An eVTOL multicopter aircraft cockpit manipulation device and flight control method

Abstract

The present application belongs to the technical field of flight control system, and discloses an eVTOL multi-rotor aircraft cockpit control device and a flight control method. The cockpit control device comprises a side lever assembly, a footrest assembly, a horizontal axial speed trimming switch and a vertical speed trimming switch. The side lever assembly can be pushed and pulled forward and backward, swung left and right, and twisted around the central axis, and the three direction controls are independent of each other. The push-pull direction force sensor, the swing direction force sensor, the twist direction force sensor and the footrest force sensor directly bear the corresponding control force respectively. The trimming switch is installed on the side lever handle. The flight control method generates vertical movement, horizontal lateral, yaw and horizontal axial control instructions according to the force signals. When the force signal is in the starting force value range, the current movement state is maintained. The vertical speed or the horizontal axial speed is controlled to zero through the trimming switch. The present application replaces the traditional displacement control mechanism with a fixed structure and a force sensor, eliminates the risk of jamming, and controls intuitively, safely and reliably.

Description

Technical Field

[0001] This invention relates to the field of flight control system technology, and in particular to an eVTOL multirotor aircraft cockpit control device and flight control method. Background Technology

[0002] Electric vertical take-off and landing (eVTOL) multi-rotor manned aircraft typically possess the following characteristics in commercial environments or intended use scenarios: they are piloted; they use electricity to provide the energy required for flight; three or more rotors directly driven by electric motors provide lift for the aircraft's flight, and the different rotational speeds of the different rotors are used to control the aircraft's direction, attitude, and speed; they do not have fixed wing surfaces to provide lift, nor do they have traditional flight control surfaces to control the aircraft's attitude; they are fixedly mounted multi-rotors without tilting capabilities; and they allow a single pilot to complete passenger-carrying flight missions.

[0003] This type of aircraft adjusts the speed of each set of motors to create a difference in rotor lift, thereby changing the aircraft's attitude tilt angle. The attitude tilt angle generates a horizontal component force, enabling translational speed regulation in the forward, backward, left, and right directions. By synchronously increasing or decreasing the speed of all motors, the relationship between the overall total lift and gravity is changed, enabling the aircraft to achieve vertical take-off and landing. At the same time, the aircraft's heading control is achieved by adjusting the speed difference between the diagonal motors.

[0004] Traditional cockpit controls for fixed-wing aircraft and helicopters are not directly applicable to this flight control principle. Fixed-wing aircraft control aerodynamic surfaces such as ailerons, elevators, and rudders via a control stick or side stick, and use the throttle to control speed and altitude. Helicopters control main rotor disk tilt, blade pitch, and tail rotor thrust via cyclic pitch sticks, collective pitch sticks, and rudder pedals. However, multi-rotor eVTOL aircraft lack aerodynamic control surfaces; their attitude, speed, and heading are all controlled by differential rotor speeds, thus requiring dedicated cockpit controls and flight control methods.

[0005] Meanwhile, traditional cockpit control structures that rely on the displacement of control components to provide feedback on control commands have an inherent risk of jamming or malfunction, and emergency response is difficult after a malfunction occurs. This issue has become a significant obstacle to the airworthiness certification and large-scale commercial application of eVTOL aircraft. With the development of the low-altitude economy, the application scenarios of eVTOL aircraft are becoming increasingly everyday and widespread, necessitating a reduction in the barriers to flight operation and the complexity of professional control to meet the needs of the general public for easy piloting. Summary of the Invention

[0006] The purpose of this invention is to provide a cockpit control device and flight control method for an eVTOL multirotor aircraft, enabling pilots to easily and intuitively control the aircraft to complete climb / descent, left / right shift, left / right turn, and forward / backward movement. At the same time, it effectively eliminates the safety impact caused by the jamming of the internal transmission mechanism in traditional displacement-type cockpit control devices, and meets the airworthiness certification and large-scale commercial application requirements of eVTOL multirotor manned aircraft.

[0007] To achieve this objective, the present invention adopts the following technical solution: An eVTOL multi-rotor aircraft cockpit control system includes a side stick assembly, a foot pedal assembly, a horizontal axial speed trim switch, and a vertical speed trim switch; The side stick assembly can be manipulated by the pilot by pushing and pulling forward and backward, swinging left and right, and twisting around the central axis of the side stick, and the manipulation in the three directions is independent of each other; The side stick assembly includes a handle, a side stick main shaft, a support housing, a push-pull force sensor, a swing force sensor, and a torsional force sensor. The handle is connected to the side stick main shaft. The torsional force sensor is disposed between the handle and the side stick main shaft, and is used to directly bear the torsional force applied by the pilot to the handle around the central axis of the side stick. The side stick main shaft is mounted on the support housing. The push-pull force sensor is disposed between the side stick main shaft and the support housing, and is used to directly bear the forward and backward push-pull force applied by the pilot to the handle. The swing force sensor is disposed between the support housing and the aircraft body, and is used to directly bear the left and right swing force applied by the pilot to the handle. The pedal assembly includes a left pedal and a right pedal. Both the left pedal and the right pedal include a pedal, a pedal control stick, and a pedal force sensor. The pedal force sensor is located between the pedal control stick and the aircraft body and directly bears the control force applied by the pilot to the corresponding pedal. Both the horizontal axial speed trim switch and the vertical speed trim switch are mounted on the handle of the side rod assembly, and are used to issue horizontal axial speed trim commands and vertical speed trim commands respectively when pressed.

[0008] Preferably, the side rod main shaft is mounted to the support housing via a first rotating shaft, and the support housing is mounted to the aircraft body via a second rotating shaft; When the pilot pushes or pulls the handle forward or backward, the main shaft of the side stick rotates relative to the support housing around the first pivot, and the push-pull force sensor directly bears the push-pull operation force. When the pilot swings the handle left or right, the support housing, together with the side rod main shaft, rotates relative to the aircraft body around the second pivot, and the swing direction force sensor directly bears the swing control force.

[0009] Preferably, the displacement of the handle of the side rod assembly during forward and backward pushing and pulling is provided by the elastic deformation of the push-pull direction force sensor; The displacement of the handle of the side rod assembly when it swings left and right is provided by the elastic deformation of the swing direction force sensor; The displacement of the handle of the side rod assembly when it is twisted about the central axis of the side rod is provided by the elastic deformation of the torsional force sensor; The displacement of the pedal when subjected to pedaling force is provided by the elastic deformation of the pedaling force sensor.

[0010] Preferably, the push-pull force sensor, the swing force sensor, the torsional force sensor, and the pedal force sensor are all equipped with electrical redundancy.

[0011] A flight control method for an eVTOL multirotor aircraft, applied to the cockpit control device of the eVTOL multirotor aircraft as described above, the flight control method for the eVTOL multirotor aircraft includes: Acquire push-pull force signal, swing force signal, torsional force signal, left foot push force signal, right foot push force signal, horizontal axial velocity balance switch status, and vertical velocity balance switch status; Based on the push-pull direction force signal, a vertical motion control command is generated, wherein pushing the side rod assembly forward corresponds to a vertical downward acceleration or speed command, and pulling the side rod assembly backward corresponds to a vertical upward acceleration or speed command; when the push-pull direction force signal is within the starting force value range, the current vertical speed is maintained; Based on the swing direction force signal, a horizontal lateral speed control command is generated, wherein a left swing corresponds to a leftward horizontal lateral speed command and a right swing corresponds to a rightward horizontal lateral speed command; when the swing direction force signal is within the range of the starting force value, the horizontal lateral speed is kept at 0; Based on the torsional force signal, a yaw rate control command is generated, wherein counterclockwise torsion corresponds to a counterclockwise yaw rate command, and clockwise torsion corresponds to a clockwise yaw rate command; when the torsional force signal is within the starting force value range, the current heading is maintained; Based on the left foot pushing force signal and the right foot pushing force signal, a horizontal axial acceleration control command is generated, wherein the left foot pushing force signal corresponds to a forward horizontal axial acceleration command and the right foot pushing force signal corresponds to a backward horizontal axial acceleration command; when the combined command of the left foot pushing force signal and the right foot pushing force signal is zero, the current horizontal axial velocity is maintained. When the vertical speed trim switch is pressed and the vertical speed trim condition is met, the vertical speed of the aircraft is controlled to 0. When the horizontal axial velocity trim switch is pressed and the horizontal axial velocity trim condition is met, the horizontal axial velocity of the aircraft is controlled to 0.

[0012] Preferably, when the vertical speed of the aircraft is greater than the vertical downward protection speed and less than the vertical upward protection speed, the push-pull direction force signal controls the vertical acceleration of the aircraft. When the aircraft's vertical speed exceeds the vertical upward protection speed but is less than the maximum climb speed, the pull-back stick force signal controls the aircraft's vertical speed; when the aircraft's vertical speed is less than the vertical downward protection speed but greater than the maximum descent speed, the push-forward stick force signal controls the aircraft's vertical speed.

[0013] Preferably, the vertical speed balancing condition is: the current vertical speed is less than the limit value and the push-pull direction force signal is within the range of the starting force value.

[0014] Preferably, the horizontal axial speed balancing condition is: the current horizontal axial speed is less than the limit value and the combined command of the left pedal and the right pedal is 0.

[0015] Preferably, the push-pull force signal, the swing force signal, the torsional force signal, the left foot pedal force signal, and the right foot pedal force signal are all subjected to amplitude limiting processing.

[0016] Preferably, when the aircraft's horizontal forward speed reaches the forward limit speed, the forward horizontal axial acceleration command is not executed; when the aircraft's horizontal backward speed reaches the backward limit speed, the backward horizontal axial acceleration command is not executed.

[0017] The beneficial effects of this invention are: This invention provides an eVTOL multirotor cockpit control system. The side stick assembly is configured as a three-way independent control structure capable of pushing / pushing, swinging left / right, and twisting around the central axis of the side stick. Push / pull force sensors, swing force sensors, and twist force sensors are respectively installed to directly bear the control force in the corresponding direction and collect force signals. Simultaneously, the pedal assembly is configured as left and right pedals, each equipped with a pedal force sensor to directly bear the pedaling force and collect force signals. This allows the pilot to intuitively control the aircraft's climb / descent, left / right movement, left / right turn, and forward / backward movement using a single side stick and dual pedals. The direction of the control actions is consistent with the direction of the aircraft's movement. The control method is simple and clear; both the side stick assembly and the foot pedal assembly adopt a fixed structure. There are no traditional transmission mechanisms, load mechanisms and dampers between the handle or pedal and the stress sensor. The force sensor itself provides a small displacement and rebound feel by utilizing its own elastic deformation. The structure is simple, lightweight and requires little maintenance. It fundamentally eliminates the risk of jamming that may occur due to the relative movement of the internal transmission mechanism in traditional displacement cockpit control devices. The horizontal axial speed trim switch and the vertical speed trim switch are both installed on the handle of the side stick assembly, which is convenient for the pilot to operate directly when holding the handle. It can easily eliminate the deviation of horizontal axial speed and vertical speed and achieve precise maintenance of the aircraft's speed and position.

[0018] This invention also provides a flight control method for an eVTOL multirotor aircraft. By acquiring push-pull force signals, yaw force signals, torsional force signals, left pedal force signals, and right pedal force signals, and generating vertical motion control commands, horizontal lateral velocity control commands, yaw rate control commands, and horizontal axial acceleration control commands respectively, it achieves decoupled control of the aircraft's vertical, lateral, yaw, and horizontal axial motion through three-way control of the side stick assembly and two-way control of the pedal assembly. Pilots can intuitively control the aircraft's ascent, descent, yaw, and forward / backward movement without complex coordination operations, reducing the threshold for flight operation and the difficulty of professional operation. When the force signal is within the starting force value range, the current motion state is maintained. When the trim conditions are met, the vertical velocity or horizontal axial velocity is controlled to zero through the trim switch, which can avoid instability caused by minor control disturbances and achieve precise maintenance of speed and position. This method uses the control force signal as the control input and does not rely on the displacement feedback of the control components. In conjunction with the fixed force sensor cockpit control device, it can effectively eliminate the risk of jamming failure and improve the safety and airworthiness of flight control. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the structure of the cockpit control device of the eVTOL multi-rotor aircraft in an embodiment of the present invention; Figure 2 This is a schematic diagram of the structure of a single pedal of the pedal assembly in an embodiment of the present invention; Figure 3 This is an example of a correspondence between push-pull control force and aircraft vertical acceleration command in an embodiment of the present invention; Figure 4 This is an example of a correspondence between push-pull control force and aircraft vertical speed command in an embodiment of the present invention; Figure 5 This is an example of a correspondence between the swing control force and the horizontal lateral speed command of the aircraft in an embodiment of the present invention; Figure 6 This is an example of a correspondence between torsional control force and yaw rate command in an embodiment of the present invention; Figure 7 This is an example of a correspondence between the left foot pedal control force and the horizontal axial acceleration command in an embodiment of the present invention; Figure 8 This is an example of the correspondence between the right foot pedal control force and the horizontal axial acceleration command in an embodiment of the present invention.

[0020] In the picture: 11. Handle; 12. Side rod spindle; 13. Support housing; 14. Push-pull force sensor; 15. Swing force sensor; 16. Torsional force sensor; 17. First rotating shaft; 18. Second rotating shaft; 21. Pedal; 22. Foot pedal lever; 23. Foot pedal force sensor; 24. Foot pedal pivot; 3. Horizontal axial speed balance switch; 4. Vertical speed balance switch. Detailed Implementation

[0021] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0022] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" 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. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0023] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0024] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, 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. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0025] like Figures 1 to 2 As shown, this invention discloses a cockpit control device for an eVTOL multirotor aircraft, including a side stick assembly, a foot pedal assembly, a horizontal axial speed trim switch 3, and a vertical speed trim switch 4. The side stick assembly can be manipulated by the pilot through forward and backward pushing and pulling, left and right swinging, and twisting around the central axis of the side stick, and the manipulation in the three directions is independent of each other. The side stick assembly includes a handle 11, a side stick main shaft 12, a support housing 13, a push-pull force sensor 14, a swing force sensor 15, and a twist force sensor 16. The handle 11 is connected to the side stick main shaft 12, and the twist force sensor 16 is disposed between the handle 11 and the side stick main shaft 12, for directly bearing the manipulation force applied by the pilot to the handle 11 around the central axis of the side stick and collecting the force signal. The side stick main shaft 12 is mounted on the support housing 13, and the push-pull force sensor 14 is disposed on the support housing 13. The side stick main shaft 12 is located between the support housing 13 and the side stick main shaft, which is used to directly bear the forward and backward pushing and pulling control force applied by the pilot to the handle 11 and to collect the force signal. The swing direction force sensor 15 is located between the support housing 13 and the aircraft body, which is used to directly bear the left and right swing control force applied by the pilot to the handle 11 and to collect the force signal. The pedal assembly includes a left pedal and a right pedal. Both the left pedal and the right pedal include a pedal 21, a pedal control stick 22 and a pedal force sensor 23. The pedal force sensor 23 is located between the pedal control stick 22 and the aircraft body, and directly bears and collects the control force applied by the pilot to the corresponding pedal 21. The horizontal axial speed trim switch 3 and the vertical speed trim switch 4 are both installed on the handle 11 of the side stick assembly, which are used to issue horizontal axial speed trim commands and vertical speed trim commands respectively when pressed.

[0026] It is understood that the cockpit control device in this embodiment is suitable for electric vertical takeoff and landing, multi-rotor, and manned aircraft. Unlike the cockpit control devices of traditional fixed-wing aircraft and helicopters, both the side stick assembly and the pedal assembly adopt a fixed structure design. Traditional components such as multi-stage transmission mechanisms, load mechanisms, and dampers are not installed between the handle 11 or pedal 21 and the stress sensor. This allows the pilot's applied control force to act directly on the force sensor, and the elastic deformation of the force sensor itself provides limited control displacement. This ensures that the pilot can obtain a coordinated feeling of control force and displacement, and fundamentally eliminates the risk of jamming caused by the relative movement between internal transmission mechanisms. The side stick assembly can be controlled by the pilot through forward and backward pushing and pulling, left and right swinging, and twisting around the side stick's central axis. The control in these three directions is independent of each other. Correspondingly, the push-pull force sensor 14, the swing force sensor 15, and the twisting force sensor 16 directly bear the control force in their respective directions and collect force signals. The side stick main shaft 12 is mounted on the support housing 13, which is mounted to the aircraft fuselage to fix the side stick assembly to the aircraft. The left and right pedals of the pedal assembly each have independent pedals 21 and pedal control sticks 22. A pedal force sensor 23 is located between the pedal control stick 22 and the aircraft body, directly bearing the pilot's pedaling force and collecting force signals. The pedal control stick 22 is connected to the aircraft body via a pedal pivot 24. When the pilot pushes down the pedal 21, the pedal control stick 22 rotates slightly around the pedal pivot 24. The pedal force sensor 23 directly bears the pedaling force caused by this rotation, undergoes elastic deformation, and collects the force signal. The horizontal axial speed trim switch 3 and the vertical speed trim switch 4 are both mounted on the handle 11 of the side stick assembly, allowing the pilot to operate them directly while holding the handle 11. When pressed, they respectively issue horizontal axial speed trim commands and vertical speed trim commands.

[0027] In some embodiments, both the horizontal axial speed trim switch 3 and the vertical speed trim switch 4 are push-to-reset switches. When pressed, the signal is activated; upon release, they automatically reset and remain in an open state. Both switches employ electrical redundancy. This means the push-to-reset switch activates the trim signal only when the pilot presses it, automatically resetting and remaining open upon release, thus generating pulsed trim commands. This prevents continuous trimming operations caused by the pilot forgetting to release the switch after completing trimming, improving operational safety and fault tolerance. The electrical redundancy further ensures the reliability and security of trim command transmission, preventing trim function failure due to a single electrical channel failure, and meeting the airworthiness certification requirements for redundancy of critical command signals.

[0028] In some embodiments, the side stick main shaft 12 is mounted on the support housing 13 via a first pivot 17, and the support housing 13 is mounted on the aircraft body via a second pivot 18. When the pilot pushes forward or pulls back the handle 11, the side stick main shaft 12 rotates relative to the support housing 13 around the first pivot 17, and the push-pull direction force sensor 14 directly bears the push-pull control force and collects the force signal. When the pilot swings the handle 11 left or right, the support housing 13 together with the side stick main shaft 12 rotates relative to the aircraft body around the second pivot 18, and the swing direction force sensor 15 directly bears the swing control force and collects the force signal.

[0029] It is understood that there are two second rotating shafts 18, which are coaxially arranged and located on opposite sides of the support housing 13, and the axes of the first rotating shaft 17 and the second rotating shaft 18 are perpendicular to each other. The handle 11 is connected to the side stick main shaft 12. A torsional force sensor 16 is located between the handle 11 and the side stick main shaft 12, allowing the torsional force sensor 16 to directly bear the torsional control force and collect force signals when the pilot twists the handle 11 around the central axis of the side stick. The side stick main shaft 12 is mounted to the support housing 13 via a first rotating shaft 17, and the support housing 13 is mounted to the aircraft body via a second rotating shaft 18. When the pilot pushes or pulls the handle 11 forward or backward, the side stick main shaft 12 rotates at a small angle relative to the support housing 13 around the first rotating shaft 17. During this rotation, the push / pull force sensor 14 is compressed or stretched, directly bearing the push / pull control force and collecting force signals. When the pilot swings the handle 11 left or right, the support housing 13, together with the side stick main shaft 12, rotates at a small angle relative to the aircraft body around the second rotating shaft 18. During this rotation, the swing force sensor 15 directly bears the swing control force and collects force signals. This structural arrangement ensures that the control forces in all three directions are directly sensed by the stress sensors, eliminating intermediate transmission stages and resulting in a simple and reliable structure.

[0030] In some embodiments, the displacement of the handle 11 of the side bar assembly when pushed or pulled forward or backward is provided by the elastic deformation of the push-pull direction force sensor 14; the displacement of the handle 11 of the side bar assembly when swaying left or right is provided by the elastic deformation of the sway direction force sensor 15; the displacement of the handle 11 of the side bar assembly when twisted about the central axis of the side bar is provided by the elastic deformation of the torsional direction force sensor 16; and the displacement of the pedal 21 of the foot pedal when subjected to pedaling force is provided by the elastic deformation of the pedaling force sensor 23.

[0031] It is understood that the aforementioned displacements are all generated by the elastic deformation of the force sensor itself, rather than by the displacement generated by the transmission mechanism, load mechanism, or damper in traditional control devices. Force sensors themselves undergo elastic deformation when subjected to external forces. This invention utilizes the elastic deformation of the force sensor itself to provide the pilot with displacement perception and rebound feel during operation, eliminating the need for additional traditional load mechanisms or dampers. By rationally designing the stiffness of each force sensor, when the pilot applies the expected control force, the force sensor produces a certain degree of elastic deformation, providing the pilot with a coordinated feeling of control force and displacement, helping the pilot confirm their operation. Simultaneously, because the displacement is extremely small, typically on the order of millimeters, such as 1mm to 2mm, the relative displacement change between the connecting links is very small, and movement will basically not be hindered by foreign objects. In practical engineering, force sensors with different stiffness and ranges can be selected according to the aircraft's control quality requirements; with higher stiffness, the displacement under the same control force is smaller, and the control feel is closer to rigid force control; with lower stiffness, the displacement sensation is more obvious, but still remains on the order of millimeters.

[0032] In some embodiments, the push-pull force sensor 14, the yaw force sensor 15, the torsional force sensor 16, and the pedal force sensor 23 all employ an electrically redundant configuration. It is understood that this electrical redundancy configuration ensures the reliability and safety of the acquired signals. Each force sensor can be an integrated sensor with internal redundant electrical structures, or multiple independent sensors can be combined to achieve redundant signal output; the specific choice depends on the aircraft's safety requirements. Similarly, the horizontal axial velocity trim switch 3 and the vertical velocity trim switch 4 can also employ an electrically redundant configuration to ensure the reliable transmission of trim commands.

[0033] This invention also discloses a flight control method for an eVTOL multirotor aircraft, applied to the cockpit control device of any of the above embodiments of the eVTOL multirotor aircraft, comprising: Acquire push-pull force signal, swing force signal, torsional force signal, left foot push force signal, right foot push force signal, horizontal axial velocity balance switch 3 state and vertical velocity balance switch 4 state; Based on the push-pull force signal, a vertical motion control command is generated, where the front push side rod assembly corresponds to a vertical downward acceleration or speed command, and the rear pull side rod assembly corresponds to a vertical upward acceleration or speed command; when the push-pull force signal is within the range of the starting force value, the current vertical speed is maintained. Based on the swing direction force signal, a horizontal lateral velocity control command is generated, where a left swing corresponds to a leftward horizontal lateral velocity command and a right swing corresponds to a rightward horizontal lateral velocity command; when the swing direction force signal is within the range of the starting force value, the horizontal lateral velocity is kept at 0; Based on the torsional force signal, a yaw rate control command is generated, where counterclockwise torsion corresponds to a counterclockwise yaw rate command, and clockwise torsion corresponds to a clockwise yaw rate command; when the torsional force signal is within the starting force value range, the current heading is maintained; Based on the left and right foot push-off force signals, a horizontal axial acceleration control command is generated, where the left foot push-off force signal corresponds to the forward horizontal axial acceleration command and the right foot push-off force signal corresponds to the backward horizontal axial acceleration command; when the combined command of the left and right foot push-off force signals is zero, the current horizontal axial velocity is maintained. When the vertical speed trim switch 4 is pressed and the vertical speed trim condition is met, the vertical speed of the aircraft is controlled to 0; when the horizontal axial speed trim switch 3 is pressed and the horizontal axial speed trim condition is met, the horizontal axial speed of the aircraft is controlled to 0.

[0034] Understandably, the aforementioned flight control method achieves decoupled control of the aircraft's vertical, lateral, yaw, and horizontal axial motions through the three-way control forces of the side stick assembly and the two-way control forces of the pedal assembly. Specifically, push-pull force signals control vertical motion (push forward corresponds to downward, pull back corresponds to upward); yaw force signals control lateral motion (left yaw corresponds to left, right yaw corresponds to right); torsional force signals control yaw rate (counter-clockwise torsional corresponds to counter-clockwise turning, clockwise torsional corresponds to clockwise turning); left and right pedal force signals correspond to forward and backward horizontal axial acceleration commands, respectively, and the combined result determines the horizontal axial acceleration. When the force signals in each direction are within the starting force range, the flight control computer does not generate motion change commands in the corresponding direction to maintain the current motion state; when the trim switch is pressed and the corresponding trim conditions are met, the flight control computer controls the corresponding velocity to zero, achieving precise trim. This method uses the control force signal as the control input, does not rely on the displacement feedback of the control components, and works in conjunction with the fixed force sensor cockpit control device to effectively eliminate the risk of jamming failure and improve the safety and airworthiness of flight control.

[0035] In some embodiments, when the vertical speed of the aircraft is greater than the vertical downward protection speed but less than the vertical upward protection speed, the push-pull direction force signal controls the vertical acceleration of the aircraft; when the vertical speed of the aircraft exceeds the vertical upward protection speed but is less than the maximum climb speed, the pull-back stick force signal controls the vertical speed of the aircraft; when the vertical speed of the aircraft is less than the vertical downward protection speed but greater than the maximum descent speed, the push-forward stick force signal controls the vertical speed of the aircraft.

[0036] Understandably, when the vertical speed is between the vertical downward protection speed and the vertical upward protection speed, the flight control computer generates a vertical acceleration command based on the push / pull force signal, with the magnitude of the control force determining the magnitude of the vertical acceleration. Once the vertical speed reaches the vertical upward protection speed, if the side stick is pulled back further, the flight control computer switches to generating a vertical speed command, controlling the aircraft to climb at a vertical speed not exceeding the maximum climb speed. Similarly, when the vertical speed reaches the vertical downward protection speed, if the side stick is pushed forward further, the flight control computer switches to generating a vertical speed command, controlling the aircraft to descend at a vertical speed not exceeding the maximum descent speed. In this way, acceleration control can be implemented at lower vertical speeds, improving response speed; when the vertical speed approaches or exceeds the protection speed, it switches to speed control to prevent vertical speed from exceeding limits.

[0037] In some embodiments, the vertical speed trim condition is: the current vertical speed is less than the limit value and the push / pull directional force signal is within the range of the starting force value. It can be understood that when the pilot adjusts the aircraft's vertical speed to a small range close to zero by pushing or pulling the side stick, and the push / pull directional force signal returns to the range of the starting force value, pressing the vertical speed trim switch 4 will cause the flight control computer to receive the trim command, precisely control the vertical speed to 0, and maintain the current flight altitude. This method allows the pilot to quickly eliminate vertical speed errors when hovering or maintaining altitude.

[0038] In some embodiments, the horizontal axial velocity trim condition is: the current horizontal axial velocity is less than a limit value and the combined command of the left and right pedals is 0. It can be understood that when the pilot adjusts the aircraft's horizontal axial velocity to a small range close to zero by pressing the left or right pedal, and the combined command of the left and right pedals is zero, pressing the horizontal axial velocity trim switch 3 will cause the flight control computer to precisely control the horizontal axial velocity to 0, achieving horizontal position maintenance and facilitating the pilot to quickly stabilize the aircraft's horizontal position.

[0039] In some embodiments, the push-pull directional force signal, yaw directional force signal, torsional directional force signal, left pedal force signal, and right pedal force signal are all amplitude-limited. It is understood that amplitude-limiting the control force signals prevents control commands from exceeding the aircraft's permissible range due to excessive control forces applied by the pilot. For example, for the push-pull directional force signal, when the control force exceeds the corresponding upper limit value, it is calculated according to the upper limit value; when it is below the corresponding lower limit value, it is calculated according to the lower limit value. A similar amplitude-limiting strategy is used for the yaw directional force signal, torsional directional force signal, and pedal force signal. Amplitude-limiting ensures the stability and safety of flight control commands.

[0040] In some embodiments, when the aircraft's horizontal forward speed reaches the forward speed limit, no forward horizontal axial acceleration command is executed; when the aircraft's horizontal backward speed reaches the backward speed limit, no backward horizontal axial acceleration command is executed. It is understood that the above-described horizontal speed limiting strategy is used to prevent the aircraft's horizontal axial speed from exceeding a safe range. When the aircraft's horizontal forward speed reaches the forward speed limit, even if the left foot push-off signal is still present, the flight control computer will not execute a forward horizontal axial acceleration command until the forward speed is again below the forward speed limit; when the horizontal backward speed reaches the backward speed limit, the flight control computer will not execute a backward horizontal axial acceleration command until the backward speed is again above the backward speed limit. This avoids safety hazards caused by excessive horizontal speed.

[0041] To facilitate understanding, examples will be used below, combined with... Figure 3 and Figure 4 Understand the specific process of vertical velocity control. Establish a coordinate system where upward acceleration / velocity values ​​are positive, downward acceleration / velocity values ​​are negative, the control force applied to the pull-back side stick assembly is positive, and the control force applied to the push-forward side stick assembly is negative. The positive and negative signs only represent direction and are for ease of explanation. Within each quadrant, the force / acceleration / velocity value gradually increases as it moves away from the origin, and gradually decreases as it moves away. When the pilot pushes the side stick forward, the flight control computer proportionally converts the control force collected by the push / pull force sensor 14 into a downward vertical acceleration or velocity command for the aircraft; when the pilot pulls the side stick backward, the flight control computer proportionally converts the control force collected by the push / pull force sensor 14 into an upward vertical acceleration or velocity command; when the pilot applies a push-forward or pull-back control force to the side stick within the starting force range, the flight control computer outputs a vertical acceleration command of 0, maintaining the current vertical velocity. The starting force range is... Figure 3 Between F3 and F0, where F3 is the forward push control force (negative value) and F0 is the backward pull control force (positive value), the flight control computer limits the control force signals. Control forces greater than or equal to F2 (positive value) are calculated as F2, and control forces less than or equal to F4 (negative value) are calculated as F4. When the aircraft's vertical speed is less than the vertical upward protection speed V1 (positive value) and greater than the vertical downward protection speed V3 (negative value), the side stick push and pull control forces are processed by the flight control computer to control the aircraft's vertical acceleration. A forward push control force commands downward acceleration, and a backward pull control force commands upward acceleration. The magnitude of the control force determines the magnitude of the vertical acceleration.

[0042] When the aircraft's vertical speed is greater than the vertical upward protection speed V1 and less than the maximum climb speed V2 (i.e., between V1 and V2), the pull-back control force of the side stick assembly is processed by the flight control computer to control the aircraft's vertical speed. When the aircraft's vertical speed is less than the vertical downward protection speed V3 and greater than the maximum descent speed V4 (i.e., between V4 and V3), the push-forward control force of the side stick is processed by the flight control computer to control the aircraft's vertical speed.

[0043] For example, if the aircraft's initial vertical speed is between V3 and V1, and the pilot continuously applies a control force between F0 and F2 but less than F2, the flight control computer outputs a vertically upward acceleration command, and the aircraft's vertical speed gradually increases. Before the vertical speed reaches V1, the side stick assembly returns to center and no longer applies a pull force, and the flight control computer outputs a vertical acceleration command of 0. The flight control computer maintains the aircraft's vertical speed at the vertical speed when the side stick returns to center.

[0044] For example, if the aircraft's initial vertical speed is between V3 and V1, and the pilot continuously applies a control force between F0 and F2, but less than F2, the flight control computer outputs a vertically upward acceleration command, and the aircraft's vertical speed gradually increases. After the vertical speed reaches V1, the side stick does not return to center but does not increase the pull either. The flight control computer outputs a vertical acceleration command of 0, maintaining the vertical speed at V1. If the side stick returns to center at this time, the aircraft will still maintain the vertical speed V1.

[0045] For example, if the aircraft's initial vertical speed is between V3 and V1, and the pilot's continuous control force is between F0 and F2 but less than F2, the flight control computer outputs a vertically upward acceleration command, and the aircraft's vertical speed gradually increases. If the pilot then controls the aircraft's vertical speed to V1 with a control force of F5, and intends to continue accelerating, a greater control force F than F5 is required. In this case, the flight control computer outputs a speed command of V1 + (V2 - V1) / (F2 - F5) × (F - F5). This formula is only one example of proportionally calculating the speed command; other calculation methods can be used in specific applications. If the pilot's subsequent pull-back control force drops back to between F7 and F5, the flight control computer will maintain the vertical speed command of V1. If, after reaching V1, the pilot continues to apply a control force greater than or equal to F2, the flight control computer will gradually control the vertical speed to the maximum climb speed V2 according to the preset acceleration command and maintain it. A similar control strategy is used to control the aircraft's downward vertical velocity and vertical acceleration. Correspondingly, assuming the pilot's control force is F6 when the aircraft's vertical velocity is controlled to V3, if the pilot intends to continue accelerating, a greater control force than F6 needs to be applied. The rest is similar and will not be elaborated further. Once the aircraft has an upward vertical velocity, the pilot only needs to push the stick forward to reduce the upward vertical velocity or to give the aircraft a downward vertical velocity.

[0046] The specific process of horizontal lateral speed control is as follows: When the pilot swings the side stick to the left, the flight control computer converts the control force collected by the swing direction force sensor 15 into a horizontal lateral speed command for the aircraft to the left; when the pilot swings the side stick to the right, the flight control computer converts the control force collected by the swing direction force sensor 15 into a horizontal lateral speed command for the aircraft to the right; when the control force applied by the pilot to the side stick for left and right swings is within the range of the starting force value, the horizontal lateral speed command output by the flight control computer is 0.

[0047] Combination Figure 5When the control force F in the yaw direction is between F10 and F12, the flight control computer outputs a proportional lateral speed command of V5 / (F12-F10)×(F-F10). This proportional calculation formula is only an example, and specific applications can be adapted according to different aircraft models and performance. When the control force F in the yaw direction is between F11 and F13, the flight control computer outputs a proportional lateral speed command of V6 / (F13-F11)×(F-F11). This proportional calculation formula is only an example, and specific applications can be adapted according to different aircraft models and performance. When the control force F in the yaw direction is between F11 and F10, that is, within the range of the starting force value in the yaw direction, the flight control computer outputs a lateral speed command of 0. Similarly, the flight control computer also performs amplitude limiting processing on the control force signal in the yaw direction; control forces greater than or equal to F12 are calculated as F12, and control forces less than or equal to F13 are calculated as F13.

[0048] The specific process of yaw direction control is as follows: When the pilot rotates the side stick counterclockwise, the flight control computer converts the control force collected by the torsional force sensor 16 into a yaw rate command for the aircraft to turn counterclockwise; when the pilot rotates the side stick clockwise, the flight control computer converts the control force collected by the torsional force sensor 16 into a yaw rate command for the aircraft to turn clockwise; when the rotational control force applied by the pilot to the side stick is within the range of the starting force value, the yaw rate command output by the flight control computer is 0, and the aircraft maintains the current heading.

[0049] Combined with appendix Figure 6 When the control force F in the twist direction is between F20 and F22, the flight control computer outputs a proportional yaw rate command of w1 / (F22-F20)×(F-F20). This proportional calculation formula is only an example, and specific applications can be adapted according to different aircraft models and performance. When the control force F in the twist direction is between F21 and F23, the flight control computer outputs a proportional yaw rate command of w2 / (F23-F21)×(F-F21). This proportional calculation formula is only an example, and specific applications can be adapted according to different aircraft models and performance. When the control force F in the twist direction is between F21 and F20, the flight control computer outputs a yaw rate command of 0. Similarly, the flight control computer performs amplitude limiting processing on the control force signal in the twist direction; control forces greater than or equal to F22 are calculated as F22, and control forces less than or equal to F23 are calculated as F23.

[0050] The specific process of horizontal axial speed control is as follows: When the pilot pushes off the left pedal, the flight control computer converts the control force collected by the left pedal force sensor into a forward horizontal axial acceleration command for the aircraft; when the pilot pushes off the right pedal, the flight control computer converts the control force collected by the right pedal force sensor into a backward horizontal axial acceleration command for the aircraft; when the sum of the commands applied by the pilot on the left and right pedals is 0, the horizontal axial acceleration command output by the flight control computer is 0, and the aircraft maintains its current horizontal axial speed.

[0051] For example, in combination Figure 7 and Figure 8 When the control force F collected by the left foot pedal force sensor is less than F30, the horizontal axial acceleration command output by the flight control computer is 0. When the control force F collected by the single left foot pedal force sensor is between F30 and F31, the forward horizontal axial acceleration command a33 is determined according to the formula a33=(F-F30) / (F31-F30)×a31; When the control force F collected by the single left foot pedal force sensor is between F31 and F32, the forward horizontal axial acceleration command a33 is determined by the formula a33=a31+(F-F31) / (F32-F31)×(a32-a31); when the control force F collected by the left foot pedal force sensor is greater than or equal to F32, the forward horizontal axial acceleration command is a32.

[0052] Similarly, when the control force F collected by the single right foot pedal force sensor is less than F40, the horizontal axial acceleration command output by the flight control computer is 0. When the steering force F collected by the single right foot pedal force sensor is between F40 and F41, the rearward horizontal axial acceleration command a43 is determined according to the formula a43=(F-F40) / (F41-F40)×a41; when the steering force F collected by the single right foot pedal force sensor is greater than or equal to F41, the rearward horizontal axial acceleration command is a41 to limit the horizontal rearward speed, ensuring that the change in rearward speed is not too rapid and ensuring driving safety. Optionally, the maximum rearward horizontal axial acceleration a41 can be less than or equal to the forward horizontal axial acceleration a31.

[0053] The flight control computer limits the amplitude of both the left and right pedal control force signals. Left pedal control forces exceeding F32 are calculated as F32, and right pedal control forces exceeding F41 are calculated as F41. If the pilot operates both pedals simultaneously, the left and right pedal commands are added to obtain the horizontal acceleration command. If the sum is positive, the flight control computer outputs a forward acceleration command; if the sum is negative, it outputs a backward acceleration command; and if the sum is zero, the flight control computer outputs zero acceleration.

[0054] It is understandable that the aforementioned horizontal lateral speed control, yaw direction control, and horizontal axial speed control all employ piecewise linear proportional relationships, such as... Figures 5 to 8 The broken line shape in the figure is only a feasible example. Specific parameters such as proportional coefficient, starting force value, amplitude limit value, and protection speed can be adjusted according to the dynamic characteristics and handling quality requirements of different aircraft, but the overall control logic remains unchanged.

[0055] The specific operations for vertical speed trim and horizontal axial speed trim are as follows: To accurately and conveniently adjust the vertical speed to 0 so that the aircraft can maintain its altitude, when the pilot adjusts the vertical speed below a certain limit by pushing or pulling the side stick and then stops pushing or pulling the side stick, the pilot can press the vertical speed trim switch 4 located on the side stick. After receiving the activation signal from the vertical speed trim switch 4, the flight control computer controls the vertical speed to 0 until the pilot re-operates the side stick to adjust the vertical speed. Similarly, to accurately and conveniently adjust the horizontal axial speed to 0 so that the aircraft can maintain its level position, when the pilot controls the horizontal forward speed below a certain limit by pressing the left and right pedals, and the combined command of the left and right pedals is 0, the pilot can press the horizontal axial speed trim switch 3 located on the side stick. After receiving the activation signal from the horizontal axial speed trim switch 3, the flight control computer controls the horizontal speed to 0 until the pilot re-operates the pedals to adjust the horizontal axial speed.

[0056] Understandably, the aforementioned cockpit controls and flight control methods offer the following advantages: a single side stick can control three degrees of freedom: climb / descent, left / right shift, and left / right turn. The direction of the side stick's movement aligns with the aircraft's direction of motion, providing intuitive control for the pilot. The control method is simple and clear. The configuration of left and right pedals for horizontal acceleration and deceleration fully utilizes the cockpit's space, avoiding the need for additional side sticks or throttle levers on the cockpit control panel to adjust speed. This reduces the space occupied by the cockpit control panel and lessens the burden on the pilot's hands. Furthermore, this configuration and control method are similar to the throttle and brake configurations in conventional automobiles, making it easy for personnel familiar with automotive speed control to learn and understand, facilitating training. Both the side stick and pedals employ a fixed structure design, resulting in a simple structure, light weight, and minimal maintenance. This also eliminates the risk of jamming inherent in traditional cockpit controls due to relative movement within the internal transmission mechanisms.

[0057] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art will be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A cockpit control device for an eVTOL multi-rotor aircraft, characterized in that, Includes side bar assembly, foot pedal assembly, horizontal axial speed balance switch (3) and vertical speed balance switch (4); The side stick assembly can be manipulated by the pilot by pushing and pulling forward and backward, swinging left and right, and twisting around the central axis of the side stick, and the manipulation in the three directions is independent of each other; The side stick assembly includes a handle (11), a side stick main shaft (12), a support housing (13), a push-pull force sensor (14), a swing force sensor (15), and a torsional force sensor (16). The handle (11) is connected to the side stick main shaft (12). The torsional force sensor (16) is disposed between the handle (11) and the side stick main shaft (12) to directly bear the control force applied by the pilot to the handle (11) to twist around the central axis of the side stick. The side stick main shaft (12) is mounted on the support housing (13). The push-pull force sensor (14) is disposed between the side stick main shaft (12) and the support housing (13) to directly bear the forward and backward push-pull control force applied by the pilot to the handle (11). The swing force sensor (15) is disposed between the support housing (13) and the aircraft body to directly bear the left and right swing control force applied by the pilot to the handle (11). The pedal assembly includes a left pedal and a right pedal. Both the left pedal and the right pedal include a pedal (21), a pedal control stick (22), and a pedal force sensor (23). The pedal force sensor (23) is located between the pedal control stick (22) and the aircraft body and directly bears the control force applied by the pilot to the corresponding pedal (21). The horizontal axial speed trim switch (3) and the vertical speed trim switch (4) are both mounted on the handle (11) of the side rod assembly, and are used to issue horizontal axial speed trim commands and vertical speed trim commands respectively when pressed.

2. The eVTOL multi-rotor aircraft cockpit control device according to claim 1, characterized in that, The side rod main shaft (12) is mounted on the support housing (13) via the first rotating shaft (17), and the support housing (13) is mounted on the aircraft body via the second rotating shaft (18); When the pilot pushes or pulls the handle (11) forward or backward, the side stick spindle (12) rotates about the first pivot (17) relative to the support housing (13), and the push-pull direction force sensor (14) directly bears the push-pull operation force; When the pilot swings the handle (11) left and right, the support housing (13) together with the side rod main shaft (12) rotates relative to the aircraft body around the second rotating shaft (18), and the swing control force is directly borne by the swing direction force sensor (15).

3. The eVTOL multi-rotor aircraft cockpit control device according to claim 1, characterized in that, The displacement of the handle (11) of the side rod assembly during forward and backward pushing and pulling is provided by the elastic deformation of the push-pull direction force sensor (14); The displacement of the handle (11) of the side rod assembly when swinging left and right is provided by the elastic deformation of the swing direction force sensor (15); The displacement of the handle (11) of the side rod assembly when it is twisted about the central axis of the side rod is provided by the elastic deformation of the torsional force sensor (16); The displacement of the pedal (21) of the foot pedal when subjected to pedaling force is provided by the elastic deformation of the pedaling force sensor (23).

4. The eVTOL multi-rotor aircraft cockpit control device according to any one of claims 1-3, characterized in that, The push-pull force sensor (14), the swing force sensor (15), the torsional force sensor (16), and the pedal force sensor (23) are all equipped with electrical redundancy.

5. A flight control method for an eVTOL multirotor aircraft, applied to the cockpit control device of the eVTOL multirotor aircraft as described in any one of claims 1-4, characterized in that, The flight control method for the eVTOL multi-rotor aircraft includes: Acquire push-pull force signal, swing force signal, torsional force signal, left foot push force signal, right foot push force signal, horizontal axial speed balance switch (3) status and vertical speed balance switch (4) status; Based on the push-pull direction force signal, a vertical motion control command is generated, wherein pushing the side rod assembly forward corresponds to a vertical downward acceleration or speed command, and pulling the side rod assembly backward corresponds to a vertical upward acceleration or speed command; when the push-pull direction force signal is within the starting force value range, the current vertical speed is maintained; Based on the swing direction force signal, a horizontal lateral speed control command is generated, wherein a left swing corresponds to a leftward horizontal lateral speed command and a right swing corresponds to a rightward horizontal lateral speed command; when the swing direction force signal is within the range of the starting force value, the horizontal lateral speed is kept at 0; Based on the torsional force signal, a yaw rate control command is generated, wherein counterclockwise torsion corresponds to a counterclockwise yaw rate command, and clockwise torsion corresponds to a clockwise yaw rate command; when the torsional force signal is within the starting force value range, the current heading is maintained; Based on the left foot pushing force signal and the right foot pushing force signal, a horizontal axial acceleration control command is generated, wherein the left foot pushing force signal corresponds to a forward horizontal axial acceleration command and the right foot pushing force signal corresponds to a backward horizontal axial acceleration command; when the combined command of the left foot pushing force signal and the right foot pushing force signal is zero, the current horizontal axial velocity is maintained. When the vertical speed trim switch (4) is pressed and the vertical speed trim condition is met, the vertical speed of the aircraft is controlled to 0. When the horizontal axial speed trim switch (3) is pressed and the horizontal axial speed trim condition is met, the horizontal axial speed of the aircraft is controlled to 0.

6. The eVTOL multi-rotor flight control method according to claim 5, characterized in that, When the vertical velocity of the aircraft is greater than the vertical downward protection velocity but less than the vertical upward protection velocity, the push-pull direction force signal controls the vertical acceleration of the aircraft. When the aircraft's vertical speed exceeds the vertical upward protection speed but is less than the maximum climb speed, the pull-back stick force signal controls the aircraft's vertical speed. When the aircraft's vertical speed is less than the vertical downward protection speed but greater than the maximum descent speed, the forward push stick force signal controls the aircraft's vertical speed.

7. The eVTOL multi-rotor flight control method according to claim 5, characterized in that, The vertical speed balancing condition is: the current vertical speed is less than the limit value and the push-pull direction force signal is within the range of the starting force value.

8. The eVTOL multi-rotor flight control method according to claim 5, characterized in that, The horizontal axial speed balancing condition is: the current horizontal axial speed is less than the limit value and the combined command of the left and right pedals is 0.

9. The eVTOL multi-rotor flight control method according to any one of claims 5-8, characterized in that, The push-pull force signal, the swing force signal, the torsional force signal, the left foot pedal force signal, and the right foot pedal force signal are all subjected to amplitude limiting processing.

10. The eVTOL multi-rotor flight control method according to any one of claims 5-8, characterized in that, When the aircraft's horizontal forward speed reaches the forward speed limit, the forward horizontal axial acceleration command is not executed; when the aircraft's horizontal backward speed reaches the backward speed limit, the backward horizontal axial acceleration command is not executed.

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