control chip and incorporates the throttle control unit of this invention. The throttle control unit outputs speed control commands for each propeller-driven unit based on the longitudinal or lateral displacement signals, and also includes built-in speed safety protection logic to mitigate operational risks of the power system. Each propeller-driven unit is equipped with a drive mechanism and a speed feedback module, possessing independent forward, reverse, and continuous linear speed regulation capabilities. It can accurately execute speed commands issued by the central control unit and simultaneously provide real-time feedback of the actual speed, forming a closed-loop control to ensure speed execution accuracy. Each propeller-driven unit is also equipped with an independent speed feedback module, which feeds back the actual speed to the central control unit in real time, forming a closed-loop speed control to reduce the deviation between the commanded speed and the actual speed, ensuring control accuracy. The control stick 1, signal acquisition module, central control unit, and propeller-driven units work together to complete the entire closed-loop control process of control signal acquisition, strategy calculation, and power execution.

[0024] For example, in one specific embodiment, the outer periphery of the rotary wheel 2 is provided with a longitudinal displacement stroke scale of the control lever 1, which is divided into a neutral zero position scale area, a forward control scale area and a reverse gear control scale area.

[0025] For example, in one specific embodiment, the joystick 1 is the core control terminal, integrating longitudinal forward and backward displacement, and lateral left and right pressure control dimensions. The longitudinal displacement stroke scale is clearly divided into a neutral zero position scale area, a forward control scale area, and a reverse control scale area. When the joystick is fully extended along the lateral displacement groove to the maximum lateral stroke, the differential between the left and right propeller propulsion units of the ground effect vehicle is 30% of the maximum differential. At the same time, it is equipped with a mechanical limit structure, that is, the longitudinal and lateral strokes of the composite joystick are equipped with mechanical limit structures to strictly limit the displacement to no more than the preset range, prevent overload of the power system due to over-range operation, and ensure accurate and stable input of control commands.

[0026] For example, in one specific embodiment, the throttle control unit includes: a normal flight control unit, a reverse gear control unit, and a water surface turning control unit; the normal flight control unit is used to control the two left propeller-driven units and the two right propeller-driven units to fly normally at the same reference speed according to the longitudinal displacement when it detects that the control stick has been pushed forward from the neutral zero position scale area into the reverse gear control scale area; the reverse gear control unit is used to control the two left propeller-driven units to fly normally at the same reference speed according to the longitudinal displacement when it detects that the control stick has been pulled backward from the neutral zero position scale area into the reverse gear control scale area. The total reference speed mapping relationship controls the two propeller propulsion units on the left and the two propeller propulsion units on the right to rotate synchronously in opposite directions at the same reference speed to achieve backward flight; the water surface turn control unit is used to switch to water surface turn mode when it detects that the control stick is kept in the neutral zero-position scale area in the longitudinal direction, without forward or backward displacement, and the control stick is pressed laterally; the water surface turn mode is: the left propeller propulsion unit is controlled to rotate forward and the right propeller propulsion unit is controlled to rotate in opposite directions to perform differential control, and the difference between the forward and reverse thrust output by the differential control is used to form a turning torque to achieve turning in place.

[0027] Secondly, such as Figure 1As shown in this embodiment, the door control base is also equipped with a mode switching button, which includes a normal button 4, a reverse button 3, and a turn button 5. All three buttons are self-resetting push-button switches, corresponding to three preset working modes: normal flight, reverse driving, and water surface turning. The mode switching button serves as the top-level operating condition selection interface, used to determine the rotation direction reference of the propeller-driven unit and the calculation rules for the joystick displacement. Normal button 4 (i.e., normal flight mode): When pressed, the system operates in normal forward motion as the basic state. Forward longitudinal movement of the joystick corresponds to a linear increase in forward thrust, while backward movement has no response (or is limited to minimal reverse micro-motion; preferably, it can be set to allow only micro-adjustments within 5% of the rated speed). Lateral pressure executes differential steering control, accelerating on the same side and decelerating on the opposite side, with a constant total thrust. This mode is the default startup mode and is suitable for conventional operating conditions such as cruising, acceleration, and water surface gliding. Reverse Gear Button 3 (Reverse Mode): When pressed, the system reverses the reference direction of longitudinal displacement. Pushing the lever forward no longer accelerates, while pulling it backward controls all propeller-driven units to rotate synchronously in the opposite direction, outputting reverse thrust. The differential rule of lateral compression is completely consistent with the normal mode, i.e., when pressing left, the left side decelerates and the right side accelerates (in reverse mode, the left side reverses at a lower speed and the right side reverses at a higher speed), thus allowing for smooth steering during reversing. This mode is equivalent to "reverse gear," allowing the driver to operate the lever for steering and throttle adjustment as if driving normally, without changing their driving habits. Turn Button 5 (Water Surface Turn Mode): When pressed, the system forcibly locks the longitudinal displacement to zero (i.e., the longitudinal forward and backward displacement signal of the lever is blocked, only the neutral position is recognized), and only responds to the lateral compression signal. At this time, regardless of whether the joystick is pressed to the left or right, the system controls one propeller-driven unit to rotate forward and the other to rotate in reverse. The forward and reverse rotation speeds are executed according to the maximum differential of 30% (15% of the rated speed on one side), forming pure rotational torque to achieve a small-radius turn in place. This mode is specifically designed for turning around in narrow spaces on the water surface. The amplitude of the lateral pressure of the joystick linearly controls the rotational speed, and the maximum rotational torque is reached when the joystick is fully pressed. Normal button 4, reverse button 3, and turn button 5 are interlocked, meaning that only one mode button is active at any given time. Pressing a new button automatically switches to the new mode and resets the previous button. During switching, the central control unit recalculates the throttle control strategy based on the current button status. The physical meaning of the neutral zero position, forward zone, and reverse zone of the longitudinal displacement stroke scale is dynamically adjusted according to the mode (for example, in reverse mode, the "forward control scale zone" actually corresponds to the reverse thrust). In all modes, the total reference speed adjustment range is 0 to the rated maximum speed, and a built-in speed safety protection logic ensures a smooth and shock-free switching process. Through the hierarchical combination of the buttons and joysticks, the driver can operate the vehicle like an automatic car, first selecting the "gear" (mode) and then using a single joystick to control the throttle and steering in an integrated manner, greatly simplifying the operation process under various working conditions.

[0028] The present invention also provides a throttle control strategy for a distributed propulsion ground effect vehicle. This throttle control strategy is integrated into the throttle control unit of a distributed propulsion ground effect vehicle throttle control device. Specifically, the throttle control strategy includes: a normal flight control strategy, a reverse gear control strategy, and a water surface turning control strategy.

[0029] The normal flight control strategy is as follows: Under normal flight conditions, the control stick is pushed forward from the neutral zero-position scale area to advance the control scale area. Based on the linear mapping relationship between the forward longitudinal displacement of the control stick and the total reference speed, the two propeller thrusters on the left and the two propeller thrusters on the right are controlled to move forward at the same reference speed for normal flight. It should be noted that in the normal flight control strategy, if a turn is required, the pilot, while maintaining the forward thrust displacement, pushes the control stick laterally. The system automatically enters the differential steering control logic. The lateral displacement is divided equally into 30% of the maximum differential range. The adjustment range of a single propeller thruster is fixed at 15%. Propulsion thrusters on the same side move synchronously, while propeller thrusters on the opposite side move in the opposite direction with equal amounts. The total thrust remains constant throughout the entire process. Turning is achieved only by generating yaw torque through the speed difference between the left and right propeller thrusters, completely solving the problems of thrust fluctuation and fuselage instability during turning. When the lever is pressed to the right, the two propeller-driven units on the left increase speed by 15% simultaneously, while the two propeller-driven units on the right decrease speed by 15% simultaneously. When the lever is pressed to the left, the two propeller-driven units on the left decrease speed by 15% simultaneously, while the two propeller-driven units on the right increase speed by 15% simultaneously. The lateral displacement and speed adjustment are linearly correlated throughout the entire range, resulting in timely control response and smooth steering.

[0030] The reverse gear control strategy is as follows: In reverse gear mode, the control stick is pulled back from the neutral zero position scale area to enter the reverse gear control scale area. Based on the linear positive correlation between the longitudinal reverse displacement of the control stick and the total reverse reference speed, the two propeller units on the left and two on the right are controlled to rotate synchronously in the opposite direction at the same reference speed, outputting uniform reverse thrust to advance reverse flight, thus meeting the requirements for deceleration on the water surface, reverse movement, and precise docking. Under this reverse gear control strategy, no changes to the control logic are required; the differential speed distribution rules for lateral compression are completely consistent with normal flight. The pilot can quickly complete the reverse gear steering operation without needing to adapt to a new control mode, significantly reducing the difficulty of operation.

[0031] The surface rotation control strategy is as follows: the control joystick is kept in the neutral zero-position scale area in the longitudinal direction without any forward or backward displacement, and the control joystick is pressed laterally. At this time, the system automatically recognizes and switches to the surface rotation mode. The surface rotation mode is as follows: the left propeller propulsion unit is controlled to rotate forward and the right propeller propulsion unit is controlled to rotate in reverse to the right side for differential control. The difference between the forward and reverse thrust output by the differential control forms the rotation torque, so as to achieve rotation in place. In the surface turning control strategy, differential control follows a differential amount of 30% of the maximum differential amount and a power output of 15% of the maximum differential amount for a single propeller propeller unit. The differential control steps are as follows: when the control stick is fully turned to the left, the two propeller propeller units on the left rotate in reverse at 15% of their rated speed, and the two propeller propeller units on the right rotate in forward at 15% of their rated speed; when the control stick is fully turned to the left, the two propeller propeller units on the left rotate in forward at 15% of their rated speed, and the two propeller propeller units on the right rotate in reverse at 15% of their rated speed. By generating a strong turning torque through the difference in forward and reverse thrust, rapid turning on the spot is achieved, significantly improving the maneuverability in narrow water spaces.

[0032] In addition, this control strategy has a built-in speed safety protection mechanism, which presets a minimum safe speed threshold for the propulsion unit. For example, in one specific embodiment, the throttle control strategy further includes a speed safety protection step, which is: when differential control causes the speed of any two propeller propulsion units in any group to fall below the minimum safe speed threshold, the speed distribution ratio of the two propeller propulsion units in the opposite group is automatically adjusted to maintain the differential amount at the maximum differential amount of 30%, which not only ensures the steering effect, but also avoids propulsion unit stall and power imbalance, thereby improving the system's operational safety.

[0033] For example, in one specific embodiment, the total reference speed adjustment range is from 0 to the rated maximum speed of the propeller-driven unit.

[0034] The present invention will be described below with reference to specific data: In this embodiment, the rated maximum speed of the propeller propulsion unit is set to 3000 RPM, the minimum safe speed is 200 RPM, and the maximum lateral differential range of 30% corresponds to a single-sided adjustment amplitude of 15% (i.e., 450 RPM). The execution effect of the throttle control strategy is verified. Example 1: Verification of normal flight control strategy: In normal flight differential steering control, the ground effect vehicle is in low-altitude normal flight state. The pilot pushes the control stick forward to 50% of its travel. According to the linear control strategy, the total reference speed is 3000RPM × 50% = 1500RPM. The four propeller propulsion units rotate synchronously at 1500RPM, outputting uniform forward thrust. Subsequently, the pilot pushes the control stick laterally to the right to 30% of the maximum differential range. The two propeller propulsion units on the left synchronously accelerate to 1500RPM + 450RPM = 1950RPM, while the two propeller propulsion units on the right synchronously decelerate to 1500RPM - 450RPM = 1050RPM. A constant speed difference is formed between the left and right sides, generating a smooth yaw moment to the right. The ground effect vehicle completes the turn without turbulence or roll, and the total thrust remains constant, perfectly matching the normal flight control strategy of this embodiment.

[0035] Example 2: Verification of in-situ water surface rotation control: With the ground effect vehicle stationary on the water surface, the pilot keeps the control stick in the longitudinal neutral zero position and pushes it laterally to the left to 30% of the maximum differential range, triggering the water surface turning control strategy. The two propeller propulsion units on the left side rotate in reverse at 450 RPM, while the two propeller propulsion units on the right side rotate forward at 450 RPM. This creates opposing thrust torques on both sides, driving the ground effect vehicle to turn rapidly to the left in place. The turning radius is much smaller than that of conventional differential steering, fully demonstrating the advantages of the special working condition control strategy of this invention.

[0036] Example 3: Verification of reverse gear steering control: The driver pulls the lever back to 40% of its travel, triggering the reverse gear control strategy. The total reverse reference speed is 3000 RPM × 40% = 1200 RPM, and the four propulsion units simultaneously output reverse thrust at 1200 RPM. Then, the driver pushes the lever to the left to 20% of the differential range. According to the reverse gear differential control rules of this invention, the reverse speed of the two propeller propulsion units on the left decreases to 1200 RPM - 300 RPM = 900 RPM, while the reverse speed of the two propeller propulsion units on the right increases to 1200 RPM + 300 RPM = 1500 RPM, achieving a smooth left turn in reverse gear. The control logic is consistent with the forward operating condition, requiring no readjustment from the driver, making operation convenient and efficient.

[0037] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A distributed propulsion ground effect vehicle throttle control device, characterized in that, include: The throttle control base has a longitudinal displacement groove, and a rotating wheel is rotatably mounted in the longitudinal displacement groove; the rotating wheel has a transverse displacement groove. The joystick is installed in the transverse displacement groove and is used to control the rotation of the wheel in the longitudinal displacement groove so that the joystick moves longitudinally along the longitudinal displacement groove or controls the joystick to move laterally in the transverse displacement groove. The signal acquisition module is used to acquire the longitudinal and lateral displacement signals of the joystick in real time. The central control unit has a built-in preset throttle control unit, which is used to output speed control commands for each propeller propulsion unit based on longitudinal or lateral displacement signals. The propeller-driven unit is divided into a left-side propeller-driven unit and a right-side propeller-driven unit, and the two sets of propeller-driven units are arranged symmetrically.

2. The throttle control device for a distributed propulsion ground effect vehicle according to claim 1, characterized in that, When the control stick is fully extended along the lateral displacement groove to its maximum lateral travel, the differential between the left and right propeller propulsion units of the ground effect vehicle is 30% of the maximum differential.

3. The throttle control device for a distributed propulsion ground effect vehicle according to claim 1, characterized in that, The outer circumference of the rotary wheel is provided with a longitudinal displacement travel scale for the control lever, which is divided into a neutral zero position scale area, a forward control scale area, and a reverse gear control scale area.

4. The throttle control device for a distributed propulsion ground effect vehicle according to claim 1, characterized in that, The joystick inputs a longitudinal or lateral displacement signal, and converts the longitudinal and lateral displacement signals into standard electrical signals for transmission to the central control unit.

5. The throttle control device for a distributed propulsion ground effect vehicle according to claim 1, characterized in that, The throttle control unit includes: The normal flight control unit is used to control the two propeller-driven units on the left and the two propeller-driven units on the right to fly normally at the same reference speed according to the linear mapping relationship of the total reference speed of the longitudinal displacement when it detects that the control stick has been pushed forward from the neutral zero position scale area to the forward control scale area. The reverse gear control unit is used to control the two propeller-driven units on the left and the two propeller-driven units on the right to rotate synchronously in opposite directions at the same reference speed when the control stick is pulled backward from the neutral zero position scale area into the reverse gear control scale area, according to the linear mapping relationship of the total reference speed of the longitudinal displacement; The surface rotation control unit is used to switch to surface rotation mode when it detects that the control stick is held in the neutral zero-position scale area in the longitudinal direction without forward or backward displacement and the control stick is pressed laterally. The surface rotation mode is: the left propeller propulsion unit is controlled to rotate forward and the right propeller propulsion unit is controlled to rotate in reverse to the right side for differential control. The difference between the forward and reverse thrust output by the differential control forms the rotation torque, so as to achieve rotation in place.

6. A throttle control strategy for a distributed propulsion ground effect vehicle, characterized in that, include: Normal flight control strategy: Under normal flight conditions, the control stick is pushed forward from the neutral zero position scale area to advance the control scale area. According to the linear mapping relationship between the longitudinal displacement of the control stick and the total reference speed, the two propeller propulsion units on the left and the two propeller propulsion units on the right are controlled to move forward at the same reference speed for normal flight based on the total reference speed. Reverse gear control strategy: In reverse gear mode, the control stick is pulled back from the neutral zero position scale area to enter the reverse gear control scale area. According to the linear positive correlation between the longitudinal reverse displacement of the control stick and the total reverse reference speed, the two propeller propulsion units on the left and the two propeller propulsion units on the right are controlled to rotate synchronously in the opposite direction according to the same reference speed, so as to output uniform reverse thrust for reverse flight. And the surface rotation control strategy: the control stick is kept in the neutral zero-position scale area in the longitudinal direction without forward or backward displacement, and the control stick is pressed laterally. At this time, the system automatically recognizes and switches to the surface rotation mode. The surface rotation mode is: the left propeller propulsion unit is controlled to rotate forward and the right propeller propulsion unit is controlled to rotate in reverse to perform differential control. The difference between the forward and reverse thrust output by the differential control forms the rotation torque, so as to achieve rotation in place.

7. The throttle control strategy for a distributed propulsion ground effect vehicle according to claim 6, characterized in that, Differential control follows the principle that the differential amount is 30% of the maximum differential amount, and the power output of the single-sided propeller propulsion unit is 15% of the maximum differential amount.

8. The throttle control strategy for a distributed propulsion ground effect vehicle according to claim 6, characterized in that, The differential control steps are as follows: when the control lever is fully turned to the left, the two propeller propulsion units on the left rotate in reverse at 15% of their rated speed, and the two propeller propulsion units on the right rotate in forward at 15% of their rated speed; when the control lever is fully turned to the left, the two propeller propulsion units on the left rotate in forward at 15% of their rated speed, and the two propeller propulsion units on the right rotate in reverse at 15% of their rated speed.

9. A distributed propulsion ground effect vehicle throttle control strategy according to claim 6, characterized in that, Also includes: The speed safety protection procedure is as follows: when differential control causes the speed of any two propeller propulsion units in any group to fall below the minimum safe speed threshold, the speed distribution ratio of the two propeller propulsion units in the opposite group is automatically adjusted to maintain the differential amount at the maximum differential amount of 30%.

10. A distributed propulsion ground effect vehicle throttle control strategy according to claim 6, characterized in that, The overall reference speed adjustment range is from 0 to the rated maximum speed of the propeller-driven unit.

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