Control system and aircraft

Abstract

The embodiment of the utility model provides a control system and an airplane, and relates to the technical field of aircrafts. According to the control system and the airplane provided by the utility model, the first control assembly, the second control assembly and the two elevators are arranged at the tail part of the airplane, and the first driving piece of the first control assembly independently controls the first elevator to swing along the horizontal direction; a second driving piece of the second control assembly independently controls the second elevator to swing in the horizontal direction, and the first elevator and the second elevator can be independently controlled through the first operation assembly and the second control assembly, so that even under the condition that any one of the first elevator and the second elevator breaks down, the first elevator and the second elevator can swing in the horizontal direction. The other elevator can still be operated, so that the safety of an aircraft system is effectively improved; meanwhile, the first elevator is independently controlled through the first driving piece, the second elevator is independently controlled through the second driving piece, and the synchronism of the first elevator and the second elevator in the operation process is guaranteed.

Description

Technical Field

[0001] This utility model relates to the field of aircraft technology, and more specifically, to a control system and an aircraft. Background Technology

[0002] With the development of the general aviation field, the use of light unmanned aerial vehicles (UAVs) is becoming increasingly widespread. Among them, the elevator is an important control surface for the flight control of light UAVs.

[0003] Drones in related technologies typically use an elevator. If the elevator malfunctions, such as when the control surface jams or the servo mechanism fails, the drone will completely lose its pitch control capability, leading to a risk of crash and low safety. Utility Model Content

[0004] The purpose of this invention is to provide a control system and an aircraft that can improve the safety of aircraft systems.

[0005] The embodiments of this utility model can be implemented as follows:

[0006] In a first aspect, this utility model provides a control system, comprising:

[0007] A first control assembly, the first control assembly including a first drive unit disposed inside the aircraft, the output end of the first drive unit being connected to a first elevator, the first drive unit being used to control the first elevator to swing in the horizontal direction.

[0008] The second control assembly includes a second drive unit disposed within the aircraft. The output end of the second drive unit is connected to the second elevator via a transmission. The second drive unit is used to control the second elevator to swing in the horizontal direction.

[0009] The first elevator and the second elevator are located at the tail of the aircraft and are rotatably connected to the aircraft. The aircraft has a fuselage axis along its extension direction, and the first elevator and the second elevator are symmetrically arranged along the fuselage axis.

[0010] In an optional embodiment, the output end of the first drive member is provided with a retractable first output shaft, one end of the first output shaft is connected to the output end of the first drive member, and the other end is connected to the first elevator.

[0011] The output end of the second drive unit is provided with a retractable second output shaft. One end of the second output shaft is connected to the output end of the second drive unit, and the other end is connected to the second elevator.

[0012] In an optional embodiment, the first control component further includes a first transmission component, one end of which is connected to the output end of the first drive member, and the other end is connected to the first elevator to cause the first elevator to rotate.

[0013] The second control component includes a second transmission component, one end of which is connected to the output end of the second drive member, and the other end is connected to the second elevator to make the second elevator rotate.

[0014] In an optional embodiment, the first transmission assembly includes a first connecting rod and a first control surface rocker arm. The first control surface rocker arm is connected to the first elevator. One end of the first connecting rod is connected to the output end of the first drive member, and the other end is rotatably connected to the first control surface rocker arm.

[0015] The second transmission assembly includes a second connecting rod and a second control surface rocker arm. The second control surface rocker arm is connected to the second elevator. One end of the second connecting rod is connected to the output end of the second drive unit, and the other end is rotatably connected to the second control surface rocker arm.

[0016] In an optional embodiment, the first transmission assembly further includes a first rocker arm, which is rotatably connected to the aircraft. The first rocker arm includes a first end and a second end. The first end of the first rocker arm is rotatably connected to the output end of the first drive member, and the second end of the first rocker arm is rotatably connected to one end of the first connecting rod.

[0017] The second transmission assembly further includes a second rocker arm, which is rotatably connected to the aircraft. The second rocker arm includes a first end and a second end. The first end of the second rocker arm is rotatably connected to the output end of the second drive member, and the second end of the second rocker arm is rotatably connected to one end of the second connecting rod.

[0018] In an optional embodiment, the aircraft is provided with a first support and a second support, and a connecting shaft is rotatably connected between the first support and the second support. The connecting shaft passes through the first rocker arm and the second rocker arm, and the first rocker arm and the second rocker arm are rotatably connected to the connecting shaft.

[0019] In an optional embodiment, the aircraft includes at least a mounting plate, a first bulkhead, and a second bulkhead, wherein the first bulkhead, the mounting plate, and the second bulkhead are spaced apart along the extension direction of the aircraft; the mounting plate is horizontally arranged, with one end connected to the second bulkhead and the other end connected to the first bulkhead;

[0020] The first driving member and the second driving member are disposed on the mounting plate, and the first driving member and the second driving member are spaced apart and symmetrically arranged along the fuselage axis;

[0021] The first support and the second support are disposed on the first partition and located on the side away from the second partition. The first support and the second support are spaced apart and symmetrically arranged along the fuselage axis.

[0022] The output end of the first driving component passes through the first partition and is connected to the first end of the first rocker arm in a transmission manner, and the output end of the second driving component passes through the first partition and is connected to the first end of the second rocker arm in a transmission manner.

[0023] In an optional embodiment, the first elevator is provided with a first pivot shaft that extends laterally through the first elevator, the first pivot shaft is rotatably connected to the aircraft, and the first control surface rocker arm is connected to the first pivot shaft.

[0024] The second elevator is provided with a second rotating shaft that runs horizontally through the second elevator. The second rotating shaft is rotatably connected to the aircraft, and the second control surface rocker arm is connected to the second rotating shaft.

[0025] In an optional embodiment, the tail of the aircraft is provided with a first mounting seat, a second mounting seat, and a fixed seat, the fixed seat being disposed between the first mounting seat and the second mounting seat, and the fixed seat being fixed to the first mounting seat and the second mounting seat respectively;

[0026] The first rotating shaft is rotatably connected to the first mounting base, and the second rotating shaft is rotatably connected to the second mounting base.

[0027] Secondly, the present invention provides an aircraft including the control system described in any of the foregoing embodiments.

[0028] The beneficial effects of the control system and aircraft provided by this utility model embodiment include:

[0029] By arranging a first control assembly, a second control assembly, and two elevators at the tail of the aircraft, the first drive of the first control assembly independently controls the first elevator to swing horizontally, and the second drive of the second control assembly independently controls the second elevator to swing horizontally. The first and second elevators can be independently controlled by the first and second control assemblies, so that even if either the first or second elevator fails, the other elevator can still be operated, effectively improving the safety of the aircraft system. At the same time, the independent control of the first elevator by the first drive and the independent control of the second elevator by the second drive ensures the synchronization of the first and second elevators during operation. Attached Figure Description

[0030] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 This is a top view of the aircraft tail provided in this embodiment;

[0032] Figure 2 for Figure 1 A partial schematic diagram;

[0033] Figure 3 This is a schematic diagram of the structure of the aircraft tail section provided in this embodiment;

[0034] Figure 4 This is a partial schematic diagram of the aircraft tail provided in this embodiment;

[0035] Figure 5 This is a side view of the tail section of the aircraft provided in this embodiment.

[0036] Icons: 010 - Aircraft; 011 - Fuselage axis; 100 - Airframe; 110 - First bulkhead; 120 - Second bulkhead; 130 - Mounting plate; 140 - First support; 150 - Second support; 151 - Connecting shaft; 160 - First mounting seat; 170 - Second mounting seat; 180 - Fixed seat; 190 - Reinforcing rib; 200 - First elevator; 210 - First pivot; 300 - Second elevator; 220 - Second pivot; 400 - First control assembly; 410 - First drive component; 411 - First output shaft; 412 - First connecting part; 413 - First connecting seat; 420 - First transmission assembly; 421 - First link; 422 - First control surface rocker arm; 423 - First rocker arm. 500 - Second control component; 510 - Second drive component; 511 - Second output shaft; 512 - Second connecting part; 513 - Second connecting seat; 520 - Second transmission component; 521 - Second connecting rod; 522 - Second control surface rocker arm; 523 - Second rocker arm. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. The components of the embodiments of this utility model described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0038] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0039] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0040] In the description of this utility model, it should be noted that if terms such as "upper," "lower," "inner," or "outer" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the utility model product is usually placed during use, they are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0041] Furthermore, the terms "first" and "second" are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0042] It should be noted that, where there is no conflict, the features in the embodiments of this utility model can be combined with each other.

[0043] The following describes in detail the overall structure, working principle, and technical effects of the control system and aircraft 010 provided by this utility model through embodiments and in conjunction with the accompanying drawings.

[0044] Please refer to Figure 1 The control system provided by this utility model is applied to an aircraft 010, which can control the first elevator 200 and the second elevator 300 to swing in the horizontal direction respectively.

[0045] This utility model provides an aircraft 010, including a fuselage and a control system.

[0046] Optionally, aircraft 010 can be an unmanned cargo aircraft, a general aviation small aircraft, etc.

[0047] In this embodiment, the aircraft 010 includes a body 100, which includes multiple frames and a skin. The multiple frames are spaced apart along the extending direction of the body 100, and the skin surrounds the multiple frames and is riveted to the frames.

[0048] In this embodiment, please refer to Figures 2-3 The tail section of the fuselage 100 is provided with a tail compartment, and the control system is located in the tail compartment. The tail section of the fuselage of the aircraft 010 includes at least a mounting plate 130, a first bulkhead 110 and a second bulkhead 120, which are spaced apart along the extension direction of the aircraft 010; the mounting plate 130 is horizontally arranged, with one end of the mounting plate 130 connected to the second bulkhead and the other end connected to the first bulkhead 110.

[0049] Understandably, placing the control system in the stern compartment improves the utilization of the stern compartment's space.

[0050] Please refer to Figures 1-5 This utility model provides a control system, including:

[0051] First control assembly 400, the first control assembly 400 includes a first drive 410 disposed in the aircraft 010, the output end of the first drive 410 is connected to the first elevator 200 in a transmission connection, the first drive 410 is used to control the first elevator 200 to swing in the horizontal direction.

[0052] The second control assembly 500 includes a second drive unit 510 disposed within the aircraft 010. The output end of the second drive unit 510 is connected to the second elevator 300 via a transmission. The second drive unit 510 is used to control the second elevator 300 to swing in the horizontal direction.

[0053] The first elevator 200 and the second elevator 300 are located at the tail of the aircraft 010 and are rotatably connected to the aircraft 010. The aircraft 010 has a fuselage axis 011 along its extension direction, and the first elevator 200 and the second elevator 300 are symmetrically arranged along the fuselage axis 011.

[0054] Understandably, by arranging a first control assembly 400, a second control assembly 500, and two elevators at the tail of the aircraft 010, the first drive unit 410 of the first control assembly 400 independently controls the first elevator 200 to swing horizontally, and the second drive unit 510 of the second control assembly 500 independently controls the second elevator 300 to swing horizontally. The first elevator 200 and the second elevator 300 can be independently controlled by the first control assembly and the second control assembly 500, so that even if either the first elevator 200 or the second elevator 300 fails, the other elevator can still be operated, effectively improving the safety of the aircraft system. At the same time, the first elevator 200 is independently controlled by the first drive unit 410, and the second elevator 300 is independently controlled by the second drive unit 510, ensuring the synchronization of the first elevator 200 and the second elevator 300 during operation.

[0055] In this embodiment, the control system includes a first control component 400.

[0056] The first control component 400 is used to control the first elevator 200 to swing in the horizontal direction.

[0057] In this embodiment, please refer to Figures 2-4 The first control assembly 400 includes a first drive member 410 and a first transmission assembly 420. The first drive member 410 is disposed inside the aircraft 010, and its output end is connected to the first elevator 200. The first drive member 410 is used to control the first elevator 200 to swing in the horizontal direction. One end of the first transmission assembly 420 is connected to the output end of the first drive member 410, and the other end is connected to the first elevator 200 to make the first elevator 200 rotate.

[0058] Optionally, the first drive unit 410 can be a servo motor.

[0059] In this embodiment, the output end of the first drive member 410 is provided with a retractable first output shaft 411. One end of the first output shaft 411 is connected to the output end of the first drive member 410, and the other end is connected to the first elevator 200.

[0060] In this embodiment, the first driving member 410 is fixed on the mounting plate 130; the output end of the first driving member 410 passes through the first partition 110 and is connected to the first end of the first rocker arm 423.

[0061] Optionally, a first output shaft 411 and a first connecting portion 412 are respectively provided at opposite ends of the first driving member 410; a first connecting seat 413 is fixed on the mounting plate 130, and the first connecting portion 412 of the first driving member 410 is hinged to the first connecting seat 413 so that the first driving member 410 can rotate in the vertical direction. This configuration allows the first driving member 410 to adapt to multi-degree-of-freedom motion and avoids motion interference caused by rigid connection, which is especially suitable for scenarios requiring complex angle adjustments.

[0062] In this embodiment, please refer to Figure 4 The first transmission assembly 420 includes a first connecting rod 421 and a first rudder rocker arm 422. The first rudder rocker arm 422 is connected to the first elevator 200. One end of the first connecting rod 421 is connected to the output end of the first drive member 410, and the other end is rotatably connected to the first rudder rocker arm 422.

[0063] Alternatively, please refer to Figure 4 The first transmission assembly 420 also includes a first rocker arm 423, which is rotatably connected to the aircraft 010. The first rocker arm 423 includes a first end and a second end. The first end of the first rocker arm 423 is rotatably connected to the output end of the first drive member 410, and the second end of the first rocker arm 423 is rotatably connected to one end of the first connecting rod 421.

[0064] Optionally, the first end of the first rocker arm 423 is hinged to the end of the first output shaft 411 of the first drive member 410.

[0065] Optionally, the second end of the first rocker arm 423 is rotatably connected to one end of the first connecting rod 421, and the other end of the first connecting rod 421 is hinged to the first rudder rocker arm 422.

[0066] Optionally, the first shaft 210 end of the first elevator 200 is provided with a first bushing, and the first control surface rocker arm 422 is fixedly connected to the first bushing.

[0067] Optionally, the first rocker arm 423 is a triangular rocker arm, which includes a first end, a second end and a third end in the shape of a triangle. The first end of the first rocker arm 423 is connected to the output end of the first drive member 410 for transmission. The second end of the first rocker arm 423 is rotatably connected to one end of the first connecting rod 421. The third end of the first rocker arm 423 is rotatably connected to the aircraft 010.

[0068] In this embodiment, the control system includes a second control component 500.

[0069] The second control component 500 is used to control the second elevator 300 to swing in the horizontal direction.

[0070] In this embodiment, please refer to Figures 2-5The second control assembly 500 includes a second drive member 510 and a second transmission assembly 520. The second drive member 510 is disposed inside the aircraft 010, and its output end is connected to the second elevator 300. The second drive member 510 is used to control the second elevator 300 to swing in the horizontal direction. One end of the second transmission assembly 520 is connected to the output end of the second drive member 510, and the other end is connected to the second elevator 300 to make the second elevator 300 rotate.

[0071] Optionally, the second drive unit 510 can be a servo motor.

[0072] In this embodiment, please refer to Figures 4-5 The output end of the second drive unit 510 is provided with a retractable second output shaft 511. One end of the second output shaft 511 is connected to the output end of the second drive unit 510, and the other end is connected to the second elevator 300.

[0073] In this embodiment, the first drive member 410 is fixed on the mounting plate 130; the output end of the second drive member 510 passes through the first partition 110 and is connected to the first end of the second rocker arm 523.

[0074] Optionally, a second output shaft 511 and a second connecting portion 512 are respectively provided at opposite ends of the second driving member 510; a second connecting seat 513 is fixed on the mounting plate 130, and the second connecting portion 512 of the second driving member 510 is hinged to the second connecting seat 513 so that the second driving member 510 can rotate in the vertical direction. This arrangement allows the first driving member 410 to adapt to multi-degree-of-freedom motion and avoids motion interference caused by rigid connection, which is especially suitable for scenarios requiring complex angle adjustments.

[0075] In this embodiment, please refer to Figures 2-5 The second transmission assembly 520 includes a second connecting rod 521 and a second rudder rocker arm 522. The second rudder rocker arm 522 is connected to the second elevator 300. One end of the second connecting rod 521 is connected to the output end of the second drive member 510, and the other end is rotatably connected to the second rudder rocker arm 522.

[0076] Optionally, the second transmission assembly 520 further includes a second rocker arm 523, which is rotatably connected to the aircraft 010. The second rocker arm 523 includes a first end and a second end. The first end of the second rocker arm 523 is rotatably connected to the output end of the second drive member 510, and the second end of the second rocker arm 523 is rotatably connected to one end of the second connecting rod 521.

[0077] Optionally, the first end of the second rocker arm 523 is hinged to the end of the second output shaft 511 of the second drive member 510.

[0078] Optionally, the second end of the second rocker arm 523 is rotatably connected to one end of the second connecting rod 521, and the other end of the second connecting rod 521 is hinged to the second rudder rocker arm 522.

[0079] Optionally, the second shaft 220 end of the second elevator 300 is provided with a second bushing, and the second control surface rocker arm 522 is fixedly connected to the second bushing.

[0080] Optionally, the second rocker arm 523 is a triangular rocker arm, which includes a first end, a second end and a third end in the shape of a triangle. The first end of the second rocker arm 523 is connected to the output end of the second drive member 510 for transmission, the second end of the second rocker arm 523 is rotatably connected to one end of the second connecting rod 521, and the third end of the second rocker arm 523 is rotatably connected to the aircraft 010.

[0081] In this embodiment, please refer to Figure 1 The tail section of the aircraft 010 is provided with a first elevator 200 and a second elevator 300. The first elevator 200 and the second elevator 300 are rotatably connected to the fuselage 100. The aircraft 010 is provided with a fuselage axis 011 along the extension direction of the aircraft 010. The first elevator 200 and the second elevator 300 are symmetrically arranged along the fuselage axis 011.

[0082] In this embodiment, please refer to Figures 1-2 The first elevator 200 is provided with a first rotating shaft 210 that runs horizontally through the first elevator 200. The first rotating shaft 210 is rotatably connected to the aircraft 010. The first control surface rocker arm 422 is connected to the first rotating shaft 210.

[0083] In this embodiment, please refer to Figures 1-2 The second elevator 300 is provided with a second rotating shaft 220 that runs horizontally through the second elevator 300. The second rotating shaft 220 is rotatably connected to the aircraft 010. The second control surface rocker arm 522 is connected to the second rotating shaft 220.

[0084] In this embodiment, please refer to Figure 4 The tail of the aircraft 010 is provided with a first mounting seat 160, a second mounting seat 170 and a fixed seat 180. The fixed seat 180 is disposed between the first mounting seat 160 and the second mounting seat 170 and is fixed to the first mounting seat 160 and the second mounting seat 170 respectively. The first rotating shaft 210 is rotatably connected to the first mounting seat 160 and the second rotating shaft 220 is rotatably connected to the second mounting seat 170.

[0085] Optionally, the first rotating shaft 210 is hinged to the first mounting base 160, thereby realizing the rotatable connection between the first rotating shaft 210 and the first mounting base 160.

[0086] Optionally, the second rotating shaft 220 is hinged to the second mounting base 170, thereby achieving a rotatable connection between the second rotating shaft 220 and the second mounting base 170.

[0087] Optionally, the first mounting base 160, the second mounting base 170, and the fixed base 180 can be fixedly connected to the reinforcing rib 190 inside the tail boom of the aircraft 010 by means of welding or other methods.

[0088] Understandably, the first mounting base 160, the second mounting base 170, and the fixed base 180 ensure the reliability of the first elevator 200 and the second elevator 300; at the same time, in the event of failure of the first mounting base 160 or the second mounting base 170, the fixed base 180 can temporarily bear the external load, further improving the safety of the aircraft system.

[0089] In this embodiment, please refer to Figure 1 The first control assembly 400 and the second control assembly 500 are symmetrically arranged along the fuselage axis 011. The first drive member 410 and the second drive member 510, which are mounted on the mounting plate 130, are spaced apart and symmetrically arranged along the fuselage axis 011. The first transmission assembly 420 and the second transmission assembly 520 are symmetrically arranged along the fuselage axis 011.

[0090] It is understandable that the first elevator 200 and its first control system and the second elevator 300 and its second control system are independent of each other and identical, which can ensure the synchronization of the first elevator 200 and the second elevator 300 during operation.

[0091] In this embodiment, please refer to Figure 4 The first support 140 and the second support 150 are provided on the first frame 110 of the aircraft 010. A connecting shaft 151 is rotatably connected between the first support 140 and the second support 150. The connecting shaft 151 passes through the first rocker arm 423 and the second rocker arm 523. The first rocker arm 423 and the second rocker arm 523 are rotatably connected to the connecting shaft 151.

[0092] The two ends of the connecting shaft 151 are hinged to the first support 140 and the second support 150, respectively.

[0093] The first support 140 and the second support 150 are disposed on the first partition 110 and located on the side away from the second partition 120. The first support 140 and the second support 150 are spaced apart and symmetrically arranged along the fuselage axis 011.

[0094] The working principle and process of the control system and aircraft 010 provided in this embodiment of the utility model are as follows:

[0095] The flight control system of aircraft 010 controls the first drive component 410 to drive the first output shaft 411 to extend. The extension of the first output shaft 411 causes the first rocker arm 423 to rotate counterclockwise around the first support 140 and push the first link 421 upward. The first link 421 pushes the first control surface rocker arm 422 upward. The first control surface rocker arm 422 drives the first rotating shaft 210 and the first elevator 200 to rotate counterclockwise, that is, the first elevator 200 swings upward in the horizontal direction.

[0096] The flight control system of aircraft 010 controls the first drive unit 410 to drive the first output shaft 411 to retract. The retraction of the first output shaft 411 causes the first rocker arm 423 to rotate clockwise around the first support 140 and pull down the first link 421. The first link 421 pulls down the first control surface rocker arm 422. The first control surface rocker arm 422 drives the first rotating shaft 210 and the first elevator 200 to rotate clockwise, that is, the first elevator 200 swings downward in the horizontal direction.

[0097] It is understandable that the principle by which the first control component 400 controls the first elevator 200 and the second control component 500 controls the second elevator 300 is the same.

[0098] In summary, the control system and aircraft 010 provided by this utility model embodiment, by arranging a first control component 400, a second control component 500, and two elevators at the tail of the aircraft 010, allows the first drive component 410 of the first control component 400 to independently control the first elevator 200 to swing horizontally, and the second drive component 510 of the second control component 500 to independently control the second elevator 300 to swing horizontally. The first elevator 200 and the second elevator 300 can be independently controlled by the first control component and the second control component 500, so that even if either the first elevator 200 or the second elevator 300 fails, the other elevator can still be operated, effectively improving the safety of the aircraft system. At the same time, the independent control of the first elevator 200 by the first drive component 410 and the independent control of the second elevator 300 by the second drive component 510 ensures the synchronization of the first elevator 200 and the second elevator 300 during operation.

[0099] The above are merely specific embodiments of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model.

Claims

1. A control system, characterized in that, include: A first control assembly, the first control assembly including a first drive unit disposed inside the aircraft, the output end of the first drive unit being connected to a first elevator, the first drive unit being used to control the first elevator to swing in the horizontal direction. The second control assembly includes a second drive unit disposed within the aircraft. The output end of the second drive unit is connected to the second elevator via a transmission. The second drive unit is used to control the second elevator to swing in the horizontal direction. The first elevator and the second elevator are located at the tail of the aircraft and are rotatably connected to the aircraft. The aircraft has a fuselage axis along its extension direction, and the first elevator and the second elevator are symmetrically arranged along the fuselage axis.

2. The operating system according to claim 1, characterized in that, The first drive unit has a retractable first output shaft at its output end. One end of the first output shaft is connected to the output end of the first drive unit, and the other end is connected to the first elevator. The output end of the second drive unit is provided with a retractable second output shaft. One end of the second output shaft is connected to the output end of the second drive unit, and the other end is connected to the second elevator.

3. The operating system according to claim 1, characterized in that, The first control component further includes a first transmission component, one end of which is connected to the output end of the first drive component, and the other end is connected to the first elevator to make the first elevator rotate. The second control component includes a second transmission component, one end of which is connected to the output end of the second drive member, and the other end is connected to the second elevator to make the second elevator rotate.

4. The control system according to claim 3, characterized in that, The first transmission assembly includes a first connecting rod and a first control surface rocker arm. The first control surface rocker arm is connected to the first elevator. One end of the first connecting rod is connected to the output end of the first drive unit, and the other end is rotatably connected to the first control surface rocker arm. The second transmission assembly includes a second connecting rod and a second control surface rocker arm. The second control surface rocker arm is connected to the second elevator. One end of the second connecting rod is connected to the output end of the second drive unit, and the other end is rotatably connected to the second control surface rocker arm.

5. The operating system according to claim 4, characterized in that, The first transmission assembly further includes a first rocker arm, which is rotatably connected to the aircraft. The first rocker arm includes a first end and a second end. The first end of the first rocker arm is rotatably connected to the output end of the first drive member, and the second end of the first rocker arm is rotatably connected to one end of the first connecting rod. The second transmission assembly further includes a second rocker arm, which is rotatably connected to the aircraft. The second rocker arm includes a first end and a second end. The first end of the second rocker arm is rotatably connected to the output end of the second drive member, and the second end of the second rocker arm is rotatably connected to one end of the second connecting rod.

6. The operating system according to claim 5, characterized in that, The aircraft is provided with a first support and a second support, and a connecting shaft is rotatably connected between the first support and the second support. The connecting shaft passes through the first rocker arm and the second rocker arm, and the first rocker arm and the second rocker arm are rotatably connected to the connecting shaft.

7. The operating system according to claim 6, characterized in that, The aircraft includes at least a mounting plate, a first bulkhead, and a second bulkhead, wherein the first bulkhead, the mounting plate, and the second bulkhead are spaced apart along the extension direction of the aircraft; the mounting plate is horizontally arranged, with one end connected to the second bulkhead and the other end connected to the first bulkhead; The first driving member and the second driving member are disposed on the mounting plate, and the first driving member and the second driving member are spaced apart and symmetrically arranged along the fuselage axis; The first support and the second support are disposed on the first partition and located on the side away from the second partition. The first support and the second support are spaced apart and symmetrically arranged along the fuselage axis. The output end of the first driving component passes through the first partition and is connected to the first end of the first rocker arm in a transmission manner, and the output end of the second driving component passes through the first partition and is connected to the first end of the second rocker arm in a transmission manner.

8. The operating system according to claim 4, characterized in that, The first elevator is provided with a first pivot shaft that extends laterally through the first elevator. The first pivot shaft is rotatably connected to the aircraft, and the first control surface rocker arm is connected to the first pivot shaft. The second elevator is provided with a second rotating shaft that runs horizontally through the second elevator. The second rotating shaft is rotatably connected to the aircraft, and the second control surface rocker arm is connected to the second rotating shaft.

9. The operating system according to claim 8, characterized in that, The tail of the aircraft is provided with a first mounting seat, a second mounting seat and a fixed seat, the fixed seat is disposed between the first mounting seat and the second mounting seat, and the fixed seat is fixed to the first mounting seat and the second mounting seat respectively; The first rotating shaft is rotatably connected to the first mounting base, and the second rotating shaft is rotatably connected to the second mounting base.

10. An aircraft, characterized in that, Includes the control system as described in any one of claims 1-9.

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