Aerial vehicle control system

Abstract

An aerial vehicle control system, for use in controlling the flight altitude and flight mode of an aerial vehicle. The flight mode includes a vertical take-off and landing mode, a cruise mode, and a transition mode. The control system comprises: a flight control module and a control module. The control module comprises a control device operable by a user. The control device can move within a range so as to send to the flight control module different instructions at different positions within the range, the instructions being respectively used for controlling the flight parameters of the aerial vehicle in the vertical take-off and landing mode, the flight parameters thereof in the transition mode, and the flight parameters thereof in the cruise mode.

Description

An aircraft control system TECHNICAL FIELD

[0001] The present application relates to the field of aircraft, in particular to an aircraft control system. BACKGROUND

[0002] In order to make the pilot more convenient and accurate control of the aircraft, usually need to design a special pilot control mapping of the human-machine interface of the aircraft. But the existing human-machine interface design is mainly applied to multi-rotor unmanned aerial vehicle or fixed-wing unmanned aerial vehicle, rarely applied to unmanned aerial vehicle with both multi-rotor mode and fixed-wing mode and the conversion between the two modes. Therefore, it is necessary to design a special control system for the aircraft with this special configuration, so as to have the characteristics of high safety and simple operation. SUMMARY

[0003] The purpose of the present application is to provide an aircraft control system, which can make the pilot more convenient and accurate control of the aircraft, so as to have the characteristics of high safety and simple operation.

[0004] To achieve this purpose, the present application adopts the following technical solutions:

[0005] The present application provides an aircraft control system for controlling the flight height and flight mode of the aircraft, the flight mode including vertical take-off and landing mode, cruise mode and conversion mode, the control system comprising: a flight control module and a control module;

[0006] The control module comprises a control device which can be controlled by a user, the control device being movable along a range, different positions in the range sending different instructions to the flight control module, respectively for controlling the flight parameters of the aircraft in the vertical take-off and landing mode, the flight parameters in the conversion mode, and the flight parameters in the cruise mode;

[0007] The different positions in the range include A point, B point and C point; the A point represents the airport elevation of the aircraft; the B point represents the conversion height of the aircraft; the C point represents the cruise height of the aircraft;

[0008] When the control device is located at the A point, a instruction is sent to the flight control module, so that the aircraft lands to the airport elevation;

[0009] When the control device is located at the C point, c instruction is sent to the flight control module, so that the aircraft rises to the cruise height.

[0010] Preferably, in said range, many points are distributed between points A and B, representing different altitudes of said aircraft above the ground in VTOL mode, and many points are distributed between points B and C, representing different altitudes of said aircraft above the ground in cruise mode.

[0011] Preferably, when said a instruction is sent to said flight control module, said flight control module controls said aircraft to descend from cruise mode to said airport altitude, said flight control module automatically and gradually controls said aircraft to enter said transition mode first and then enter said VTOL mode.

[0012] Preferably, when said c instruction is sent to said flight control module, said flight control module controls said aircraft to ascend from VTOL mode or staying on the ground to said cruise altitude, said flight control module automatically and gradually controls said aircraft to enter said transition mode first and then enter said cruise mode.

[0013] Preferably, said control device is a handle rotatably attached to a base, said moving along a range refers to a rotational movement.

[0014] Preferably, said control device is a linear slider fixed to a base, said moving along a range refers to a linear sliding movement along a plane.

[0015] Preferably, said control device is a knob, said moving along a range refers to a rotational movement.

[0016] Preferably, said control device is an image displayed on a touch screen.

[0017] Preferably, said control system further comprises an adjustable cruise altitude adjusting button, allowing a user to set said cruise altitude.

[0018] Preferably, said control system further comprises an adjustable transition altitude adjusting button, allowing a user to set said transition altitude.

[0019] Preferably, said control system further comprises an adjustable airport altitude adjusting button, allowing a user to set said airport altitude.

[0020] Preferably, said control system further comprises an adjustable cruise speed adjusting button, allowing a user to set said cruise speed.

[0021] Preferably, said control system further comprises an adjustable pressure altitude adjusting button, allowing a user to set said pressure altitude.

[0022] Preferably, said control system further comprises an adjustable maximum cruise altitude adjusting button, allowing a user to set said maximum cruise altitude. Attached Figure Description

[0023] Figure 1 is an overall schematic diagram of the rotation of the control lever;

[0024] Figure 2 is a top view of the control lever rotation;

[0025] Figure 3 is a schematic diagram of the 6 sets of buttons;

[0026] Figure 4 is a first schematic diagram of the flight path of the aircraft in various modes;

[0027] Figure 5 is a second schematic diagram of the flight path of the aircraft in various modes;

[0028] Figure 6 is a first schematic diagram of the linear slider;

[0029] Figure 7 is a second schematic diagram of the linear slider;

[0030] Figure 8 is a third schematic diagram of the linear slider;

[0031] Figure 9 is the fourth schematic diagram of the linear slider;

[0032] Figure 10 is the fifth schematic diagram of the linear slider;

[0033] Figure 11 is the sixth schematic diagram of the linear slider;

[0034] Figure 12 is a schematic diagram of the rotary button;

[0035] Figure 13 is a schematic diagram of the touch screen. Detailed Implementation

[0036] The following embodiments further illustrate the technical solutions of this application. It should be understood that the specific embodiments described herein are merely for explaining this application. Furthermore, it should be noted that, for ease of description, only the parts relevant to this application are shown in the accompanying drawings, not all of them.

[0037] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections or detachable connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; or internal connections between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0038] In the present application, unless specifically stated and limited otherwise, a first feature "on" or "under" a second feature can include the first and second features being directly in contact, or the first and second features not being directly in contact but being in contact through another feature between them. Also, a first feature "over", "above" and "on top of" a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature. A first feature "under", "below" and "underneath" a second feature includes the first feature being directly below and obliquely below the second feature, or simply means that the first feature is horizontally lower than the second feature.

[0039] In the present application, the VTOL mode can be implemented by any known airframe and driving method, such as multi-rotor, single-screw (e.g. helicopter), jet, etc. The present application specifically includes all such airframes and driving methods, or combinations thereof. The cruise mode can be implemented by any known airframe and driving method, such as fixed-wing, multi-rotor, single-screw (e.g. helicopter), jet, etc. Likewise, the present application specifically includes all such airframes and driving methods, or combinations thereof.

[0040] In the present application, the VTOL mode can be described as a multi-rotor mode in some embodiments. It is specifically noted that the multi-rotor mode is not limited to only multi-rotor airframes and driving methods, but can also be described as other airframes and driving methods.

[0041] In the present application, the cruise mode can be described as a fixed-wing mode. It is specifically noted that the fixed-wing mode is not limited to only fixed-wing airframes and driving methods, but can also be described as other airframes and driving methods.

[0042] As shown in FIG. 1, the present application provides a flight control system for controlling the flight height and flight mode of an aircraft, the flight mode including a VTOL mode, a cruise mode and a transition mode. Specifically, the flight control system includes a flight control module and a control module. The control module includes a control device that can be manipulated by a user, the control device being movable along a range, different positions in the range sending different instructions to the flight control module, respectively for controlling the flight parameters of the aircraft in the VTOL mode, the transition mode and the cruise mode.

[0043] Now continuing to refer to FIG. 1, it is noted that the different positions in the range of FIG. 1 include point A, point B, and point C, point A represents the airport altitude of the aircraft, point B represents the transition altitude of the aircraft, and point C represents the cruise altitude of the aircraft. When the control device is at point A, the a command is sent to the flight control module, and the flight control module controls the aircraft to descend to the airport altitude. When the control device is at point C, the c command is sent to the flight control module, and the flight control module controls the aircraft to ascend to the cruise altitude.

[0044] Continuing to refer to FIG. 1, in the range of FIG. 1, there are many points between point A and point B, which represent different altitudes of the aircraft relative to the ground when the aircraft is in the vertical takeoff and landing mode. There are also many points between point B and point C, which represent different altitudes of the aircraft relative to the ground when the aircraft is in the cruise mode. When the a command is sent to the flight control module, the flight control module controls the aircraft to descend from the cruise mode to the airport altitude, and the flight control module automatically and gradually controls the aircraft to enter the transition mode first and then enter the vertical takeoff and landing mode. When the c command is sent to the flight control module, the flight control module controls the aircraft to ascend from the vertical takeoff and landing mode or when the aircraft is on the ground to the cruise altitude, and the flight control module automatically and gradually controls the aircraft to enter the transition mode first and then enter the cruise mode.

[0045] The control device is now described in detail. First referring to FIG. 1, the control device of the present embodiment is a handle 102 rotatably attached to a base 101, and the movement of the handle 102 along a range refers to a rotational movement around the base 101 from point A to point C. There is also a grip 103 on the top of the handle 102, and a user can hold the grip 103 and operate the handle 102 to rotate, with a rotation range of 0 to 180 degrees. Referring to FIG. 1, the leftmost is 0 degrees, and the rightmost is 180 degrees.

[0046] Now referring to FIG. 2, which shows a top view of the control device of the present embodiment, it can be seen that the control device is a handle 102 rotatably attached to a base 101, and the movement of the handle 102 along a range refers to a rotational movement around the base 101 from point A to point C. There is also a grip 103 on the top of the handle 102, and a user can hold the grip 103 and operate the handle 102 to rotate, with a rotation range of 0 to 180 degrees. The control device of the present embodiment can be placed anywhere near the pilot. In one embodiment, the control device is on the left side of the pilot. In other words, when the pilot needs to move the handle 102 from 0 degrees to 180 degrees, the grip 103 can be pushed all the way to the bottom with the left hand.

[0047] Referring now to FIG. 3, the 6 sets of buttons of the control system are shown. The 6 sets of buttons can be real physical buttons or a set of virtual buttons integrated on a touch screen, and are respectively used to adjust the barometric correction value (BARO), the ground altitude (GA), the transition altitude (TH), the set cruise altitude (CH) and the set cruise airspeed (ARSP), and the set maximum cruise altitude (MAX ALT). In one embodiment, the 6 sets of buttons are real physical buttons and are located on the base 101. In another embodiment, the 6 sets of buttons are real physical buttons and are located on the instrument panel in front of the pilot.

[0048] The 6 sets of buttons can be used before or during the flight. The barometric correction value (BARO) is the local barometric value given by the tower of the landing ground before take-off, and is manually set by the pilot; the ground altitude (GA) is manually set by the pilot according to the altitude before the flight, the transition altitude (TH) is manually set by the pilot before take-off or during the flight, the set cruise altitude (CH) is manually set by the pilot before the flight or during the flight, the set cruise airspeed (ARSP) is manually set by the pilot before the flight or during the flight, and the set maximum cruise altitude (MAX ALT) is manually set by the pilot before the flight or during the flight.

[0049] Referring now to FIG. 4, the flight path of the aircraft in different state modes is shown. When the control device is directly pushed from 0 degree to 180 degree (e.g., the control device is directly pushed from 0 degree to 180 degree within a few seconds), the aircraft starts from the position P0, enters the multi-rotor mode, slowly rises, goes through the paths F1 and F2, and when it rises to the point P2, it starts to enter the forward transition mode. It is noted that during the transition process, the height of the aircraft above the ground does not change, but the aircraft is transitioned along the path F3 in the figure until it reaches the position P3 to complete the transition mode, and then starts to enter the climb phase. When it climbs to the position P4, it starts to enter the cruise mode of the fixed wing, and at this time the aircraft starts to cruise.

[0050] It is noted that in other embodiments, the height of the aircraft above the ground can change during the transition process. For example, during the forward transition process, the height of the aircraft above the ground can gradually increase. During the reverse transition process, the height of the aircraft above the ground can also gradually decrease.

[0051] Referring now to Figure 5, Figure 5 illustrates the flight path of the aircraft in various states of mode. When the aircraft is at position P5, the aircraft is at a previous cruising altitude, i.e. point C, which is also the altitude reached when the control is pushed all the way to the bottom (180 degrees). Referring to Figure 5, when the aircraft is at P5, the pilot manually increases the previously set cruising altitude by manipulating the cruise altitude button, at which point the aircraft begins to climb to position P6, and then cruise. When the aircraft needs to land, the operator pushes the control back to 0 degrees (e.g. within a few seconds), and the operator manually inputs the landing field elevation, at which point the aircraft begins to descend along path F8 in the figure, and when it reaches point P8, the aircraft begins to enter the reverse transition mode, and transitions from the fixed wing mode to the multi-rotor mode, and after completing the transition, begins to descend along path F10 until it reaches position P10.

[0052] In other embodiments, the control is less automated, and more manual manipulation is required. For example, in Figure 4, the pilot cannot simply push the control from 0 degrees to 180 degrees in one go within a few seconds, and for example, in Figure 5, the pilot cannot simply pull the control from 180 degrees to 0 degrees in one go within a few seconds. At this point, the pilot needs to slowly push the control to change the altitude of the aircraft. When the control is slowly pushed from 0 degrees to 5 degrees, the aircraft begins to enter the multi-rotor mode from position P0, and slowly climbs. The control is then slowly pushed to 40 degrees, and the aircraft climbs from position P0 along path PI to point PI, and then the pilot slowly pushes the control to point B (see Figure 1) to slowly climb the aircraft to the previously set transition altitude. After completing the transition mode, the pilot slowly pushes the control to climb the aircraft, and carefully monitors the climb data as it is pushed, and when it reaches point C at 180 degrees, it also reaches position P4, and begins to enter the fixed wing cruising mode, at which point the aircraft begins to cruise. This embodiment is more like manual operation, where the pilot uses the control to manipulate the aircraft in real time to slowly climb to the previously set cruising altitude. The landing is similar to the climb, where the pilot slowly pulls back, and carefully monitors the descent data, and when it reaches point A at 0 degrees (see Figure 1), it also reaches position P10.

[0053] Referring now to Figures 6 to 11, Figure 6 shows the control device as a linear slider 104 fixed to a base, where movement of the control device along a range refers to linear sliding movement of the linear slider 104 along a plane. In Figure 6, the linear slider 104 is at a start point A, which corresponds to the aircraft being at a start height above the airport elevation. Referring now to Figure 7, Figure 7 shows the linear slider 104 between points A and B and closer to point A, which represents the aircraft taking off from the airport elevation and gradually ascending in multicopter mode. If the pilot holds the slider 104 in this position, the aircraft will hover at the corresponding position. If point B (transition height) is 40 metres from point A, when the pilot holds the slider 104 in the position of Figure 7, the aircraft will hover at a position 15 metres from point A.

[0054] Referring now to Figure 8, Figure 8 shows the linear slider 104 between points A and B and closer to point B, which represents the aircraft taking off from the airport elevation and gradually ascending in multicopter mode to a higher height than in Figure 7. If point B (transition height) is 40 metres from point A, when the pilot holds the slider 104 in the position of Figure 8, the aircraft will hover at a position 32 metres from point A.

[0055] Figure 9 shows the linear slider 104 passing through the instant between points B, noting that the interval between these points is a non-stopping mechanical dead zone, meaning that the linear slider 104 can only pass quickly through this zone and not stop in it.

[0056] Referring now to Figure 10, Figure 10 shows the linear slider 104 between points B and C, which means that the aircraft takes off from the airport elevation, gradually ascends in multicopter mode to the transition height set by the operator, then enters transition mode, and after completing the transition mode, enters cruise mode and begins to climb. When the pilot holds the linear slider 104 between points B and C, the aircraft will climb to a relative height (and continue to fly at a height determined by the current position of the linear slider 104. When point B (transition height) is set at 40 metres from point A and point C is 1000 metres from point A, the pilot holds the slider 104 in this position, the aircraft will hover at a height of 500 metres from point A. In this embodiment, the scale of the control device is not absolute, but changes with the positions of A, B, and C.

[0057] Referring now to FIG. 11, the linear slider 104 is at point C. In this embodiment, the pilot pushes the linear slider 104 to point C in one motion, and the command is sent to the flight control module to instruct the aircraft to take off from the airport elevation, to gradually ascend in the multi-rotor mode to the transition altitude set by the operator, to enter the transition mode, to complete the transition mode, to enter the cruise mode, and to climb to the previously programmed cruise altitude because the linear slider 104 is at point C, which is the cruise altitude set by the user.

[0058] Referring now to FIG. 12, the control device is a knob 105 with a knob cap 106 that can be rotated by the user. The knob 105 moves through a range of motion that is a rotational motion from point A through point B to point C. Again, the region between points B is a non-stopping mechanical dead zone, meaning that the knob cap 106 can only quickly pass through the region, not stop in the region. Referring now to FIG. 13, a touchscreen is shown, on which the control devices of the various embodiments can be displayed.

[0059] The above-described embodiments are intended to be illustrative only. Changes can be made by those skilled in the art, without departing from the scope of the application. Accordingly, the described embodiments are to be considered in all respects as illustrative and not restrictive, and all changes coming within the meaning and equivalency range of the appended claims are intended to be embraced therein.

Claims

1. An aircraft handling system for controlling a flight altitude and a flight mode of an aircraft, the flight mode including a vertical take-off and landing mode, a cruising mode and a transition mode, characterized in that, The control system comprises a flight control module and a control module. The control module comprises a control device which can be controlled by a user, and the control device can move along a range, and different positions in the range send different instructions to the flight control module, respectively used to control flight parameters of the aircraft in the vertical take-off and landing mode, the transition mode and the cruising mode. The different positions in the range comprise A point, B point and C point. The A point represents the airport elevation of the aircraft. The B point represents the transition height of the aircraft. The C point represents the cruising height of the aircraft. When the control device is located at the A point, an a instruction is sent to the flight control module, so that the aircraft lands to the airport elevation. When the control device is located at the C point, a c instruction is sent to the flight control module, so that the aircraft rises to the cruising height.

2. The aircraft control system of claim 1, wherein, In the range, many points are distributed between the A point and the B point, representing different heights of the aircraft relative to the ground in the vertical take-off and landing mode, and many points are distributed between the B point and the C point, representing different heights of the aircraft relative to the ground in the cruising mode.

3. The aircraft control system of claim 2, wherein, When the a instruction is sent to the flight control module, the flight control module controls the aircraft to land from the cruising mode to the airport elevation, and the flight control module automatically and gradually controls the aircraft to enter the transition mode first and then enter the vertical take-off and landing mode.

4. The aircraft control system according to claim 3, wherein, When the c instruction is sent to the flight control module, the flight control module controls the aircraft to rise from the vertical take-off and landing mode or stay on the ground to the cruising height, and the flight control module automatically and gradually controls the aircraft to enter the transition mode first and then enter the cruising mode.

5. The aircraft control system according to claim 1, wherein, The control device is a handle rotatably attached to a base, and the movement along a range refers to a rotating motion.

6. The aircraft control system according to claim 1, wherein, The control device is a linear slider fixed to the base, and the movement along a range refers to a linear sliding motion along a plane.

7. The aircraft control system according to claim 1, wherein, The control device is a knob, and the movement along a range refers to a rotating motion.

8. The aircraft control system according to claim 1, wherein, The control device is an image displayed on a touch screen.

9. The aircraft control system according to claim 1, wherein, The control system further comprises an adjustment button for adjusting the cruising height, allowing the user to set the cruising height.

10. The aircraft control system according to claim 1, wherein, The control system further comprises an adjustment button for adjusting the transition height, allowing the user to set the transition height.

11. The aircraft control system according to claim 1, wherein, The control system further comprises an adjustment button for adjusting the airport elevation, allowing the user to set the airport elevation.

12. The aircraft control system according to claim 1, wherein, The control system further comprises an adjustment button for adjusting the cruising speed, allowing the user to set the cruising speed.

13. The aircraft control system according to claim 1, wherein, The control system further comprises an adjustment button for adjusting the pressure altitude, allowing the user to set the pressure altitude.

14. The aircraft control system according to claim 1, wherein, The control system further comprises an adjustment button for adjusting the maximum cruising height, allowing the user to set the maximum cruising height.

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