Aircraft, electronic device, control method, control apparatus and storage medium

Abstract

An aircraft (100), an electronic device, a control method, a control apparatus, and a storage medium. The aircraft (100) comprises: a fuselage (10); one or more carrying assemblies (60), which are rotatable relative to the fuselage (10) between an unfolded position and a folded position, the carrying assemblies (60) being configured to carry a power system (30) of the aircraft (100), and the power system (30) being configured to drive the aircraft (100) to fly; a non-contact sensing element (70), which is arranged on at least one of a target carrying assembly and the fuselage (10), wherein the one or more carrying assemblies (60) comprise the target carrying assembly, and the non-contact sensing element (70) is configured to detect whether the target carrying assembly has rotated to or beyond a first trigger position during the rotation thereof from the folded position to the unfolded position; and a processor (80), which is configured to trigger, in response to the non-contact sensing element (70) detecting that the target carrying assembly has rotated to or beyond the first trigger position, the aircraft (100) to start an operating mode. The present application aims to realize a quick start of the operating mode of the aircraft (100).

Description

Aircraft, electronic device, control method, control apparatus, and storage medium TECHNICAL FIELD

[0001] The present application relates to the technical field of electronic devices, and in particular to an aircraft, an electronic device, a control method, a control apparatus, and a storage medium. BACKGROUND

[0002] With the development of aircraft technology, the design of aircrafts is developing towards foldable. By designing foldable aircrafts, the space occupied by the aircrafts can be reduced, facilitating storage or transportation. When a user wants to take off the aircraft at a specified location, the aircraft is unfolded to trigger the aircraft to start performing a task. However, in the related art, the user needs to unfold the structural members of the aircraft one by one, then starts the aircraft by long-pressing and short-pressing the power button, and then connects the remote controller to control the aircraft to complete the take-off action. This series of operation steps is relatively cumbersome, and the starting process is relatively long. For some scenes that want to quickly start shooting (such as shooting the sunset or the blooming of fireworks, etc.), this way is not conducive to quickly starting shooting, and the user experience is low.

[0003] SUMMARY

[0004] The present application provides an aircraft, an electronic device, a control method, a control apparatus, and a storage medium, aiming to realize a quick start working mode of the aircraft.

[0005] The first embodiment of the present application provides an aircraft, comprising:

[0006] a fuselage;

[0007] one or more bearing assemblies rotatable relative to the fuselage between an unfolded position and a folded position, the bearing assemblies being configured to bear a power system of the aircraft, the power system being configured to drive the aircraft to fly;

[0008] a Hall sensor provided on one of the target bearing assembly and the fuselage, the one or more bearing assemblies including the target bearing assembly;

[0009] a magnet provided on the other of the target bearing assembly and the fuselage, the Hall sensor being configured to sense the magnet; wherein the Hall sensor is configured to generate a sensing signal, the sensing signal being configured to represent whether the target bearing assembly rotates to or beyond a first trigger position during rotation from the folded position to the unfolded position;

[0010] a processor configured to trigger the aircraft to start up in response to the sensing signal representing that the target bearing assembly rotates to or beyond the first trigger position.

[0011] The second embodiment of the present application provides an aircraft, comprising:

[0012] a fuselage;

[0013] one or more carrying assemblies rotatable relative to the fuselage between a folded position and an unfolded position, the carrying assemblies being configured to carry a power system of the aircraft, the power system being configured to drive the aircraft to fly;

[0014] a non-contact sensing member provided on at least one of the target carrying assembly and the fuselage, wherein the one or more carrying assemblies include the target carrying assembly, and the non-contact sensing member is configured to detect whether the target carrying assembly rotates to or beyond a first trigger position during rotation from the folded position to the unfolded position;

[0015] a processor configured to trigger the aircraft to start a working mode in response to the non-contact sensing member detecting that the target carrying assembly rotates to or beyond the first trigger position.

[0016] The third embodiment of the present application provides a control method of an aircraft, comprising:

[0017] obtaining a sensing signal output by a Hall sensor, wherein the Hall sensor is provided on one of a target carrying assembly of the aircraft and a fuselage of the aircraft, the Hall sensor is capable of sensing a magnet provided on the other of the target carrying assembly and the fuselage, the target carrying assembly belongs to one or more carrying assemblies of the aircraft, the one or more carrying assemblies are configured to carry a power system of the aircraft, the power system is configured to drive the aircraft to fly, the target carrying assembly is rotatable relative to the fuselage between a folded position and an unfolded position, and the sensing signal is capable of representing whether the target carrying assembly rotates to or beyond a first trigger position during rotation from the folded position to the unfolded position;

[0018] triggering the aircraft to start in response to the sensing signal representing that the target carrying assembly rotates to or beyond the first trigger position.

[0019] The fourth embodiment of the present application provides a control method of an aircraft, comprising:

[0020] obtaining an output of a non-contact sensing member, wherein the non-contact sensing member is arranged on at least one of a target load-bearing assembly of the aircraft and a fuselage of the aircraft, the target load-bearing assembly belongs to one or more load-bearing assemblies of the aircraft, the one or more load-bearing assemblies are used to carry a power system of the aircraft, the power system is used to drive the aircraft to fly, the target load-bearing assembly is rotatable relative to the fuselage between a folded position and an unfolded position, and the non-contact sensing member is used to detect whether the target load-bearing assembly rotates to or beyond a first trigger position during rotation from the folded position to the unfolded position;

[0021] In response to the non-contact sensing member detecting that the target load-bearing assembly rotates to or beyond the first trigger position, triggering the aircraft to start a working mode.

[0022] The fifth embodiment of the present application provides a control device of an aircraft, comprising:

[0023] one or more processors;

[0024] one or more memories for storing computer program instructions, when the computer program instructions are called by the one or more processors, the one or more processors execute:

[0025] obtaining a sensing signal of a Hall sensor output, wherein the Hall sensor is arranged on one of a target load-bearing assembly of the aircraft and a fuselage of the aircraft, the Hall sensor is capable of sensing a magnet, and the magnet is arranged on the other of the target load-bearing assembly and the fuselage; the target load-bearing assembly belongs to one or more load-bearing assemblies of the aircraft, the one or more load-bearing assemblies are used to carry a power system of the aircraft, the power system is used to drive the aircraft to fly, the target load-bearing assembly is rotatable relative to the fuselage between a folded position and an unfolded position, and the sensing signal is capable of representing whether the target load-bearing assembly rotates to or beyond a first trigger position during rotation from the folded position to the unfolded position;

[0026] In response to the sensing signal representing that the target load-bearing assembly rotates to or beyond the first trigger position, triggering the aircraft to start.

[0027] The sixth embodiment of the present application provides a control device of an aircraft, comprising:

[0028] one or more processors;

[0029] one or more memories for storing computer program instructions, when the computer program instructions are called by the one or more processors, the one or more processors execute:

[0030] acquire an output of a non-contact sensing member, wherein the non-contact sensing member is arranged in at least one of a target load-bearing assembly of the aircraft and a fuselage of the aircraft, the target load-bearing assembly belongs to one or more load-bearing assemblies of the aircraft, the one or more load-bearing assemblies are used to carry a power system of the aircraft, the power system is used to drive the aircraft to fly, the target load-bearing assembly is rotatable relative to the fuselage between a folded position and an unfolded position, and the non-contact sensing member is used to detect whether the target load-bearing assembly rotates to or beyond a first trigger position in a rotation process from the folded position to the unfolded position;

[0031] In response to the non-contact sensing member detecting that the target load-bearing assembly rotates to or beyond the first trigger position, the aircraft is triggered to start a working mode.

[0032] The seventh embodiment of the present application provides a computer-readable storage medium, which stores computer program instructions, and the computer program instructions make a processor realize the method in the third embodiment or the fourth embodiment when executed by the processor.

[0033] The aircraft, the control method, the control device and the storage medium provided by the first embodiment to the seventh embodiment of the present application use the non-contact sensing member to detect whether the target load-bearing assembly is unfolded to or beyond the trigger position, and if it is detected that the target load-bearing assembly is unfolded or beyond the trigger position, the aircraft is triggered to start the working mode, so that the target load-bearing assembly is unfolded to realize the quick start of the working mode of the aircraft, and the efficiency of the quick working is improved.

[0034] The eighth embodiment of the present application provides an electronic device, comprising:

[0035] a main body;

[0036] A movable members, which are movable relative to the main body between a first position and a second position, wherein the A is a positive integer greater than or equal to 2;

[0037] B sensors, which are arranged at least partially in one of the B movable members of the A movable members or in the main body, and the B is a positive integer less than or equal to the A;

[0038] The B sensors are configured to detect whether the B movable components move to or beyond a trigger position during movement from the second position to the first position.

[0039] The processor is configured to trigger the electronic device to start a working mode in response to the B sensors detecting that the B movable components move to or beyond the trigger position.

[0040] The ninth embodiment of the present application provides a control method of an electronic device, comprising:

[0041] obtaining sensing signals output by B sensors, wherein the B sensors are arranged on B movable components of A movable components of the electronic device or arranged on a main body of the electronic device, the A movable components are movable relative to the main body between a first position and a second position, wherein A is a positive integer greater than or equal to 2, and B is a positive integer less than or equal to A; the B sensors are configured to detect whether the B movable components move to or beyond a trigger position during movement from the second position to the first position, wherein the A movable components have a fixed movement sequence when moving relative to the main body, and the B movable components are B movable components at the end of the movement sequence in the A movable components, or the A movable components do not have a fixed movement sequence when moving relative to the main body, and the B movable components are movable components that do not affect use of specific elements of the electronic device when in the second position.

[0042] triggering the electronic device to start a working mode in response to the sensing signals representing that the B movable components move to or beyond the trigger position.

[0043] The tenth embodiment of the present application provides a control device of an electronic device, comprising:

[0044] one or more processors;

[0045] one or more memories configured to store computer program instructions, wherein the computer program instructions are invoked by the one or more processors to cause the one or more processors to perform the following operations:

[0046] The system acquires sensing signals output from B sensors, wherein the B sensors are located on B of the A movable parts of the electronic device or on the main body of the electronic device. The A movable parts can move relative to the main body between a first position and a second position, wherein A is a positive integer greater than or equal to 2, and B is a positive integer less than or equal to A. The B sensors are used to detect whether the B movable parts move to or exceed a trigger position during the movement from the second position to the first position. The A movable parts have a fixed movement sequence relative to the main body, and the B movable parts are the B movable parts that move last among the A movable parts. Alternatively, the A movable parts do not have a fixed movement sequence relative to the main body, and the B movable parts are the A movable parts that do not affect the use of specific components of the electronic device when in the second position.

[0047] In response to the sensing signal indicating that the B moving parts have moved to or beyond the trigger position, the electronic device is triggered to start its working mode.

[0048] The eleventh embodiment of this application provides a computer-readable storage medium storing computer program instructions, which, when executed by a processor, cause the processor to implement the method described in the ninth embodiment above.

[0049] The electronic devices, control methods, control devices, and storage media provided in the eighth to eleventh embodiments of this application employ sensors to detect whether moving parts have moved to or exceeded a trigger position. If the target bearing component is detected to have moved to or exceeded the trigger position, the aircraft is triggered to start its working mode. The sensors detect the movement of some moving parts that are last in the movement sequence or that do not affect the use of specific components, without having to detect the movement of all moving parts. This reduces the number of sensors, thereby saving on the cost, weight, and volume of the electronic device. Furthermore, it avoids false detections and improves the accuracy of detection.

[0050] The twelfth embodiment of this application provides an aircraft, including:

[0051] body;

[0052] A support assembly is movable relative to the fuselage between an unfolded position and a folded position, the support assembly being used to support at least some components of the aircraft;

[0053] A non-contact sensing element includes a sensing element disposed in one of the support component and the body, and a trigger element disposed in the other of the support component and the body, wherein the sensing element is capable of sensing the trigger element in a non-contact manner;

[0054] The sensor is used to detect whether the carrier component moves to or exceeds a trigger position during the movement from the folded position to the unfolded position. When the carrier component is in the folded position relative to the body, the sensor detects that the sensing signal of the trigger is greater than or equal to a threshold. When the carrier component is in the trigger position relative to the body, the sensor detects that the sensing signal of the trigger is less than the threshold.

[0055] A processor is configured to trigger the aircraft to power on in response to the sensor detecting that the sensing signal of the trigger is less than the threshold.

[0056] The thirteenth embodiment of this application provides an aircraft, including:

[0057] body;

[0058] A support assembly is rotatable relative to the fuselage between an unfolded position and a folded position, the support assembly being used to support at least some components of the aircraft;

[0059] A non-contact sensing element includes a sensing element disposed in one of the support component and the body, and a trigger element disposed in the other of the support component and the body, wherein the sensing element is capable of sensing the trigger element in a non-contact manner;

[0060] The sensor is used to detect whether the carrier component rotates to or beyond a trigger position during the rotation from the folded position to the unfolded position. When the carrier component is in the folded position relative to the body, the sensor detects that the sensing signal of the trigger is greater than or equal to a threshold. When the carrier component is in the trigger position relative to the body, the sensor detects that the sensing signal of the trigger is less than the threshold.

[0061] A processor is configured to trigger the aircraft to start its operating mode in response to the sensor detecting that the sensing signal of the trigger is less than the threshold.

[0062] The fourteenth embodiment of this application provides a control method for an aircraft, including:

[0063] The system acquires a sensing signal output by a sensor, wherein the sensor is capable of sensing a trigger in a non-contact manner. The sensor is disposed on one of the carrier assembly and the fuselage of the aircraft, and the trigger is disposed on the other of the carrier assembly and the fuselage. The carrier assembly is used to carry at least some components of the aircraft and is movable relative to the fuselage between an unfolded position and a folded position. The sensor is used to detect whether the carrier assembly moves to or beyond a trigger position during its movement from the folded position to the unfolded position. When the carrier assembly is in the folded position relative to the fuselage, the sensor senses that the sensing signal of the trigger is greater than or equal to a threshold. When the carrier assembly is in the trigger position relative to the fuselage, the sensor senses that the sensing signal of the trigger is less than the threshold.

[0064] In response to the sensor detecting that the sensing signal of the trigger is less than the threshold, the aircraft is triggered to power on.

[0065] The fifteenth embodiment of this application provides a control method for an aircraft, including:

[0066] The system acquires a sensing signal output by a sensor, wherein the sensor is capable of sensing a trigger in a non-contact manner. The sensor is disposed on one of the carrier assembly and the fuselage of the aircraft, and the trigger is disposed on the other of the carrier assembly and the fuselage. The carrier assembly is used to carry at least some components of the aircraft and is rotatable relative to the fuselage between an unfolded position and a folded position. The sensor is used to detect whether the carrier assembly rotates to or beyond a trigger position during rotation from the folded position to the unfolded position. When the carrier assembly is in the folded position relative to the fuselage, the sensor senses that the sensing signal of the trigger is greater than or equal to a threshold. When the carrier assembly is in the trigger position relative to the fuselage, the sensor senses that the sensing signal of the trigger is less than the threshold.

[0067] In response to the sensor detecting that the sensing signal of the trigger is less than the threshold, the aircraft is triggered to start its operating mode.

[0068] The sixteenth embodiment of this application provides a control device for an aircraft, comprising:

[0069] One or more processors;

[0070] One or more memories are provided for storing computer program instructions that, when invoked by the one or more processors, cause the one or more processors to execute:

[0071] The system acquires a sensing signal output by a sensor, wherein the sensor is capable of sensing a trigger in a non-contact manner. The sensor is disposed on one of the carrier assembly and the fuselage of the aircraft, and the trigger is disposed on the other of the carrier assembly and the fuselage. The carrier assembly is used to carry at least some components of the aircraft and is movable relative to the fuselage between an unfolded position and a folded position. The sensor is used to detect whether the carrier assembly moves to or beyond a trigger position during its movement from the folded position to the unfolded position. When the carrier assembly is in the folded position relative to the fuselage, the sensor senses that the sensing signal of the trigger is greater than or equal to a threshold. When the carrier assembly is in the trigger position relative to the fuselage, the sensor senses that the sensing signal of the trigger is less than the threshold.

[0072] In response to the sensor detecting that the sensing signal of the trigger is less than the threshold, the aircraft is triggered to power on.

[0073] The seventeenth embodiment of this application provides a control device for an aircraft, comprising:

[0074] One or more processors;

[0075] One or more memories are provided for storing computer program instructions that, when invoked by the one or more processors, cause the one or more processors to execute:

[0076] The system acquires a sensing signal output by a sensor, wherein the sensor is capable of sensing a trigger in a non-contact manner. The sensor is disposed on one of the carrier assembly and the fuselage of the aircraft, and the trigger is disposed on the other of the carrier assembly and the fuselage. The carrier assembly is used to carry at least some components of the aircraft and is rotatable relative to the fuselage between an unfolded position and a folded position. The sensor is used to detect whether the carrier assembly rotates to or beyond a trigger position during rotation from the folded position to the unfolded position. When the carrier assembly is in the folded position relative to the fuselage, the sensor senses that the sensing signal of the trigger is greater than or equal to a threshold. When the carrier assembly is in the trigger position relative to the fuselage, the sensor senses that the sensing signal of the trigger is less than the threshold.

[0077] In response to the sensor detecting that the sensing signal of the trigger is less than the threshold, the aircraft is triggered to start its operating mode.

[0078] The eighteenth embodiment of this application provides a computer-readable storage medium storing computer program instructions that, when executed by a processor, cause the processor to implement the method described in the fourteenth or fifteenth embodiment above.

[0079] The aircraft, control method, control device, and storage medium provided in embodiments 12 to 18 of this application, when the carrier component is in a folded position relative to the fuselage, the sensor detects that the sensing signal of the trigger is greater than or equal to a threshold. When the carrier component is in a triggered position relative to the fuselage, the sensor detects that the sensing signal of the trigger is less than the threshold. When the sensor detects that the sensing signal of the trigger is less than the threshold, the aircraft is triggered to start the working mode. By using this displacement detection scheme to detect the unfolded state of the carrier component, the problem of accidental activation caused by the proximity of an external magnet when the carrier component of the aircraft is in a folded position can be avoided, thus improving the accuracy of starting the working mode.

[0080] The nineteenth embodiment of this application provides an aircraft, including:

[0081] body;

[0082] C load-bearing components are movable relative to the fuselage between an unfolded position and a folded position. The load-bearing components are used to carry the aircraft's power system, which is used to drive the aircraft to fly. Here, C is a positive integer greater than or equal to 2.

[0083] Two magnets are respectively disposed in two of the C load-bearing components or in one of the fuselage components;

[0084] Two Hall sensors are disposed on the other of the two support components or the body, and each Hall sensor corresponds to one of the magnets; wherein the two Hall sensors are respectively used to detect the two magnets to detect whether one of the two support components moves to or exceeds the first trigger position during the movement from the folded position to the unfolded position;

[0085] The processor is configured to automatically power on the aircraft in response to the two Hall sensors detecting that both load-bearing components have moved to or beyond the first trigger position.

[0086] The twentieth embodiment of this application provides a method for controlling an aircraft, including:

[0087] The sensor signals output by two Hall sensors are acquired, wherein each Hall sensor corresponds to a magnet, and the two magnets are respectively located in one of the two carrier components or the fuselage of the aircraft, and the two Hall sensors are located in the other of the two carrier components or the fuselage; wherein the two Hall sensors are respectively used to detect the two magnets to detect whether one of the two carrier components moves to or exceeds the first trigger position during the movement from the folded position to the unfolded position;

[0088] In response to the two Hall sensors detecting that both load-bearing components have moved to or beyond the first trigger position, the aircraft is automatically powered on.

[0089] The twenty-first embodiment of this application provides a control device for an aircraft, comprising:

[0090] One or more processors;

[0091] One or more memories are provided for storing computer program instructions that, when invoked by the one or more processors, cause the one or more processors to execute:

[0092] The sensor signals output by two Hall sensors are acquired, wherein each Hall sensor corresponds to a magnet, and the two magnets are respectively located in one of the two carrier components or the fuselage of the aircraft, and the two Hall sensors are located in the other of the two carrier components or the fuselage; wherein the two Hall sensors are respectively used to detect the two magnets to detect whether one of the two carrier components moves to or exceeds the first trigger position during the movement from the folded position to the unfolded position;

[0093] In response to the two Hall sensors detecting that both load-bearing components have moved to or beyond the first trigger position, the aircraft is automatically powered on.

[0094] The twenty-second embodiment of this application provides a computer-readable storage medium storing computer program instructions that, when executed by a processor, cause the processor to implement the method described in the twenty-first embodiment.

[0095] The aircraft, control method, control device, and storage medium provided in the nineteenth to twenty-second embodiments of this application employ two Hall sensors to detect the deployment state of two carrier components. The aircraft will only be automatically powered on when both Hall sensors detect that the carrier components have been deployed to the trigger position. This avoids interference from a single external magnet on a Hall sensor, which could lead to false power-on and improves the accuracy of power-on recognition.

[0096] The twenty-third embodiment of this application provides an aircraft, including:

[0097] First component;

[0098] The second component is movably connected to the first component so that the second component can move between an unfolded position and a folded position;

[0099] A non-contact sensing element is disposed in at least one of the first component and the second component;

[0100] Wherein, the non-contact sensing element is used to detect whether the second component moves to or exceeds the first trigger position during the movement from the folded position to the unfolded position; and / or, to detect whether the second component moves to or exceeds the second trigger position during the movement from the unfolded position to the folded position;

[0101] The processor is configured to, in response to the non-contact sensor detecting that the second component has moved to or beyond the first trigger position, power on one or more unpowered components of the aircraft; and / or, in response to the non-contact sensor detecting that the second component has moved to or beyond the second trigger position, power off one or more powered components of the aircraft.

[0102] The twenty-fourth embodiment of this application provides a method for controlling an aircraft, including:

[0103] The system acquires the output of a non-contact sensor, wherein the non-contact sensor is disposed in at least one of a first component and a second component of the aircraft, the second component being movably connected to the first component to enable the second component to move between an unfolded position and a folded position; wherein the non-contact sensor is used to detect whether the second component moves to or beyond a first trigger position during its movement from the folded position to the unfolded position; and / or, to detect whether the second component moves to or beyond a second trigger position during its movement from the unfolded position to the folded position;

[0104] In response to the non-contact sensor detecting that the second component has moved to or beyond the first trigger position, one or more unpowered components of the aircraft are powered on; and / or, in response to the non-contact sensor detecting that the second component has moved to or beyond the second trigger position, one or more powered components of the aircraft are powered off.

[0105] The twenty-fifth embodiment of this application provides a control device for an aircraft, comprising:

[0106] One or more processors;

[0107] One or more memories are provided for storing computer program instructions that, when invoked by the one or more processors, cause the one or more processors to execute:

[0108] The system acquires the output of a non-contact sensor, wherein the non-contact sensor is disposed in at least one of a first component and a second component of the aircraft, the second component being movably connected to the first component to enable the second component to move between an unfolded position and a folded position; wherein the non-contact sensor is used to detect whether the second component moves to or beyond a first trigger position during its movement from the folded position to the unfolded position; and / or, to detect whether the second component moves to or beyond a second trigger position during its movement from the unfolded position to the folded position;

[0109] In response to the non-contact sensor detecting that the second component has moved to or beyond the first trigger position, one or more unpowered components of the aircraft are powered on; and / or, in response to the non-contact sensor detecting that the second component has moved to or beyond the second trigger position, one or more powered components of the aircraft are powered off.

[0110] The twenty-sixth embodiment of this application provides a computer-readable storage medium storing computer program instructions, which, when executed by a processor, cause the processor to implement the method described in the twenty-fourth embodiment above.

[0111] The aircraft, control method, control device, and storage medium provided in embodiments 23 to 26 of this application employ non-contact sensors to detect whether a second component has moved to or beyond a first trigger position relative to a first component. If the second component is detected to have moved to or beyond the first trigger position relative to the first component, one or more unpowered components of the aircraft are powered on. Alternatively, if the second component is detected to have moved to or beyond a second trigger position relative to the first component, one or more powered components of the aircraft are powered off. This enables the use of non-contact sensors to detect the unfolded or folded state of the second component relative to the first component, thereby automatically triggering the aircraft to power on or off. This allows for rapid power-on or power-off of the aircraft, improving work efficiency.

[0112] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit the disclosure of the embodiments of this application. Attached Figure Description

[0113] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0114] Figure 1 is a schematic diagram of the structure of an aircraft provided in an embodiment of this application, wherein the fuselage arms are deployed;

[0115] Figure 2 is a schematic diagram of the structure of an aircraft provided in an embodiment of this application, wherein the fuselage arms are folded;

[0116] Figure 3 is a structural schematic diagram of an aircraft provided in an embodiment of this application, wherein the propeller or load-bearing components are deployed;

[0117] Figure 4 is a structural schematic diagram of an aircraft provided in an embodiment of this application, wherein the propeller or load-bearing components are folded;

[0118] Figure 5 is a partial structural schematic diagram of an aircraft provided in an embodiment of this application;

[0119] Figure 6(A) is a schematic diagram of the structure of an aircraft provided in an embodiment of this application, wherein part of the propeller protection or load-bearing components are deployed and another part of the propeller protection or load-bearing components are folded.

[0120] Figure 6(B) is a structural schematic diagram of an aircraft provided in an embodiment of this application, wherein the propeller or load-bearing components are deployed;

[0121] Figure 7 is a magnified view of part K in Figure 6(B);

[0122] Figure 8 is a structural schematic diagram of an aircraft provided in an embodiment of this application;

[0123] Figure 9 is a schematic diagram of the structure of an aircraft provided in an embodiment of this application;

[0124] Figure 10 is a schematic diagram of the structure of an aircraft provided in an embodiment of this application;

[0125] Figure 11 is a partial structural schematic diagram of an aircraft provided in an embodiment of this application;

[0126] Figure 12 is a schematic diagram of a control method for an aircraft provided in an embodiment of this application;

[0127] Figure 13 is a schematic diagram of a control method for an aircraft provided in an embodiment of this application;

[0128] Figure 14 is a schematic diagram of a control method for an aircraft provided in an embodiment of this application;

[0129] Figure 15 is a schematic diagram of a control method for an aircraft provided in an embodiment of this application;

[0130] Figure 16 is a schematic diagram of a control method for an aircraft provided in an embodiment of this application;

[0131] Figure 17 is a schematic diagram of a control method for an aircraft provided in an embodiment of this application;

[0132] Figure 18 is a schematic diagram of a control method for an aircraft provided in an embodiment of this application.

[0133] Explanation of reference numerals in the attached figures:

[0134] 100. Aircraft;

[0135] 10. Fuselage; 20. Arm; 21. Front arm; 22. Rear arm;

[0136] 30. Power system; 31. Motor; 32. Propeller; 33. Base;

[0137] 40. Paddle guard; 41. Front paddle guard; 42. Rear paddle guard; 50. Tripod;

[0138] 60. Bearing component; 601. First side; 602. Second side;

[0139] 70. Non-contact sensing element; 71. Sensing element; 72. Triggering element;

[0140] 80. Processor; 90. Installation component. Detailed Implementation

[0141] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0142] In the description of this application, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing this application 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 application. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of the stated features. In the description of this application, "a plurality of" means two or more, unless otherwise explicitly specified.

[0143] It should also be understood that the terminology used in this application specification is for the purpose of describing particular embodiments only and is not intended to limit the application. As used in this application specification and the appended claims, unless the context clearly indicates otherwise, the singular forms "a," "an," and "the" are intended to include the plural forms. In this application, "at least one" means one or more, and "more" means two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can mean: A alone, A and B simultaneously, or B alone, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, or c can be represented as: a, b, c, a and b, a and c, b and c, or a and b and c, where a, b, and c can be a single item or multiple items.

[0144] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0145] This application provides an electronic device. The electronic device may include at least one of the following: a robot, a mobile vehicle, a mobile ship, a gimbal, an aircraft, a mobile phone, or other user terminal equipment. The aircraft may include a rotorcraft, a fixed-wing aircraft, or a hybrid fixed-wing / rotorcraft, and may be manned or unmanned. The rotorcraft may be a single-rotor or multi-rotor aircraft, and multi-rotor aircraft may include: a dual-rotor aircraft, a tri-rotor aircraft, a quadcopter aircraft, a hexacopter aircraft, an octagonal aircraft, a decacopter aircraft, a dodecagonal aircraft, etc.

[0146] The following explanation uses electronic devices as an example of aircraft. It should be noted that this does not limit the scope of protection of this application.

[0147] Referring to Figure 1, in some embodiments, the aircraft 100 includes a fuselage 10. The aircraft 100 also includes an arm 20 connected to the fuselage 10. The arm 20 and the fuselage 10 may be detachably connected; alternatively, they may be non-detachably connected. The arm 20 and the fuselage 10 may be movably connected, and their relative positions can be adjusted when connected. In some embodiments, the arm 20 and the fuselage 10 are movably connected so that the arm 20 can be deployed or folded. For example, the arm 20 is shown in the deployed position as shown in Figure 1, and in the folded position as shown in Figure 2. The deployed position of the arm 20 in Figure 1 and the folded position of the arm 20 in Figure 2 are merely illustrative; in actual applications, the deployed and folded positions of the arm 20 can be designed according to actual needs and are not limited thereto. The number of arms 20 can be designed according to actual needs, such as one, two, three, four, or more. Exemplarily, the number of arms 20 includes multiple arms 20 extending radially from the fuselage 10. Exemplarily, the aircraft 100 includes multiple arms 20, a portion of which is movably connected to the fuselage 10, and another portion of which is not movably connected to the fuselage 10; or, each arm 20 is movably connected to the fuselage 10. The arms 20 can move relative to the fuselage 10, for example, the arms 20 can rotate about a rotation axis (not shown) to rotate relative to the fuselage 10, so as to switch between an deployed state and a folded state. The rotation axis can be parallel to the yaw axis of the fuselage 10, meaning the arm 20 can rotate about a vertical axis to rotate horizontally relative to the fuselage 10; or the rotation axis can be tilted relative to the fuselage 10, for example, tilted to the yaw axis of the fuselage 10. In this case, the arm 20 can rotate about a tilt axis to rotate horizontally relative to the fuselage 10. For example, referring to Figure 1, the aircraft 100 includes multiple arms 20, including a front arm 21 and a rear arm 22. In the deployed position, the front arm 21 is closer to the nose of the aircraft 100 than the rear arm 22. In some embodiments, the arms 20 may be omitted.

[0148] In some embodiments, the arm 20 includes a first part and a second part, wherein the first part is connected to the fuselage 10, and the second part is connected to the first part, and the first and second parts are movably connected. The first part can be fixedly connected to the fuselage 10 or movably connected. The second part can switch between an unfolded position and a folded position relative to the first part. When the second part is in the unfolded position relative to the first part, the aircraft 100 can operate normally. When the second part is in the folded position relative to the first part, it facilitates the folding and storage of the aircraft 100.

[0149] Referring to Figure 1, in some embodiments, the aircraft 100 includes a power system 30 for driving the aircraft 100 to fly or for driving the movement of a component of the aircraft 100. The power system 30 can be a power mechanism that utilizes an electric motor, engine, electronic components, magnetic mechanisms, gravity, wind power, fuel, and / or other substances or components to provide a power source. Referring to Figure 1, exemplarily, the power system 30 may include a power motor 31 and a propeller 32, the power motor 31 driving the propeller 32 to rotate, thereby providing power for the flight of the aircraft 100. It should be understood that the power motor 31 can be a DC motor or an AC motor. Additionally, the power motor 31 can be a brushless motor or a brushed motor.

[0150] Referring to Figure 3, in some embodiments, the aircraft 100 includes a rotor guard 40, which serves a protective function, reducing the probability of the propeller 32 or power system 30 being damaged by direct collision with obstacles, and reducing the safety risk of cuts to people or other obstacles caused by the high-speed rotation of the propeller 32 or power system 30. The rotor guard 40 is connected to the fuselage 10 and / or the arm 20. Exemplarily, the rotor guard 40 is connected to the fuselage 10. In this case, the aircraft 100 may include the arm 20, or the arm 20 may be omitted. For example, the aircraft 100 includes the fuselage 10, the arm 20, and the rotor guard 40, with the rotor guard 40 connected to the fuselage 10, and the power system 30 located on the arm 20 and / or the rotor guard 40. Alternatively, the arm 20 may be omitted, and the aircraft 100 includes the fuselage 10 and the rotor guard 40, with the rotor guard 40 connected to the fuselage 10, and the power system 30 located on the rotor guard 40. For example, the propeller guard 40 is connected to the boom 20; or, the propeller guard 40 is connected to the fuselage 10 via the boom 20, and the power system 30 may be located on the propeller guard 40 and / or the boom 20. In other embodiments, the propeller guard 40 may be omitted.

[0151] The propeller guard 40 is connected to a connected component (including at least one of the fuselage 10 and the arm 20). The propeller guard 40 and the connected component can be detachably connected; alternatively, they can be non-detachably connected. The propeller guard 40 and the connected component can be movably connected, and their relative positions can be adjusted when connected. Exemplarily, the propeller guard 40 can move relative to the fuselage 10 to allow it to fold or unfold. Exemplarily, the propeller guard 40 is shown in the unfolded position as shown in Figure 3, and in the folded position as shown in Figure 4. The unfolded position of the propeller guard 40 in Figure 3 and the folded position of the propeller guard 40 in Figure 4 are merely illustrative; in actual applications, the unfolded and folded positions of the propeller guard 40 can be designed according to actual needs and are not limited thereto.

[0152] The number of propeller guards 40 can be designed according to actual needs, such as one, two, three, four or more. There may be multiple propeller guards 40, with some parts of each allowed to move relative to the fuselage 10, while others may not; alternatively, each propeller guard 40 may be movable relative to the fuselage 10. Referring to Figure 3, exemplarily, the aircraft 100 includes multiple propeller guards 40, including a front propeller guard 41 and a rear propeller guard 42. In the deployed position, the front propeller guard 41 is closer to the nose of the aircraft 100 than the rear propeller guard 42.

[0153] Referring to Figure 5, in some embodiments, the aircraft 100 includes a landing gear 50 for supporting at least one of the fuselage 10, arm 20, rotor support 40, etc. In some embodiments, the landing gear 50 is connected to at least one of the fuselage 10, arm 20, rotor support 40, etc. For example, the landing gear 50 is connected to the fuselage 10 and / or arm 20. As another example, for an aircraft 100 where the rotor support 40 is connected to the fuselage 10 and the arm 20 is omitted, the landing gear 50 is connected to the fuselage 10 and / or rotor support 40. The landing gear 50 may be detachably connected to at least one of the fuselage 10, arm 20, rotor support 40, etc.; or, the landing gear 50 may be non-detachably connected to at least one of the fuselage 10, arm 20, rotor support 40, etc. The landing gear 50 is movably connected to at least one of the fuselage 10, arm 20, rotor guard 40, etc. When the landing gear 50 is not needed, it can be folded to save space on the aircraft 100 or to prevent it from interfering with the normal flight of the aircraft 100. When the landing gear 50 is needed, it can be unfolded to provide support. For example, as shown in Figure 5, the landing gear 50 can be located on the underside of the fuselage 10. When the landing gear 50 is in the unfolded position, it is located on the underside of the fuselage 10; when the landing gear 50 is in the folded position, it is located inside the fuselage 10, such as on the underside. During landing, the landing gear 50 can be unfolded, and during flight, it can be folded to prevent the aircraft 100 from photographing the landing gear 50 during flight. In other embodiments, the landing gear 50 may be omitted. The number of landing gear 50s can be designed according to actual needs, such as one, two, three, four, or more. For example, each arm 20 (or propeller guard 40) is provided with a corresponding footrest 50; or, a portion of the multiple arms 20 (or propeller guards 40) are provided with corresponding footrests 50, while another portion is not provided with corresponding footrests 50. In other embodiments, the footrests 50 may be located on the underside of the fuselage 10.

[0154] Referring to Figures 3 and 4, in some embodiments, the aircraft 100 includes a support component 60, which is movable between an unfolded position and a folded position. The support component 60 can switch between the unfolded and folded positions according to actual needs; when the support component 60 is in the folded position, the overall volume of the aircraft 100 can be reduced, facilitating storage or carrying; when the support component 60 is in the unfolded position, it can be used normally. Exemplarily, the relative position between the support component 60 and the fuselage 10 can be adjusted manually. For example, the support component 60 can be unfolded or folded manually. Exemplarily, the aircraft 100 can automatically adjust the relative position between the support component 60 and the fuselage 10. For example, the support component 60 can be moved by a position adjustment motor to unfold or fold.

[0155] The support assembly 60 can be used to support at least some components of the aircraft 100. For example, the support assembly 60 is used to support the power system 30 of the aircraft 100. Or, the support assembly 60 is used to support the fuselage 10 of the aircraft 100. The support assembly 60 includes at least one of the following: arm 20, rotor guard 40, landing gear 50, etc. At least some components include at least one of the following: power system 30, fuselage 10, other structures of the aircraft 100, the aircraft 100 itself, etc.

[0156] In some embodiments, the support assembly 60 includes an arm 20 or a rotor guard 40 for supporting the power system 30 of the aircraft 100. For example, referring to Figure 1, the support assembly 60 includes an arm 20 for supporting the power system 30. As another example, referring to Figure 3, the support assembly 60 includes a rotor guard 40 for supporting the power system 30. In some embodiments, the support assembly 60 includes a landing gear 50 for supporting at least one of the fuselage 10, the arm 20, and the rotor guard 40 to support the aircraft 100.

[0157] In some embodiments, the support assembly 60 is connected to the side, underside, or top side of the fuselage 10. The side side can be at least one side of the fuselage 10, such as the left, right, front, or rear side. For example, the support assembly 60 includes an arm 20 connected to the side of the fuselage 10. As another example, the support assembly 60 includes a propeller guard 40 connected to the underside or side of the fuselage 10.

[0158] In some embodiments, one or more support components 60 are located on the periphery, lower side, or upper side of the fuselage 10 when in the unfolded position. In some embodiments, one or more support components 60 are located on the lower side, periphery, or upper side of the fuselage 10 when in the folded position. For example, one or more support components 60 are located on the periphery of the fuselage 10 when in the folded position and on the periphery of the fuselage 10 when in the unfolded position; or, one or more support components 60 are located on the lower side of the fuselage 10 when in the folded position and on the lower side of the fuselage 10 when in the unfolded position; or, one or more support components 60 are located on the lower side of the fuselage 10 when in the folded position and on the periphery of the fuselage 10 when in the unfolded position; or, one or more support components 60 are located on the upper side of the fuselage 10 when in the folded position and on the periphery of the fuselage 10 when in the unfolded position.

[0159] In some embodiments, one or more carrier components 60 are close to the fuselage 10 when in the unfolded position and away from the fuselage 10 when in the folded position.

[0160] The number of carrier components 60 can be set according to actual needs, such as one, two, three, four, or more. For example, the number of carrier components 60 may include multiple components, at least one of which can be folded or unfolded, while the remaining carrier components 60 are not foldable. For example, the number of carrier components 60 may include multiple components, each of which can be folded or unfolded, meaning each carrier component 60 can move between an unfolded position and a folded position. For example, the aircraft 100 in Figure 6(A) includes multiple carrier components 60, one of which is in a folded position, and the remaining carrier components 60 are in an unfolded position.

[0161] Understandably, for the aircraft 100, which includes the foldable support component 60, the user needs to unfold the support component 60 of the aircraft 100 in sequence, then turn on the aircraft 100 by pressing and holding the power button for a long time and then pressing it for a short time, and then connect the remote control to control the aircraft 100 to complete the takeoff action. This series of operation steps is relatively cumbersome, and the process of starting the working mode of the aircraft 100 is relatively long. For some scenarios where you want to start shooting quickly (such as shooting fleeting scenes such as sunsets or fireworks), this method is not conducive to quick shooting, and the user experience is low.

[0162] Referring to Figures 6(B) to 8, this embodiment of the application provides an aircraft 100, including a fuselage 10, a support assembly 60, a non-contact sensor 70, and a processor 80. The support assembly 60 may be one or more, and each support assembly 60 is rotatable relative to the fuselage 10 between an unfolded position and a folded position. The support assembly 60 carries the power system 30 of the aircraft 100, which drives the aircraft 100 to fly. The non-contact sensor 70 is disposed on at least one of the target support assembly and the fuselage 10. The one or more support assemblies 60 include a target support assembly, meaning the target support assembly is some or all of the one or more support assemblies 60, and the number of target support assemblies may be one or more. The non-contact sensor 70 is used to detect whether the target support assembly rotates to or beyond a first trigger position during rotation from the folded position to the unfolded position. The processor 80 is used to trigger the aircraft 100 to start its operating mode in response to the non-contact sensor 70 detecting that the target support assembly has rotated to or beyond the first trigger position.

[0163] The aircraft 100 in the above embodiment uses a non-contact sensor 70 to detect whether the target carrier component has been deployed to or beyond the first trigger position. If the target carrier component is detected to have rotated to or beyond the first trigger position, the aircraft 100 is triggered to start its working mode. Therefore, the aircraft 100 can quickly start its working mode simply by deploying the target carrier component, improving the efficiency of rapid operation. The aircraft 100 is easy to start, eliminating the need for the user to manually trigger the power button, thus improving the user experience. Compared with traditional contact sensor solutions, the use of the non-contact sensor 70 can improve detection accuracy, has less impact on appearance, and can achieve detection without contact, avoiding mechanical wear caused by frequent contact, and will not affect the service life of the device. Furthermore, it eliminates the need to cut grooves in the fuselage 10 to install contact switches, thus having less impact on the rigidity of the fuselage 10 structure.

[0164] In some embodiments, the startup operating mode includes at least one of the following: powering on, starting the power system, such as the motor and / or propeller 32 rotating. The startup operating mode may also take other forms in other possible implementations, which are not limited here. The motor may be a power motor 31 for driving the propeller 32 to rotate, or it may be another motor of the aircraft 100. Powering on includes: triggering the power-off components of the aircraft 100 to power on. Exemplarily, triggering the startup operating mode of the aircraft 100 includes: triggering one or more power-off components of the aircraft 100 to power on, and starting the rotation of the power system 30 of the aircraft 100; or, starting the rotation of the motor of the aircraft 100; or, starting the aircraft 100 to power on. Power-off components include at least one of the following: the gimbal assembly of the aircraft 100, a camera, a chip system, the power motor 31 of the power system 30, etc. A non-contact sensor 70 is used to detect whether the carrier component 60 has been deployed to the first trigger position. If the carrier component 60 is detected to have been deployed to the first trigger position, the aircraft 100 is triggered to start automatically. Deploying the carrier component 60 allows for quick startup, improving the efficiency of rapid shooting.

[0165] Referring to Figure 9, in some embodiments, the non-contact sensor 70 includes a sensor 71 and a trigger 72. The sensor 71 can sense the trigger 72 in a non-contact manner. The sensor 71 in the same non-contact sensor 70 is disposed in one of the target support assembly and the body 10, and the trigger 72 in the same non-contact sensor 70 is disposed in the other of the target support assembly and the body 10. By sensing the trigger 72 through the sensor 71, it is possible to detect whether the target support assembly has rotated to or beyond a first trigger position during the rotation from the folded position to the unfolded position. For example, the sensor 71 in the same non-contact sensor 70 is disposed in the target support assembly, and the trigger 72 in the same non-contact sensor 70 is disposed in the body 10. For example, the sensor 71 in the same non-contact sensor 70 is located on the body 10, and the trigger 72 in the same non-contact sensor 70 is located on the target carrier assembly. Since the body 10 has a large space, it is easy to arrange the sensor 71 and wiring on the body 10, and the wiring length can be reduced, making it easy to implement. In other embodiments, the trigger 72 may also be omitted. For example, the trigger 72 is omitted, and the non-contact sensor 70 includes at least one of the following: an infrared sensor, a laser sensor, an ultrasonic sensor, or a millimeter-wave radar sensor, etc. For example, the non-contact sensor 70 can detect whether the target carrier assembly has rotated to or beyond a first trigger position during rotation from a folded position to an unfolded position without contacting the target carrier assembly. For example, the non-contact sensor 70 can detect the distance between itself and the target carrier assembly. For example, the non-contact sensor 70 can transmit a signal and receive a signal returned by the target carrier assembly, and calculate the distance to the carrier assembly by comparing the transmitted signal and the returned signal. Alternatively, a mapping relationship between distance and rotation angle can be preset, and the distance obtained by the non-contact sensing element 70 through calculation can correspond to the rotation angle.

[0166] The sensor 71 can be disposed at any suitable position in either the housing 10 or the target support assembly, as needed. Similarly, the trigger 72 can be disposed at any suitable position in the other housing 10 or the target support assembly, as needed. In some embodiments, the sensor 71 is disposed on the inner or outer surface of either the housing 10 or the target support assembly, and the trigger 72 is disposed on the inner or outer surface of the other housing 10 or the target support assembly. This allows for flexible placement of the sensor 71 and the trigger 72. For example, the sensor 71 is disposed inside one of the housing 10 or the target support assembly, and the trigger 72 is disposed on the inner or outer surface of the other housing 10 or the target support assembly. For example, the sensor 71 is disposed inside one of the fuselage 10 and the target support assembly, and the trigger 72 is disposed inside the other of the fuselage 10 and the target support assembly. In this way, the sensor 71 and the trigger 72 can be hidden inside the aircraft 100, without being exposed on the outer surface of the aircraft 100. This provides some protection for the sensor 71 and the trigger 72, extends the service life of the non-contact sensor 70 and the trigger 72, makes the aircraft 100 more aesthetically pleasing, and also facilitates the liquid- and dust-proof design of the aircraft 100. For example, the sensor 71 is disposed inside the fuselage 10, and the trigger 72 is disposed inside the target support assembly.

[0167] In some embodiments, the non-contact sensor 70 includes a sensor 71 and a trigger 72. The sensor 71 can sense the trigger 72 in a non-contact manner. One or more carrier components 60 include multiple target carrier components, that is, there are multiple target carrier components. The sensor 71 and trigger 72 in the same non-contact sensor 70 are respectively disposed in different target carrier components among the multiple target carrier components. In this case, different components of the non-contact sensor can be disposed in different carrier components 60 so that when the different carrier components 60 are separated from each other, the aircraft can be triggered to start the working mode. For example, the carrier component 60 includes an arm 20, the target carrier component includes a target arm, one or more carrier components 60 include multiple target arms, and the sensor 71 and trigger 72 in the same non-contact sensor 70 are respectively disposed in two different target arms among the multiple target arms. For example, the carrier assembly 60 includes a propeller guard 40, the target carrier assembly includes a target propeller guard, one or more carrier assemblies 60 include multiple target propeller guards, and the sensor 71 and trigger 72 in the same non-contact sensor 70 are respectively disposed in two different target propeller guards. For example, the carrier assembly 60 includes a tripod 50, the target carrier assembly includes a target tripod, one or more carrier assemblies 60 include multiple target tripods, and the sensor 71 and trigger 72 in the same non-contact sensor 70 are respectively disposed in two different target tripods. Exemplarily, the sensor 71 or trigger 72 is disposed on the inner or outer surface of the target carrier assembly. Exemplarily, the sensor 71 in the same non-contact sensor 70 is disposed on the inner or outer surface of one of the multiple target carrier assemblies, and the trigger 72 in the same non-contact sensor 70 is disposed on the inner or outer surface of another of the multiple target carrier assemblies. For example, referring to Figure 10, the multiple target support components include a third support component 63 and a fourth support component 64. One of the sensors 71 and the trigger 72 is located inside or on the outer surface of the third support component 63, and the other of the sensors 71 and the trigger 72 is located inside or on the outer surface of the fourth support component 64. In this way, when two or more support components 60 are detected to be separated from each other, it can be determined that the support component 60 of the aircraft 100 has moved from the folded position to or beyond the unfolded position, and the aircraft 100 will automatically activate the working mode.

[0168] In some embodiments, the sensing element 71 includes at least one of the following: a magnetic sensor, a photoelectric sensor, a capacitive sensor, or a visual sensor. The sensing element 71 is capable of sensing the trigger element 72. The sensing element 71 cooperates with the trigger element 72 to enable the sensing element 71 to generate a sensing signal. The sensing signal can characterize whether the target support component rotates to or beyond the first trigger position during the rotation from the folded position to the unfolded position.

[0169] In some embodiments, the sensing element 71 includes a magnetic sensor, which is sensitive to changes in the magnetic field and thus can be used to detect the position of a target carrying component. This type of non-contact sensing element 70 exhibits high sensitivity and high detection accuracy; it is less affected by environmental factors such as temperature, humidity, corrosion, or light, and is resistant to environmental interference. Exemplarily, the magnetic sensor includes at least one of the following: a Hall sensor, a reed switch, or a magnetic encoder. The non-contact sensing element 70 including a magnetic sensor is less affected by the environment during detection and has high detection accuracy. For example, the sensing element 71 includes a magnetic sensor, and the trigger element 72 includes a magnet, which may include a permanent magnet or other structures capable of generating a magnetic field.

[0170] In some embodiments, the sensing element 71 includes a photoelectric sensor, and the trigger element 72 includes a reflector. The photoelectric sensor transmits a light beam emitted by a light source to the reflector, receives the light beam reflected by the reflector, and converts the light signal into an electrical signal to detect whether the target support assembly has rotated to or beyond a first trigger position during rotation from the folded position to the unfolded position. In some embodiments, the sensing element 71 includes a capacitive sensor, and the trigger element 72 includes an electrode plate. The capacitive sensor can sense changes in the electrical signal caused by the electrode plate, thereby detecting whether the target support assembly has rotated to or beyond the first trigger position during rotation from the folded position to the unfolded position. In some embodiments, the sensing element 71 includes a vision sensor, and the trigger element 72 includes a visual marker. The vision sensor can acquire image information of the visual marker to detect whether the target support assembly has rotated to or beyond the first trigger position during rotation from the folded position to the unfolded position.

[0171] In some embodiments, the sensing element 71 includes a magnetic sensor, and the trigger element 72 includes a magnet. The aircraft 100 also includes a magnetic field shielding device (not shown), which shields the magnetic field force of the magnet in a preset direction to avoid interference with specific components of the aircraft 100 susceptible to magnetic interference. This device isolates the magnetic field force of the magnet in the direction of the specific component, preventing magnetic interference and enabling the detection of whether a target-carrying component has rotated to or beyond a first trigger position without generating additional electromagnetic interference sources. This specific component may include at least one of the following: a compass, or other devices susceptible to magnetic interference. Exemplarily, the preset direction is related to the position on the fuselage 10 where the specific component is mounted. Exemplarily, the magnetic field shielding device includes at least one of the following: a magnetic shield, or other structures with magnetic field shielding or magnetic field isolation functions.

[0172] In some embodiments, the target support assembly includes multiple target support assemblies, and a non-contact sensor 70 is disposed at least in one of the multiple target support assemblies. The non-contact sensor 70 is used to detect another target support assembly among the multiple target support assemblies. For example, when the non-contact sensor 70 includes a sensor 71 and a trigger 72, the sensor 71 is disposed in one of the multiple target support assemblies, and the trigger 72 is disposed in another target support assembly among the multiple target support assemblies. The sensor 71 can sense the trigger 72 in a non-contact manner, thereby detecting whether another target support assembly among the multiple target support assemblies has rotated to or beyond a first trigger position. For example, when the trigger 72 is omitted, the non-contact sensor 70 or the sensor 71 is disposed in one of the multiple target support assemblies, and the non-contact sensor 70 or the sensor 71 is used to detect whether another target support assembly among the multiple target support assemblies has rotated to or beyond a first trigger position. For example, referring to Figure 10, the target carrier component includes a third carrier component 63 and a fourth carrier component 64. The non-contact sensor 70 is provided at least in the third carrier component 63 among the multiple target carrier components, and the non-contact sensor 70 is used to detect the fourth carrier component 64 among the multiple target carrier components.

[0173] In some embodiments, a sensing signal detected by the non-contact sensor 70 that is greater than or equal to a first threshold is used to characterize that the target carrier component has rotated to or beyond a first trigger position. The non-contact sensor 70 uses this positioning detection scheme to detect the target carrier component. During the rotation of the target carrier component from the folded position to the unfolded position, the non-contact sensor 70 only detects that the target carrier component has rotated to or beyond the first trigger position when it has reached the correct position. This ensures that the aircraft 100 can only be triggered to start its operating mode after the target carrier component has rotated to the correct position. This allows for the identification of the actual need to start the operating mode, better meeting the user's real needs and improving the user experience. It also avoids false detections, preventing the aircraft 100 from being mistakenly triggered to start its operating mode by slightly rotating the target carrier component before it reaches the first trigger position (e.g., when the target carrier component is slightly stuck, or when the user gently twists or shakes it). This reduces the probability of the aircraft 100 mistakenly starting its operating mode, better meeting user needs and improving the aircraft 100's endurance. For example, the non-contact sensing element 70 includes a magnetic sensor and a magnet. The magnetic sensor is capable of sensing the magnet. If the sensing signal detected by the magnetic sensor is greater than or equal to a first threshold, it indicates that the target carrier component has rotated to or beyond a first trigger position. By employing the aforementioned positioning detection scheme, the non-contact sensing element 70, including the magnetic sensor and the magnet, can use a smaller magnet to detect whether the target carrier component has rotated to or beyond the first trigger position. This helps reduce the size of the aircraft 100 and lowers its cost and weight. Furthermore, a smaller magnet has a lower magnetic flux density, resulting in less electromagnetic interference to specific components of the aircraft 100, thus reducing the risk and impact on the performance of the aircraft 100. For example, it can reduce the impact of the magnet of the non-contact sensing element 70 on the performance of the aircraft 100 in certain scenarios (such as nighttime time-lapse photography). For example, when the non-contact sensing element 70 is in the folded position, the non-contact sensing element 70 detects a sensing signal less than the first threshold; when the non-contact sensing element 70 is in the unfolded position, the non-contact sensing element 70 detects a sensing signal greater than or equal to the first threshold. Understandably, if the sensing signal detected by the non-contact sensor 70 is less than the first threshold, it indicates that the target carrier component has not rotated to or exceeded the first trigger position, and the processor 80 does not trigger the aircraft 100 to start its working mode. The first threshold can be set according to actual needs and is not limited here.

[0174] In some embodiments, the non-contact sensor 70 detects a sensing signal less than or equal to a second threshold to characterize the target carrier component rotating to or beyond a first trigger position. This displacement detection scheme by the non-contact sensor 70 avoids the possibility of the aircraft 100 malfunctioning due to interference from external magnetic objects. For example, when the target carrier component is in the folded position, the non-contact sensor 70 can detect the trigger 72. Even if an external magnetic object (such as a magnetic clasp, or a magnetic object in the aircraft 100 other than the magnet of the non-contact sensor 70, or a magnetic object outside the aircraft 100 (such as a mobile phone or earphone case with a magnetic object) approaches the sensor 71 in this embodiment, it will not cause the aircraft 100 to malfunction. For example, when the non-contact sensor 70 is in the folded position, the non-contact sensor 70 detects a sensing signal greater than the second threshold; when the non-contact sensor 70 is in the unfolded position, the non-contact sensor 70 detects a sensing signal less than or equal to the second threshold. Understandably, if the sensing signal detected by the non-contact sensor 70 is greater than the second threshold, it indicates that the target carrier component has not rotated to or beyond the first trigger position, and the processor 80 does not trigger the aircraft 100 to start its working mode. The second threshold can be set according to actual needs and is not limited here.

[0175] In some embodiments, the distance or rotation angle of the target carrier component detected by the non-contact sensor 70 being greater than or equal to a third threshold is used to characterize that the target carrier component has rotated to or beyond the first trigger position. This displacement detection scheme ensures that the non-contact sensor 70 only detects that the target carrier component has rotated to or beyond the first trigger position during the rotation of the target carrier component from the folded position to the unfolded position. This guarantees that the aircraft 100 will only trigger the activation of its operating mode when the target carrier component has rotated to the correct position. This allows for the identification of the actual need to activate the operating mode, better meeting user needs and improving the user experience. Furthermore, it avoids false detections, preventing the aircraft 100 from being falsely activated by slightly rotating the target carrier component before it reaches the first trigger position (e.g., when the target carrier component is slightly stuck or shaken). This reduces the probability of the aircraft 100 falsely activating its operating mode, better meeting user needs and improving the aircraft 100's endurance. For example, when the non-contact sensor 70 is in the folded position, the non-contact sensor 70 detects a distance or rotation angle less than a third threshold; when the non-contact sensor 70 is in the unfolded position, the non-contact sensor 70 detects a distance or rotation angle greater than or equal to the third threshold. Understandably, if the non-contact sensor 70 detects a distance or rotation angle less than the third threshold for the target carrier component, it indicates that the target carrier component has not rotated to or beyond the first trigger position, and the processor 80 does not trigger the aircraft 100 to activate its operating mode. The third threshold can be set according to actual needs and is not limited here.

[0176] In some embodiments, the target carrier component is away from the fuselage 10 in the unfolded position and close to the fuselage 10 in the folded position; if the target carrier component rotates to or beyond a certain distance or rotation angle during the process of rotating from the folded position to the unfolded position, the aircraft 100 is triggered to start the working mode.

[0177] In some embodiments, the target carrier component is away from the roll axis of the fuselage 10 in the unfolded position and close to the roll axis of the fuselage 10 in the folded position. If the target carrier component rotates to or beyond a certain distance or rotation angle relative to the roll axis of the fuselage 10 during the process of rotating the target carrier component from the folded position to the unfolded position, the aircraft 100 is triggered to start the working mode.

[0178] In some embodiments, the distance or rotation angle of the target load-bearing component relative to the roll axis of the fuselage 10 detected by the non-contact sensor 70 is greater than or equal to a third threshold to characterize that the target load-bearing component has rotated to or beyond a first trigger position. Referring to FIG1, for example, the load-bearing component 60 includes an arm 20, the aircraft 100 includes one or more arms 20, and the one or more arms 20 includes a target arm. The arm 20 is away from the roll axis of the fuselage 10 in the deployed position and close to the roll axis of the fuselage 10 in the folded position. During the process of the target arm rotating from the folded position to the deployed position, if the target arm rotates to or beyond a certain distance or rotation angle relative to the roll axis of the fuselage 10, the aircraft 100 is triggered to start the working mode.

[0179] In some embodiments, the target support component is away from the yaw axis of the fuselage 10 in the unfolded position and close to the yaw axis of the fuselage 10 in the folded position. If the target support component rotates to or beyond a certain distance or rotation angle relative to the yaw axis of the fuselage 10 during the process of rotating the target support component from the folded position to the unfolded position, the aircraft 100 is triggered to start the working mode.

[0180] In some embodiments, the distance or rotation angle of the target load-bearing component relative to the yaw axis of the fuselage 10 detected by the non-contact sensor 70 is greater than or equal to a third threshold to characterize that the target load-bearing component has rotated to or beyond a first trigger position. For example, the load-bearing component 60 includes a propeller guard 40, the aircraft 100 includes one or more propeller guards 40, and the one or more propeller guards 40 includes a target propeller guard. The propeller guard 40 is away from the yaw axis of the fuselage 10 in the deployed position and close to the yaw axis of the fuselage 10 in the folded position. During the process of the target propeller guard rotating from the folded position to the deployed position, if the non-contact sensor 70 detects that the target propeller guard has rotated to or beyond a certain distance or rotation angle relative to the yaw axis of the fuselage 10, the aircraft 100 is triggered to start its operating mode.

[0181] Referring to Figure 3, in some embodiments, the non-contact sensor 70 detects that the distance or rotation angle of the target carrier component is less than or equal to a fourth threshold to characterize that the target carrier component has rotated to or beyond a first trigger position. This positioning detection scheme avoids the situation where the aircraft 100 is mistakenly triggered to start its operating mode due to interference from external magnetic objects. For example, when the target carrier component is in the folded position, the non-contact sensor 70 can detect the trigger 72. Even if an external magnetic object (such as a magnetic clasp, or a magnetic object in the aircraft 100 other than the magnet of the non-contact sensor 70, or a magnetic object located outside the aircraft 100 (such as a mobile phone or earphone case with a magnetic object) approaches the sensor 71 in this embodiment, it will not cause the aircraft 100 to be mistakenly triggered to start its operating mode. For example, when the non-contact sensor 70 is in the folded position, the non-contact sensor 70 detects that the distance or rotation angle is greater than the fourth threshold; when the non-contact sensor 70 is in the unfolded position, the non-contact sensor 70 detects that the distance or rotation angle is less than or equal to the fourth threshold. Understandably, if the distance or rotation angle of the target carrier component detected by the non-contact sensor 70 is greater than the fourth threshold, it indicates that the target carrier component has not rotated to or beyond the first trigger position, and the processor 80 does not trigger the aircraft 100 to start its operating mode. The fourth threshold can be set according to actual needs and is not limited here. For example, the target carrier component is away from the fuselage 10 in the folded position and close to the fuselage 10 in the unfolded position; during the rotation of the target carrier component from the folded position to the unfolded position, if the non-contact sensor 70 detects that the distance between the target carrier component and the fuselage 10 is less than or equal to the fourth threshold, the aircraft 100 is triggered to start its operating mode.

[0182] In some embodiments, the non-contact sensor 70 detects that the distance or rotation angle of the target carrier assembly relative to the pitch axis of the fuselage 10 is less than or equal to a fourth threshold to characterize that the target carrier assembly has rotated to or beyond a first trigger position. Referring to Figure 3, for example, the carrier assembly 60 includes a propeller guard 40, the aircraft 100 includes one or more propeller guards 40, and the one or more propeller guards 40 includes a target propeller guard. The propeller guard 40 is close to the pitch axis of the fuselage 10 in the deployed position and is far from the pitch axis of the fuselage 10 in the folded position. During the process of the target propeller guard rotating from the folded position to the deployed position, if the non-contact sensor 70 detects that the distance or rotation angle between the target propeller guard and the pitch axis of the fuselage 10 is less than or equal to the fourth threshold, the processor 80 triggers the aircraft 100 to start the operating mode.

[0183] In some embodiments, the non-contact sensor 70 detects that the distance or rotation angle of the target carrier assembly relative to the roll axis of the fuselage 10 is less than or equal to a fourth threshold to characterize that the target carrier assembly has rotated to or beyond a first trigger position. For example, the carrier assembly 60 includes an arm 20, and the aircraft 100 includes one or more arms 20, one or more arms 20 including a target arm; when the target arm is in the deployed position, the target arm is close to the roll axis of the fuselage 10. When the target arm is in the folded position, the target arm is away from the roll axis of the fuselage 10. For example, the arm 20 may be detachable relative to the fuselage 10, and can be removed from the fuselage 10 for storage when the aircraft is not in use, and can be installed on the fuselage 10 when the aircraft is in use. Referring to Figure 11, for example, the arms 20 may include multiple arms, and two arms 20 may be integrated, with their ends connected to the same mounting member 90. The two arms 20 can move relative to each other. When installing the two arms 20 together onto the fuselage 10, the two integrated arms 20 can be separated first, or one integrated arm 20 can be kept stationary while the other integrated arm 20 is rotated to separate the two integrated arms 20. As shown, when the distance or rotation angle of the target load-bearing component, such as the arm 20, relative to the roll axis of the fuselage 10 is detected to be less than or equal to a fourth threshold, it indicates that the target load-bearing component has rotated to or beyond the first trigger position. In this case, the movement of the load-bearing component 60 from the folded position to or beyond the unfolded position can be identified by detecting the separation of two load-bearing components 60, such as two load-bearing components 60 located on the same side of the fuselage 10, triggering the aircraft 100 to automatically start its operating mode.

[0184] It is understood that the schematic diagrams of the components in Figures 5 and 11 are merely illustrative and do not impose any limitations on their quantity, shape, and / or structure; in actual applications, their quantity, shape, and / or structure can be modified according to the actual application scenario.

[0185] For example, the roll axis or roll axis direction is parallel to the X-axis in Figure 3, which points from the tail to the nose; the yaw axis is parallel to the Z-axis in Figure 3; and the pitch axis is parallel to the Y-axis in Figure 3.

[0186] In some embodiments, the distance or rotation angle of another target carrier component detected by the non-contact sensor 70 being greater than or equal to a fifth threshold is used to characterize that the target carrier component has rotated to or beyond a first trigger position. For example, the target carrier component includes multiple target carrier components, and the non-contact sensor 70 is disposed at least on one of the multiple target carrier components. The non-contact sensor 70 is used to detect another target carrier component among the multiple target carrier components; if the distance or rotation angle of the other target carrier component detected by the non-contact sensor 70 is greater than or equal to the fifth threshold, it indicates that the target carrier component has rotated to or beyond the first trigger position; the processor 80 triggers the aircraft 100 to start the working mode. For example, for the aircraft 100 shown in Figure 3, the non-contact sensor 70 can be located in one of the four propeller guards 40 to detect the deployment state of the other propeller guard 40. For example, the non-contact sensor 70 is located in the right rear propeller guard to detect the deployment state of the left rear propeller guard. If the distance or rotation angle of the left rear propeller guard detected by the non-contact sensor 70 is greater than or equal to the fifth threshold, it indicates that the left rear propeller guard has rotated to or beyond the first trigger position; the processor 80 triggers the aircraft 100 to start the working mode.

[0187] Understandably, the non-contact sensing element 70, including the sensing element 71 and the trigger element 72, can employ either the above-described positioning detection scheme or the above-described displacement detection scheme to detect whether the target carrier assembly rotates to or beyond the first trigger position during the rotation from the folded position to the unfolded position. The non-contact sensing element 70, where the trigger element 72 is omitted, can employ either the positioning detection scheme or the displacement detection scheme to detect whether the target carrier assembly rotates to or beyond the first trigger position during the rotation from the folded position to the unfolded position.

[0188] In some embodiments, one or more carrier components 60 may be multiple carrier components 60, and the target carrier component may be a portion of the multiple carrier components 60. Thus, while ensuring the ability to detect the user's actual need to activate the working mode, the non-contact sensor 70 does not need to sense all carrier components 60, or does not need to be correspondingly positioned on all carrier components 60. This reduces the number or size of the non-contact sensor 70, thereby saving cost, space, and weight. For example, one or more carrier components 60 may be E carrier components 60, and the target carrier component may be F carrier components 60 out of these E carrier components 60, where E is a positive integer greater than or equal to 2, F is a positive integer greater than or equal to 1, and F is less than E. For instance, if the non-contact sensor includes a sensing element 71 and a trigger element 72, and the target carrier component is one of the multiple carrier components 60, it is advisable to only position the trigger element 72 on one of the multiple carrier components 60 to minimize the number of trigger elements 72, thereby saving cost, space, and weight. For example, the non-contact sensing element includes a sensing element 71 and a trigger element 72. The target carrier component is two of the multiple carrier components 60. It is possible to consider setting the trigger element 72 on only two of the multiple carrier components 60. In other embodiments, the target carrier component can also be all of the multiple carrier components 60.

[0189] In some embodiments, the multiple carrier components 60 have a fixed deployment order; the target carrier component is the portion of the multiple carrier components 60 that are deployed later in the deployment order, so as to more accurately detect the user's actual need to activate the working mode and avoid the user activating the working mode when the first carrier component 60 is deployed; in addition, it is not necessary to set the sensor 71 or trigger 72 on all the carrier components 60, which helps to reduce the number of components and thus save the cost, space and weight of the aircraft 100.

[0190] In some embodiments, the target carrier component is the carrier component 60 that is deployed last among the multiple carrier components 60. This can meet the user's actual needs for starting the working mode as much as possible and effectively prevent the user from starting the working mode when deploying the first carrier component 60.

[0191] In some embodiments, the target carrier component is the rear carrier component located on the aircraft 100 to better avoid accidental triggering and better meet the actual needs of users, thereby improving the user experience. For example, the multiple carrier components 60 include a front carrier component and a rear carrier component, with the front carrier component being closer to the nose of the aircraft 100 than the rear carrier component in the deployed position. If the undeployed front carrier component would interfere with the rear carrier component, the front carrier component needs to be deployed before the rear carrier component when deploying each carrier component 60. The target carrier component is the rear carrier component to better meet the user's actual need to activate the operating mode, preventing the user from activating the operating mode when deploying the front carrier component and reducing the probability of accidentally activating the operating mode of the aircraft 100. For example, when there is no interference when the carrier components 60 are deployed, the deployment order of the front and rear carrier components is arbitrary and there is no fixed deployment order. When the deployment order of the front and rear carrier components is arbitrary, the target carrier component can be the rear carrier component. If there are multiple rear carrier components, the target carrier component can be one or more of the multiple rear carrier components. In other embodiments, the target carrier component can also be the front carrier component. Taking Figures 4 and 6(A) (Figure 6(A) is a rear view) as an example, the four propeller guards 40 have a deployment sequence, that is, the two front propeller guards 40 need to be deployed first, and the two rear propeller guards 40 can only be deployed after the two front propeller guards 40 are deployed. Therefore, one or all of the two rear propeller guards 40 can be set as the target load-bearing components.

[0192] For example, the number of front and rear support components can be designed according to actual needs, such as one, two, or more. The number of front and rear support components can be the same or different. For example, the front support component is shown as the first support component 61 or the second support component 62 in Figure 10. The rear support component is shown as the third support component 63 or the fourth support component 64 in Figure 10.

[0193] In some embodiments, the target load-bearing components are the two rear load-bearing components of the aircraft 100. For example, the target load-bearing components are the two rear wings 22 of the aircraft 100. Another example is that the target load-bearing components are the two rear rotor guards 42 of the aircraft 100.

[0194] In some embodiments, the multiple carrier components 60 may not have a fixed unfolding order; the target carrier component is a portion of the multiple carrier components 60 that does not affect the use of specific components on the aircraft 100 when the multiple carrier components 60 are in the folded position, so as to more accurately detect the user's actual need to open the working mode and prevent the opening working mode from being accidentally triggered when a certain carrier component 60 is unfolded to use specific components of the aircraft 100; in addition, it is not necessary to set the sensor 71 or trigger 72 on all the carrier components 60, which helps to reduce the number of components and thus save the cost, space and weight of the aircraft 100.

[0195] In some embodiments, the target load-bearing component is the rear load-bearing component of the aircraft 100. For example, the target load-bearing component is the rear arm 22 of the aircraft 100. Another example is the rear rotor guard 42 of the aircraft 100.

[0196] In some embodiments, the non-contact sensor 70 includes a trigger 72 and a sensor 71 capable of sensing the trigger 72 in a non-contact manner; the target carrier component is provided with the trigger 72, and the carrier components 60 other than the target carrier component are not provided with trigger 72. This reduces the number of triggers 72, which is beneficial for reducing the number of sensors, thereby saving space, cost, and weight.

[0197] In some embodiments, the target support component is one of a plurality of support components 60, and one support component 60 is provided with a trigger 72, which corresponds to a sensor 71. This minimizes the number of triggers 72 and sensors 71 while ensuring the activation of the operating mode, simplifying the structure and wiring of the aircraft 100, saving space, cost, and weight, and facilitating the miniaturization and lightweight design of the entire aircraft. In other embodiments, the plurality of triggers 72 may also correspond to a single sensor 71.

[0198] In some embodiments, the target support components are two of a plurality of support components 60, each of which is provided with a trigger 72. The number of sensors 71 includes two, with each sensor 71 corresponding to one trigger 72. Understandably, the processor 80, in response to the sensing signals generated by the two sensors 71 indicating that the two support components 60 have rotated to or beyond a first trigger position, triggers the aircraft 100 to activate its operating mode. Thus, even if an external magnetic object approaches a sensor 71, causing the sensing signal generated by that sensor 71 to indicate that the corresponding support component 60 has rotated to or beyond the first trigger position, the processor 80 is unlikely to trigger the aircraft 100 to activate its operating mode, thereby preventing interference from external magnetic objects from causing accidental activation of the aircraft 100's operating mode.

[0199] In some embodiments, the number of triggers 72 includes multiple triggers 72, each trigger 72 corresponding to a sensor 71. Two of the multiple carrier components 60 are symmetrically arranged about the roll axis of the aircraft 100 and form a carrier component unit. The aircraft 100 is provided with M carrier component units sequentially along the roll axis. The target carrier component includes N of the M carrier component units. The multiple triggers 72 are located in N of the M carrier component units, where M is greater than N, M and N are both natural numbers, and N is greater than or equal to 1. Referring to FIG10, exemplarily, the multiple carrier components 60 include a first carrier component 61, a second carrier component 62, a third carrier component 63, and a fourth carrier component 64. The first carrier component 61 and the second carrier component 62 form a first carrier component unit 60a, and the third carrier component 63 and the fourth carrier component 64 form a second carrier component unit 60b. The number of triggers 72 includes two, and the two triggers 72 are disposed in the second bearing component unit 60b. For example, the two triggers 72 are respectively disposed in the third bearing component 63 and the fourth bearing component 64 of the second bearing component unit 60b.

[0200] In some embodiments, the target load-bearing assembly includes two rear wings 22 or two rear rotor guards 42, which are symmetrically arranged about the roll axis of the aircraft 100. Two triggers 72 are provided, one on each of the two rear wings 22 or the other on each of the two rear rotor guards 42. For example, the target load-bearing assembly includes two rear rotor guards 42 (corresponding to the third load-bearing assembly 63 and the fourth load-bearing assembly 64 in FIG. 10), and the two triggers 72 are provided on each of the two rear rotor guards 42.

[0201] In some embodiments, the target bearing assembly includes a rear arm 22 or a rear rotor guard 42, and the trigger 72 includes one trigger 72 disposed on the rear arm 22 or the rear rotor guard 42. This allows for the precise triggering of the aircraft to enter the working mode while minimizing the number of triggers 72, thereby saving cost, space and weight.

[0202] In some embodiments, the specific component includes a battery, a memory card, a charging interface, or a data interface, etc. For example, the specific component includes a battery. When it is necessary to install or remove the battery, one or more of the multiple carrier components 60 need to be unfolded, even though the aircraft 100 is not actually intended to start its operating mode. To avoid accidentally triggering the start of the operating mode in this situation, the target carrier component is a portion of the multiple carrier components 60 that does not affect the use of the battery on the aircraft 100 when the multiple carrier components 60 are in the folded position. For example, the specific component is located in an area of ​​the aircraft 100 away from the nose. When using or installing or removing the specific component, two front carrier components may be unfolded. To avoid accidentally triggering the start of the operating mode in this situation, the target carrier component is the rear carrier component, thereby reducing the probability of accidental triggering when using the specific component. For example, if the battery is located at the tail, the user may remove the battery while the aircraft 100 is in the off working mode. Before removing the battery, the front arm 21 needs to be deployed, but this is not the actual intention to start the working mode. Therefore, a sensor 71 or trigger 72 can be set on the rear arm 22 to detect the user's actual need to start the working mode, reducing the probability of falsely triggering the start of the working mode. In addition, it is not necessary to set the sensor 71 or trigger 72 on all the load-bearing components 60, which helps to reduce the number of components and thus save the cost, space and weight of the aircraft 100.

[0203] In some embodiments, not affecting the use of specific components on the aircraft 100 includes at least one of the following: not affecting the removal of the battery from the aircraft 100, not affecting the removal of the memory card from the aircraft 100, not affecting the use of the charging interface of the aircraft 100 for charging, or not affecting the use of the data interface of the aircraft 100 for data transmission, etc.

[0204] The number of carrier components 60 may include one or more. For example, the plurality of carrier components 60 may be E carrier components 60, and the target carrier component may be F carrier components 60 among the E carrier components 60, where E is a positive integer greater than or equal to 2, F is a positive integer greater than or equal to 1, and F is less than or equal to E. The non-contact sensor 70 can detect whether F carrier components 60 among the E carrier components 60 have moved to or beyond a trigger position during their movement from the folded position to the unfolded position. For example, the number of non-contact sensors 70 may include one or more, and the number of non-contact sensors 70 may correspond one-to-one with the F carrier components 60. Alternatively, the number of non-contact sensors 70 may not correspond one-to-one with the F carrier components 60.

[0205] In some embodiments, the number of target carrier components includes two, and the number of non-contact sensors 70 includes two. The two non-contact sensors 70 are respectively used to detect whether the two target carrier components have rotated to or beyond a first trigger position. The two non-contact sensors 70 are respectively used to sense different carrier components 60 within the two target carrier components. For example, referring to FIG10, the two target carrier components include a third carrier component 63 and a fourth carrier component 64. One non-contact sensor 70 is used to detect whether the third carrier component 63 has rotated to or beyond the first trigger position, and the other non-contact sensor 70 is used to detect whether the fourth carrier component 64 has rotated to or beyond the first trigger position. Understandably, the processor 80, in response to the sensing signals generated by the two non-contact sensors 70 respectively characterizing whether the two target carrier components have rotated to or beyond the first trigger position, triggers the aircraft 100 to activate its operating mode. Thus, even if an external magnetic object approaches and causes the sensing signal generated by a non-contact sensor 70 to indicate that the corresponding target bearing component rotates to or beyond the first trigger position, the processor 80 is unlikely to trigger the aircraft 100 to start its working mode, thereby preventing interference from external magnetic objects from causing the aircraft 100 to be mistakenly triggered to start its working mode.

[0206] In some implementations, the aircraft 100 is triggered to start a working mode in response to the non-contact sensor 70 detecting that the target carrier component has rotated to or beyond the first trigger position. This includes: triggering the aircraft 100 to start a working mode in response to both non-contact sensors 70 detecting that one of the two target carrier components has rotated to or beyond the first trigger position, so as to further reduce interference from external magnetic objects and thereby reduce the probability of falsely triggering the start of the working mode.

[0207] In some implementations, the aircraft 100 is triggered to start its operating mode in response to the non-contact sensor 70 detecting that the target carrier component has rotated to or beyond the first trigger position. This includes triggering the aircraft 100 to start its operating mode when both non-contact sensors 70 detect that one of the two target carrier components has rotated to or beyond the first trigger position for a duration greater than or equal to a preset duration threshold. This can minimize interference from external magnetic objects and reduce the probability of falsely triggering the start of the operating mode.

[0208] In some embodiments, the non-contact sensor 70 is disposed at a specific location on the target support assembly. In some embodiments, the non-contact sensor 70 is disposed within the housing 10 at a location corresponding to the specific location on the target support assembly. The specific location includes the root, end, or middle of the target support assembly, wherein the root is closer to the rotation axis of the target support assembly than the end. Understandably, the target support assembly is rotatable about this rotation axis. For example, the non-contact sensor 70 can be located at the root of the target carrier component; or, the non-contact sensor 70 can be located inside the body 10 at a position corresponding to the root of the target carrier component. This allows for the reduction of the size of some non-contact sensors 70 while maintaining the same detection accuracy, thereby reducing their weight, space, and cost. Furthermore, with the trigger element fixed, placing the sensor at the root results in a larger rotation angle for the same detection distance compared to placing it at the end, better meeting the user's actual power-on requirements. For instance, if the trigger element is a magnet, for the same magnet size, placing the magnet at the root of the carrier component results in a larger rotation angle for the same sensing signal / distance detected by the Hall sensor compared to placing it at the end of the carrier component, thus better avoiding false detections.

[0209] In some embodiments, the non-contact sensor 70 includes a sensor 71 and a trigger 72, wherein the sensor 71 is capable of sensing the trigger 72 in a non-contact manner; the trigger 72 or the sensor 71 is disposed at a specific location on the target support assembly. The specific location includes the root, end, or middle of the target support assembly, wherein the root is closer to the rotation axis of the target support assembly than the end. For example, by disposing of the trigger 72 or the sensor 71 at the root of the target support assembly, it is possible to reduce the size of part of the non-contact sensor 70 while maintaining the same detection accuracy, thereby reducing the weight and cost of the non-contact sensor 70.

[0210] Referring to Figure 6(A), in some embodiments, the target support assembly includes a first side 601 and a second side 602 opposite to each other. When the target support assembly is in the deployed position, the first side 601 is closer to the body 10 than the second side 602. One of the trigger element 72 or the sensor element 71 is disposed on the first side 601, and the other of the trigger element 72 and the sensor element 71 is disposed within the body 10 at a position corresponding to the first side 601. Exemplarily, a sensing signal detected by the non-contact sensor element 70 that is greater than or equal to a first threshold is used to characterize that the target support assembly has rotated to or beyond a first trigger position. One of the trigger element 72 or the sensor element 71 is disposed on the first side 601, and the other of the trigger element 72 and the sensor element 71 is disposed within the body 10 at a position corresponding to the first side 601. Exemplarily, the trigger element 72 or the sensor element 71 is located within the first side 601 of the target support assembly, or the trigger element 72 or the sensor element 71 is located on the outer surface of the first side 601 of the target support assembly.

[0211] In some embodiments, the target support assembly includes a first side and a second side opposite to each other; when the target support assembly is in a folded position, the second side is closer to the body 10 than the first side, one of the trigger 72 or the sensor 71 is disposed on the second side, and the other of the trigger 72 and the sensor 71 is disposed within the body 10 at a position corresponding to the second side. Exemplarily, a non-contact sensor 70 detects a sensing signal less than or equal to a second threshold to characterize that the target support assembly has rotated to or beyond a first trigger position; one of the trigger 72 or the sensor 71 is disposed on the second side, and the other of the trigger 72 and the sensor 71 is disposed within the body 10 at a position corresponding to the second side. Exemplarily, the trigger 72 or the sensor 71 is located within the second side of the target support assembly, or the trigger 72 or the sensor 71 is located on the outer surface of the second side of the target support assembly.

[0212] In some embodiments, the trigger 72 is located at the root of the target support assembly, and the sensor 71 is located within the housing 10 at a position corresponding to the root of the target support assembly. This allows for the reduction of the size of at least a portion of the non-contact sensor 70 while maintaining the same detection accuracy, thereby reducing the weight, space, and cost of the non-contact sensor 70.

[0213] Referring to Figure 1, in some embodiments, the power system 30 includes a propeller 32 and a base 33 for supporting the propeller 32, with a trigger 72 disposed on the base 33. It is understood that the base 33 has sufficient space to accommodate the trigger 72, minimizing changes to the structure and / or shape of the supporting assembly 60, and facilitating the installation of the trigger 72. Exemplarily, the base 33 is connected to the boom 20 or the propeller guard 40. For example, the base 33 is integrally formed with the boom 20 or the propeller guard 40; or, the base 33 and the boom 20 or the propeller guard 40 are separate components, assembled and connected by means of snap-fit, screws, adhesive, etc.

[0214] In some embodiments, the non-contact sensing element 70 includes a sensing element 71 and a trigger element 72. The sensing element 71 can sense the trigger element 72 in a non-contact manner. The trigger element 72 includes a functional component of the aircraft 100. The sensing element 71 is disposed within the fuselage 10 at a position corresponding to the functional component. The functional component is magnetic and is used to enable the aircraft 100 to have a preset function. This preset function is different from detecting whether the target carrier component has rotated to or beyond the first trigger position. In this way, the function of the functional component is expanded, so that in addition to having the original preset function, the functional component can also cooperate with the sensing element 71 to detect whether the target carrier component has rotated to or beyond the first trigger position. The function of the functional component is diversified, and it is not necessary to set two separate magnetic components to achieve two functions. The original magnetic devices of the aircraft 100 can be reused to perform the above-mentioned process of detecting whether the carrier component 60 has been deployed. This reduces the number of components, reduces the overall cost, size and weight, and reduces electromagnetic interference sources, thereby reducing electromagnetic interference to specific components of the aircraft 100. For example, the trigger 72 includes at least one of the following: the magnet of the power motor 31 of the power system 30, the magnet of the gimbal motor of the gimbal assembly of the aircraft 100, etc.

[0215] In some embodiments, when the aircraft 100 is not in operating mode, the non-contact sensor 70 enters a low-power mode to save power and extend battery life. This is beneficial for long-term storage when the aircraft 100 is not in operating mode, and provides a more user-friendly experience.

[0216] In some embodiments, when the aircraft 100 is not in the operating mode, the non-contact sensor 70 is powered on to ensure that the non-contact sensor 70 can be used to detect whether the target carrier component rotates to or beyond the first trigger position during the rotation from the folded position to the unfolded position when the aircraft 100 is not in the operating mode. This ensures that the aircraft 100 can be triggered to start the operating mode by detecting the position of the target carrier component through the non-contact sensor 70 when the aircraft 100 is not in the operating mode.

[0217] In some embodiments, the aircraft 100 also includes a Bluetooth wake-up module, which powers on the non-contact sensor 70 and the Bluetooth wake-up module when the aircraft 100 is not in operating mode, so as to ensure that the non-contact sensor and the Bluetooth wake-up module can work normally when the aircraft 100 is not in operating mode.

[0218] In some embodiments, when the aircraft 100 is not in its operating mode, other functional components of the aircraft 100 are powered down to save power as much as possible, extend flight time, and facilitate long-term storage even when the aircraft 100 is not in its operating mode, further improving the user experience. Exemplarily, these other functional components include at least one of the following: the gimbal assembly of the aircraft 100, a camera, a chip system, the power motor 31 of the power system 30, etc. Exemplarily, the other functional components of the aircraft 100 include functional components in the aircraft 100 other than the non-contact sensor 70. Exemplarily, the aircraft 100 also includes a Bluetooth wake-up module, and the other functional components of the aircraft 100 include functional components in the aircraft 100 other than the non-contact sensor 70 and the Bluetooth wake-up module.

[0219] In some embodiments, when the aircraft 100 is not in its operating mode, the non-contact sensor 70 operates with a first operating current when there is no signal output and with a second operating current when there is a signal output, wherein the first operating current is lower than the second operating current. When the aircraft 100 is not in its operating mode, the non-contact sensor 70 operates with the first operating current when there is no signal output, which effectively saves power consumption and extends the flight time of the aircraft 100. When the sensing element 71 of the non-contact sensor 70 outputs a signal, it operates with the second operating current to ensure that the non-contact sensor 70 can be used to detect whether the target carrier component has rotated to or beyond the first trigger position, and to improve the detection sensitivity of the non-contact sensor 70. For example, when the aircraft 100 is not in its operating mode, the non-contact sensor 70 enters a low-power mode, where the sensing element 71 of the non-contact sensor 70 operates with the first operating current when there is no signal output and with the second operating current when there is a signal output. For example, the first operating current is reduced by more than 100 times compared to the second operating current, which can greatly reduce power consumption when the aircraft 100 is not in operating mode.

[0220] In some embodiments, the non-contact sensor 70 is further configured to detect whether the target carrier component rotates to or beyond a second trigger position during the rotation from the unfolded position to the folded position; the processor 80 is further configured to: trigger the aircraft 100 to shut down its operating mode in response to the non-contact sensor 70 detecting that the target carrier component has rotated to or beyond the second trigger position. Thus, the operating mode can be shut down without the need for a mechanical switch button, making the operation simple and eliminating the need for manual user contact. This does not affect the lifespan of the components, and eliminates the need for slots in the fuselage 10 to accommodate a contact switch, minimizing the impact on the structural rigidity and appearance of the fuselage 10. Compared to traditional contact sensor solutions, the use of the non-contact sensor 70 improves detection accuracy, ensuring the precise activation or deactivation of the operating mode.

[0221] In some embodiments, triggering the aircraft 100 to shut down its operating mode in response to the non-contact sensor 70 sensing that the target carrier component has rotated to or beyond the second trigger position includes: triggering the aircraft 100 to shut down its operating mode in response to the non-contact sensor 70 sensing that the target carrier component has rotated to or beyond the second trigger position, and the aircraft 100 is in a non-flying state. It is understood that if the aircraft 100 is interfered with by an external magnetic object during flight, the non-contact sensor 70 may easily misdetect that the target carrier component has rotated to or beyond the second trigger position, leading to a false triggering of the shutdown operating mode, which could easily result in a crash. Alternatively, if the aircraft 100 is affected by an external obstacle during flight, causing the obstacle to drive the carrier component to move, such as the obstacle driving the carrier component 60 to rotate to or beyond the second trigger position, this could also lead to a false triggering of the shutdown operating mode, which could easily result in a crash. The aircraft 100 in this embodiment can raise the threshold for recognizing the shutdown operating mode and increase the detection of other information (such as flight status) to avoid erroneously triggering the shutdown of the aircraft 100's operating mode, thereby preventing a crash, improving the safety performance of the aircraft 100, and improving the accuracy of detection. The non-flight state can include a state of being landed on the ground or a state of not having taken off. In some embodiments, in response to the non-contact sensor 70 sensing that the target carrier component has rotated to or beyond the second trigger position, and the aircraft 100 is in a flight state, the shutdown of the aircraft 100's operating mode will not be triggered, thus preventing the aircraft 100 from crashing in the air.

[0222] In some embodiments, in response to the non-contact sensor 70 sensing that the target carrier component has rotated to or beyond the second trigger position, triggering the aircraft 100 to shut down its operating mode includes: in response to the non-contact sensor 70 sensing that the target carrier component has rotated to or beyond the second trigger position, and the aircraft 100 is in a non-flying state, if the processor 80 does not receive a user's data transmission request within a preset waiting time, then the aircraft 100 is triggered to shut down its operating mode. Thus, when the aircraft 100 lands on the ground, a preset waiting time can be provided for the user to choose whether there is a data transmission request. If no user's data transmission request is received within the preset waiting time, and the non-contact sensor 70 senses that the target carrier component has rotated to or beyond the second trigger position, then the aircraft 100 automatically shuts down its operating mode; if the non-contact sensor 70 senses that the target carrier component has rotated to or beyond the second trigger position, and a user's data transmission request is received within the preset waiting time, then the aircraft 100 is not triggered to shut down its operating mode, thus better meeting the user's need to shut down the operating mode and improving the user experience.

[0223] For example, the processor 80 may be the flight control board of the aircraft 100; or the processor 80 may include circuits or circuit boards, and the processor 80 may be set independently of the flight control board of the aircraft 100.

[0224] Please refer to Figures 1 and 2. For an aircraft 100 equipped with a foldable arm 20, a magnet can be installed on the arm 20, and a Hall sensor can be installed inside the fuselage 10. The Hall sensor detects the magnetic field strength of the magnet to identify whether the arm 20 is unfolded, so as to generate a control signal to control the power supply module of the aircraft 100 to power on other components and realize automatic power-on.

[0225] In some implementations, a position detection trigger is used for power-on. When the arm 20 is in the deployed position, a magnet is placed on the side of the arm 20 closest to the fuselage 10 (at the root of the arm 20), and a Hall sensor is placed on the fuselage 10. When the arm 20 is in the folded position, the Hall sensor detects that the magnetic field strength of the magnet is below a threshold. When the arm 20 is in the deployed position, because the magnet is closer to the Hall sensor, the Hall sensor detects that the magnetic field strength of the magnet is greater than the threshold. During the movement of the arm 20 from the folded position to the deployed position, if the Hall sensor detects that the magnetic field strength of the magnet is greater than the threshold, it indicates that the arm 20 has moved to or beyond the first trigger position, identifying the arm 20 as deployed or considering it deployed. For example, placing a magnet on the side of the arm 20 closest to the fuselage 10 in the deployed position reduces the probability that the Hall sensor might detect the magnet when the arm 20 is deployed at a small angle, thereby improving the accuracy of power-on detection, avoiding false triggering, and improving the endurance of the aircraft 100. Because the magnetic field generated by the magnet is penetrating, the magnet can be placed inside the arm 20 instead of on the outside; of course, the magnet can also be placed on the outside of the arm 20. For example, a scheme that uses the deployment of the arm 20 to trigger the start-up is adopted. To avoid accidental start-up due to interference from external magnets, magnets can be placed on both arms 20, and two Hall sensors are correspondingly placed on the body 10. The start-up is triggered only when both Hall sensors detect the magnet.

[0226] Because magnetic fields decay exponentially with distance, for ordinary Hall effect sensors, the distance at which the detected magnetic field strength changes from high to low may range from a few millimeters to tens of millimeters. For example, the lowest sensitivity of one Hall effect sensor can detect magnets within a distance of 4mm-7.5mm, and another can detect magnets within a distance of 18.7 to 44.6mm. Using position detection to trigger power-on can better avoid false detections; that is, the arm 20 is only detected as deployed when it is fully extended, thus triggering power-on and recognizing genuine power-on needs. The position detection-triggered power-on scheme allows for power-on detection using smaller magnets, offering advantages in terms of cost and weight for the aircraft 100.

[0227] In some implementations, a displacement detection-triggered power-on method is used. When the arm 20 is in the folded position, a magnet is placed on the side of the arm 20 closest to the fuselage 10 (inner side), and a Hall sensor is placed on the fuselage 10. When the arm 20 is in the folded state, the Hall sensor detects that the magnetic field strength of the magnet is higher than a threshold, indicating that the arm 20 is not deployed. When the arm 20 is deployed from the folded position to a set position (not yet fully deployed), because the magnet is farther from the Hall sensor, the Hall sensor detects that the magnetic field strength of the magnet is lower than the threshold, indicating that the arm 20 has deployed, and the aircraft 100 automatically powers on.

[0228] The off-position detection-triggered power-on scheme can avoid accidental power-on caused by external magnet interference. For example, when the arm 20 is folded, the Hall sensor inside the fuselage 10 can detect the magnet on the arm 20. At this time, even if an external magnet (such as a magnetic buckle) is close to the aircraft 100, it will not cause the aircraft 100 to be accidentally powered on, thus avoiding the impact on battery power / range due to accidental power-on.

[0229] Please refer to Figures 3 and 4. For an aircraft 100 without the arm 20 but with a propeller guard 40 (the propeller guard 40 can also be understood as the arm 20 of the fuselage 10, used to install the power system 30, such as the power motor 31 and the propeller 32), any of the above embodiments can be applied to the propeller guard 40. That is, the magnet can be set on the side of the propeller guard 40 close to the fuselage 10 when it is in the deployed position, and the Hall sensor is set on the fuselage 10 at the corresponding position.

[0230] In some implementations, a position detection trigger is used for power-on. When the propeller guard 40 is in the folded position, the Hall sensor detects that the magnetic field strength of the magnet is below a threshold. When the propeller guard 40 is in the deployed position (the deployed position of the arm 20 can be the side, bottom, or top surface of the fuselage 10, etc.; in Figures 3 and 4, the deployed position of the arm 20 is the bottom surface of the fuselage 10), because the magnet is close to the Hall sensor, the Hall sensor detects that the magnetic field strength of the magnet is greater than the threshold. During the movement of the propeller guard 40 from the folded position to the deployed position, if the Hall sensor detects that the magnetic field strength of the magnet is greater than the threshold, it indicates that the propeller guard 40 has moved to or exceeded the first trigger position, recognizing that the propeller guard 40 is in a deployed state or considering that the propeller guard 40 has been deployed.

[0231] In some implementations, a displacement detection-triggered power-on can also be used. This involves placing a magnet in one of the two propeller guards 40 and a Hall sensor in the other. When the propeller guard 40 is in the folded position, the Hall sensor detects that the magnetic field strength of the magnet is higher than a threshold, indicating that the propeller guard 40 is not deployed. When the two propeller guards 40 are deployed from the folded position to a predetermined position (not yet fully deployed), because the magnet is further away from the Hall sensor, the Hall sensor detects that the magnetic field strength of the magnet is lower than the threshold, indicating that the propeller guard 40 has deployed, and the aircraft 100 automatically powers on.

[0232] In some embodiments, the Hall sensor performs Hall detection on the magnetic field of the magnet of the power motor 31 on the arm 20 (in this case, no new magnet is needed; the magnet of the power motor 31 itself is reused to detect the deployment of the arm 20), thereby enabling the automatic power-on of the aircraft 100. Furthermore, since no additional magnet is added, no electromagnetic interference source is added to certain components (such as the compass), saving cost, weight, and space. The Hall sensor is located on the fuselage 10 (for example, on the core board closer to the nose of the fuselage 10 than the tail). Exemplarily, the Hall sensor detects the magnetic field of the magnet of the power motor 31 on the rear arm 22 to accurately detect the user's actual power-on request. If the front arm 21 is selected, it is possible that with the front arm 21 of the aircraft 100 in the folded position, the user might deploy the front arm 21 to remove the battery located at the tail; this situation should not be detected as a power-on request. To avoid false detections caused by interference from other external magnets, the magnets of the power motors 31 on the two rear arms 22 can be displaced to detect when the arms 20 unfolds and triggers the start-up.

[0233] For example, a Hall sensor is installed at the machine head, and the leakage magnetic field of the magnet of the original power motor 31 of the rear arm 22 is reused for Hall detection. When the magnetic field strength detected by the Hall sensor decreases from high magnetism to a certain threshold, it is identified that the arm 20 is in the extended state or extended position, and automatic power-on is performed.

[0234] In some embodiments, utilizing the existing space inside or outside the base 33 of the power motor 31, a magnet is installed on the base 33 near the fuselage 10, and a Hall sensor is installed on the fuselage 10. The Hall sensor performs Hall detection on the magnetic field of the magnet to detect the deployment of the arm 20, thereby triggering the automatic power-on of the aircraft 100. A magnetic field shielding device (such as a magnetic field orientation device) is installed simultaneously with the magnet to prevent electromagnetic interference from the magnet to specific components of the aircraft 100 (such as a compass or GPS device). For example, the magnetic field orientation device is made of magnetically conductive materials such as silicon steel. This approach adds a new magnet facing the fuselage 10 at the base 33 of the power motor 31. There is sufficient space near the base 33 of the power motor 31 to place the magnet, without altering the structure of the arm 20. The magnet is easy to install, and the added magnetic field orientation design isolates the magnetic force of the magnet in the direction of specific components, preventing magnetic interference to those components. This achieves position detection of the arm 20 without generating additional sources of electromagnetic interference.

[0235] In some embodiments, magnets are installed within the existing space of the arm 20, and Hall sensors are installed in the fuselage 10 to detect the magnetic field of the magnets, thereby triggering the automatic power-on of the aircraft 100 by detecting the arm 20's deployment. A magnetic field orientation device is installed simultaneously with the magnets to avoid electromagnetic interference to other components. Adding magnets to the arm 20 and using Hall sensors on the fuselage 10 to detect whether the arm 20 has deployed is beneficial. Installing the magnets near the root of the arm 20, close to the fuselage 10, avoids false recognition when the arm 20 rotates at small angles. Furthermore, the magnets need to be smaller the further away from the end of the arm 20, which helps reduce their size, cost, and weight.

[0236] When the arm 20 moves from the folded position to the unfolded position and the unfolding angle is less than or equal to the preset unfolding angle, the Hall sensor outputs a high level, indicating that the arm 20 is not fully unfolded, and the aircraft 100 does not power on; when the arm 20 moves to the unfolding angle greater than the preset unfolding angle, the Hall sensor outputs a low level, indicating that the arm 20 is unfolded, and the aircraft 100 automatically powers on.

[0237] In some embodiments, to save costs, it may be considered to place magnets on only one arm 20. For example, magnets may be placed on the last arm 20 to be deployed to prevent the user from turning on the machine after deploying the first arm 20. Placing magnets on the last deployed arm 20 may better meet the user's actual need to turn on the machine.

[0238] For example, for an aircraft 100 where the front arm 21 and rear arm 22 can be deployed in any order without interference, the magnet of one of the power motors 31 on the rear arm 22 can be used to detect the deployment of arm 20 and trigger the power-on. Understandably, the deployment of the front arm 21 may be an unintended power-on state. For instance, in some aircraft 100s, the battery is pulled out from the tail. If a user wants to retrieve the battery while the aircraft 100's arms 20 are in the folded position, they might deploy both front arms 21, which is not actually intended to power on the aircraft.

[0239] For example, in cases where there is interference when the front arm 21 and the rear arm 22 unfold, one of the rear arms 20 can be selected for detection. The magnet of one of the motors 31 of the rear arm 22 can be used to detect the unfolding of arm 20 and trigger the start-up, which can save costs and weight. Of course, magnets on all four arms 20 can also be used to detect the unfolding of arm 20 and trigger the start-up.

[0240] For an aircraft 100 comprising multiple rotor guards 40, the rotor guards 40 are designed with a specific unfolding and folding sequence; the front rotor guard 41 must be unfolded before the rear rotor guard 42 can be unfolded. Therefore, if both rear rotor guards 42 are detected to be unfolded, it can be assumed that all rotor guards 40 are unfolded. For example, one rear rotor guard 42 is positioned near the pivot point on each of the two rear rotor guards 42. When the rear rotor guard 42 is folded and stowed, the magnet is away from the fuselage 10, and the Hall sensor outputs no signal or a low-level signal; when the rear rotor guard 42 is unfolded to a certain angle, the Hall sensor generates a signal output or outputs a high-level signal.

[0241] In some embodiments, to avoid false detections caused by interference from other external magnets, two rear arms 22 can be selected for arm 20 deployment detection. That is, a magnet is placed on each of the two arms 20, and the body 10 has two corresponding Hall sensors. In this case, a dual Hall sensor-dual magnet scheme is used. Power-on is only triggered when both Hall sensors detect that the arm 20 deployment condition is met, thus mitigating interference from a single external magnet to some extent. Typically, an external magnet only affects one of the two Hall sensors; it is rare for it to affect both simultaneously.

[0242] For example, for models where multiple arms 20 do not have a sequential deployment order, in order to solve the problem of external magnet interference, a dual Hall sensor-dual magnet solution can be adopted, in which a magnet can be added to the base 33 of the two rear arms 22 or the power motors 31 of the two rear arms.

[0243] For an aircraft 100 with multiple arms 20 that unfold sequentially, in order to solve the problem of interference from external magnets, magnets can be placed on the last two arms 20 to unfold. This can prevent the automatic start-up from being triggered before all the arms 20 have fully unfolded, and also prevent the aircraft 100 from being accidentally started up by a single external magnet.

[0244] In some embodiments, in addition to setting up dual Hall effect sensors and dual magnets to prevent accidental power-on, the aircraft 100 is only triggered to power on after receiving sensing signals from two Hall effect sensors and the sensing signals remain stable for a period of time.

[0245] For example, the two Hall sensors are located on either side of the fuselage 10 near the lower part. In the folded state, this position is blocked by the arm 20 or the propeller guard 40, making it difficult for external magnets to approach and cause false triggering. Both Hall sensors simultaneously output sensing signals, and the signals remain stable for a period of time before triggering power-on, thus achieving the function of resisting interference from external magnetic materials. When the aircraft 100 is powered off, the magnet is far away from the Hall sensors, and the Hall sensors have no output. At this time, the sensors can maintain a minimum operating current, which is more than 100 times less than when the magnet is close to the Hall sensors. This is beneficial for users to store the aircraft in the powered-off state for extended periods, resulting in a more user-friendly experience.

[0246] By detecting the sensor signal indicating that the arm 20 is folded, and based on this signal and the current operating conditions (such as whether the aircraft 100 is in flight and whether the user needs to transmit data), the processor controls the system to power down. For example, if the aircraft 100 is in flight and the arm 20 is folded from the extended position to the folded position due to an external obstacle, the aircraft 100 is not allowed to shut down to avoid crashing; or, if the aircraft 100 has landed on the ground, a short period of time can be provided for the user to choose whether to perform data transmission. If this time is exceeded and the user folds the arm 20, the aircraft 100 will automatically shut down.

[0247] The advantages of triggering power-on based on positioning detection include at least the following: First, it reduces the risk of accidental power-on: Position detection only triggers power-on after the arm 20 is fully extended (arm 20 is fully extended), preventing power-on from being triggered when the arm 20 moves out of a certain range (such as when the arm 20 is slightly stuck or swings), thus reducing accidental triggering. Second, it better meets user needs: The arm 20 extension triggering power-on scenario follows reasonable design principles; after the user triggers the action, the aircraft 100 is in a steady state (the arm 20 will no longer slide) before power-on is initiated, rather than being triggered by a slight movement (the arm 20 may spring back), which does not meet user expectations. Third, the aircraft 100 has limitations on weight, size, and vibration modes. The adoption of a position detection-triggered power-on scheme helps to reduce the size of the magnet, which in turn helps to reduce the weight and size of the aircraft 100. The reduction in the size of the magnet can also reduce electromagnetic interference to certain components of the aircraft 100, and minimize the impact on the performance of the aircraft 100 in certain scenarios (such as nighttime time-lapse photography).

[0248] Please refer to Figure 12. This application embodiment provides a control method for an aircraft 100, including steps S101 and S102.

[0249] S101. Obtain the output of the non-contact sensor 70, wherein the non-contact sensor 70 is disposed on at least one of the target support assembly of the aircraft 100 and the fuselage 10 of the aircraft 100. The target support assembly belongs to one or more support assemblies 60 of the aircraft 100. The one or more support assemblies 60 are used to support the power system 30 of the aircraft 100. The power system 30 is used to drive the aircraft 100 to fly. The target support assembly can rotate relative to the fuselage 10 between an unfolded position and a folded position. The non-contact sensor 70 is used to detect whether the target support assembly rotates to or beyond a first trigger position during the rotation from the folded position to the unfolded position.

[0250] S102, In response to the non-contact sensor 70 detecting that the target carrier component has rotated to or beyond the first trigger position, the aircraft 100 is triggered to start the working mode.

[0251] Exemplary, without conflict, aircraft 100 includes aircraft 100 of any embodiment of this application. Without conflict, fuselage 10 includes fuselage 10 of any embodiment of this application. Without conflict, carrier assembly 60 includes carrier assembly 60 of any embodiment of this application. Without conflict, target carrier assembly includes target carrier assembly of any of the above embodiments. Without conflict, non-contact sensor 70 includes non-contact sensor 70 of any embodiment of this application.

[0252] It is understood that the specific principles and implementation methods of the control method of the aircraft 100 provided in this application embodiment are similar to those of the aircraft 100 in the aforementioned embodiment, and will not be repeated here.

[0253] This application provides a control device for an aircraft 100, including:

[0254] One or more processors 80;

[0255] One or more memories are used to store computer program instructions, which, when invoked by one or more processors 80, cause the one or more processors 80 to execute:

[0256] The output of the non-contact sensor 70 is acquired, wherein the non-contact sensor 70 is disposed in at least one of the target support assembly of the aircraft 100 and the fuselage 10 of the aircraft 100, the target support assembly belongs to one or more support assemblies 60 of the aircraft 100, the one or more support assemblies 60 are used to support the power system 30 of the aircraft 100, the power system 30 is used to drive the aircraft 100 to fly, the target support assembly can rotate relative to the fuselage 10 between an unfolded position and a folded position, and the non-contact sensor 70 is used to detect whether the target support assembly rotates to or beyond a first trigger position during the rotation from the folded position to the unfolded position;

[0257] In response to the non-contact sensor 70 detecting that the target carrier component has rotated to or beyond the first trigger position, the aircraft 100 is triggered to start the working mode.

[0258] It is understood that the specific principles and implementation methods of the control device of the aircraft 100 provided in this application embodiment are similar to those of the aircraft 100 in the aforementioned embodiment, and will not be repeated here.

[0259] This application provides an aircraft 100, including a fuselage 10, one or more carrier components 60, a Hall sensor, a magnet, and a processor 80. The one or more carrier components 60 are rotatable relative to the fuselage 10 between an unfolded position and a folded position. The carrier components 60 support the power system 30 of the aircraft 100, which drives the aircraft 100 to fly. A Hall sensor is disposed on one of the target carrier component and the fuselage 10, and the one or more carrier components 60 include the target carrier component. A magnet is disposed on the other of the target carrier component and the fuselage 10, and the Hall sensor is capable of sensing the magnet. The Hall sensor generates a sensing signal that characterizes whether the target carrier component rotates to or beyond a first trigger position during rotation from the folded position to the unfolded position. The processor 80 triggers the aircraft 100 to power on in response to the sensing signal characterizing that the target carrier component has rotated to or beyond the first trigger position.

[0260] The aircraft 100 in the above embodiment uses a Hall sensor and a magnet to detect whether the carrier component 60 has rotated to or beyond a first trigger position. If the carrier component 60 is detected to have rotated to or beyond the first trigger position, the aircraft 100 is automatically powered on, enabling rapid power-on upon deployment of the carrier component 60 and improving the efficiency of rapid shooting. When detecting the position of the target carrier component, the Hall sensor senses the magnet in a non-contact manner. Compared with traditional contact sensor solutions, the solution in this embodiment can improve detection accuracy and has less impact on appearance; it can also achieve detection without contact, has the characteristics of no wear, does not affect the service life of the device, and does not require slots to be made on the fuselage 10 to set up contact switches, thus having less impact on the rigidity of the fuselage 10 structure. In addition, the Hall sensor and magnet are less affected by environmental factors such as temperature, humidity, corrosion, light, vibration, and dust, and are resistant to environmental interference; the Hall sensor is highly sensitive to changes in magnetic fields, which is beneficial to improving detection accuracy.

[0261] For example, triggering the aircraft 100 to power on includes: energizing one or more de-energized components of the aircraft 100. The de-energized components include at least one of the following: the gimbal assembly of the aircraft 100, a camera, a chip system, and the power motor 31 of the power system 30.

[0262] Exemplary, without conflict, aircraft 100 includes aircraft 100 of any embodiment of this application. Without conflict, fuselage 10 includes fuselage 10 of any embodiment of this application. Without conflict, carrier assembly 60 includes carrier assembly 60 of any embodiment of this application. Without conflict, target carrier assembly includes target carrier assembly of any embodiment of this application. Without conflict, Hall sensor includes Hall sensor of any embodiment of this application, and magnet includes magnet of any embodiment of this application. Without conflict, processor 80 includes processor 80 of any embodiment of this application.

[0263] Please refer to Figure 13. This application embodiment also provides a control method for an aircraft 100, including steps S201 and S202.

[0264] S201. Acquire the sensing signal output by the Hall sensor, wherein the Hall sensor is disposed on one of the target support component and the fuselage 10 of the aircraft 100, and the Hall sensor is capable of sensing a magnet disposed on the other of the target support component and the fuselage 10; the target support component belongs to one or more support components 60 of the aircraft 100, and the one or more support components 60 are used to support the power system 30 of the aircraft 100, the power system 30 is used to drive the aircraft 100 to fly, the target support component can rotate relative to the fuselage 10 between the unfolded position and the folded position, and the sensing signal can characterize whether the target support component rotates to or beyond the first trigger position during the rotation from the folded position to the unfolded position.

[0265] S202, In response to the sensing signal indicating that the target carrier component has rotated to or beyond the first trigger position, the aircraft 100 is triggered to start.

[0266] It is understood that the specific principles and implementation methods of the control method of the aircraft 100 provided in this application embodiment are similar to those of the aircraft 100 in the aforementioned embodiment, and will not be repeated here.

[0267] This application embodiment also provides a control device for an aircraft 100, including:

[0268] One or more processors 80;

[0269] One or more memories are used to store computer program instructions, which, when invoked by one or more processors 80, cause the one or more processors 80 to execute:

[0270] The sensor acquires the sensing signal output by the Hall sensor, wherein the Hall sensor is disposed on one of the target support component and the fuselage 10 of the aircraft 100, and the Hall sensor is capable of sensing a magnet disposed on the other of the target support component and the fuselage 10; the target support component belongs to one or more support components 60 of the aircraft 100, and the one or more support components 60 are used to support the power system 30 of the aircraft 100, the power system 30 is used to drive the aircraft 100 to fly, the target support component can rotate relative to the fuselage 10 between an unfolded position and a folded position, and the sensing signal can characterize whether the target support component rotates to or beyond a first trigger position during the rotation from the folded position to the unfolded position;

[0271] In response to the sensing signal indicating that the target carrier component has rotated to or beyond the first trigger position, the aircraft 100 is triggered to start.

[0272] It is understood that the specific principles and implementation methods of the control device of the aircraft 100 provided in this application embodiment are similar to those of the aircraft 100 in the aforementioned embodiment, and will not be repeated here.

[0273] In practical applications of electronic devices, sensors can be used to detect the position of moving parts in order to identify the user's actual startup needs. However, for electronic devices with multiple moving parts, the cost and weight of the sensors are high while ensuring that the user's actual startup needs are identified, which limits the application range of the electronic devices.

[0274] This application provides an electronic device including a main body, movable parts, and sensors. The number of movable parts is A, and each movable part can move relative to the main body between a first position and a second position, where A is a positive integer greater than or equal to 2. The number of sensors is B, and each sensor is at least partially disposed in one of the B movable parts out of the A movable parts or in the main body, where B is a positive integer less than or equal to A. The B sensors are used to detect whether the B movable parts move to or beyond a trigger position during their movement from the second position to the first position. A processor 80 is used to trigger the electronic device to start its operating mode in response to the B sensors detecting that the B movable parts have moved to or beyond the trigger position. The A movable parts have a fixed movement sequence relative to the main body, and the B movable parts are the B movable parts that move last in the A movable parts; alternatively, the A movable parts do not have a fixed movement sequence relative to the main body, and the B movable parts are those that, when in the second position, do not affect the use of specific components of the electronic device.

[0275] The electronic device described above can select a sensor corresponding to the last movable part in the unfolding sequence, or a sensor corresponding to a movable part that does not affect the use of a specific component when folded. This can detect the user's actual need to activate the working mode, thereby improving the user experience. Alternatively, it can eliminate the need to set sensors for all movable parts, reducing the number of components and saving the cost, space, and weight of sensors, which in turn saves the cost, space, and weight of the electronic device.

[0276] For example, A can be designed according to actual needs, such as being a positive integer of 2, 3, 4 or greater than 4. B can be designed according to actual needs, such as being a positive integer of 1, 2, 3 or greater than 3, where B is a positive integer less than or equal to A.

[0277] For example, each of the B sensors is at least partially located in one of the B moving parts or the body.

[0278] For example, a sensor is at least partially disposed in one of the B movable parts out of A movable parts, or disposed in the main body, including: one of the B sensors is disposed in one of the B movable parts or disposed in the main body. For example, one of the B sensors is disposed in one of the B movable parts; or, the sensor is disposed in the main body. Another example is that one of the B sensors is disposed in one of the B movable parts, and the other of the B sensors is disposed in the other of the B movable parts. Yet another example is that the sensor includes two parts, referred to as a first sub-part and a second sub-part, the first sub-part being used to sense the second sub-part to detect that the movable part moves from a second position to a first position to or beyond a trigger position; the first sub-part is disposed in one of the B movable parts, and the second sub-part is disposed in the main body. It can be understood that the first sub-part includes a sensing element 71 of a non-contact sensing element 70, and the second sub-part includes a trigger element 72 of a non-contact sensing element 70; or, the first sub-part includes a sensing structure of a contact sensing element, and the second sub-part includes a trigger structure of a contact sensing element.

[0279] For example, there is a one-to-one correspondence between B sensors and B moving parts, with one sensor detecting the position of one of the B moving parts. In other embodiments, the B sensors and B moving parts may not be in a one-to-one correspondence.

[0280] For example, specific components include: batteries, memory cards, charging interfaces, or data interfaces of electronic devices.

[0281] For example, specific components that do not affect the use of an electronic device include: not affecting the removal of a battery from the electronic device, not affecting the removal of a memory card from the electronic device, not affecting the use of the electronic device's charging interface for charging, or not affecting the use of the electronic device's data interface for data transmission.

[0282] Understandably, the moving parts can be any suitable component in the electronic device that can move relative to the main body, such as the moving parts including the arm 20, propeller 40, landing gear 50, or pivot arm. The pivot arm can be the pivot arm of the aircraft 100. The pivot arm can also be the pivot arm of a gimbal, which can be the gimbal assembly of the aircraft 100, or a handheld gimbal, etc.

[0283] In some embodiments, the sensor includes a contact sensing element or a non-contact sensing element 70. In some embodiments, the sensor includes a non-contact sensing element 70 according to any embodiment of this application.

[0284] In some embodiments, the sensor includes a contact sensing element. Unless otherwise specified, the non-contact sensing element 70 of any of the above embodiments can be replaced with a contact sensing element. Unless otherwise specified, the sensing element 71 and trigger element 72 of the non-contact sensing element 70 of any of the above embodiments can be replaced with the sensing structure and trigger structure of a contact sensing element. Through the mutual contact between the sensing structure and the trigger structure, the sensing structure can quickly sense the trigger structure and generate a corresponding signal to characterize whether the moving part has moved to or beyond the trigger position. For example, the contact sensing element may include a contact switch, a pressure sensor, or a weight sensor. For instance, the sensing element 71 structure includes a pressure sensor, and the trigger structure includes a force transmission element. The pressure sensor can be used to detect pressure changes in the force transmission element, and the sensing structure can sense the trigger structure and generate a corresponding signal by sensing the pressure change. Understandably, the force transmission element serves as an intermediate component for transmitting force, transferring the external force applied to the trigger structure to the sensing structure.

[0285] In some embodiments, the first position includes a folded position and the second position includes an unfolded position; or, the first position includes a position before sliding and the second position includes a position after sliding; or, the first position includes a position before movement and the second position includes a position after movement; or, the first position includes a position before rotation and the second position includes a position after rotation. For example, if the movable part is foldable relative to the main body, the first position includes a folded position and the second position includes an unfolded position. As another example, if the movable part is slidable relative to the main body, the first position includes a position before sliding and the second position includes a position after sliding. Yet another example, if the movable part is rotatable relative to the main body, the first position includes a position before rotation and the second position includes a position after rotation.

[0286] In some embodiments, the movable component can rotate or move relative to the main body between a first position and a second position. In some embodiments, the movement includes at least one of the following: sliding, pulling motion, curvilinear movement, etc. The movement can be linear or curvilinear, and is not limited herein. Unless otherwise specified, in any embodiment of this application, the rotation of the support assembly 60 relative to the body 10 between an unfolded position and a folded position can be replaced by the movable component being able to rotate or move relative to the main body between a first position and a second position.

[0287] In some embodiments, triggering the electronic device to start its operating mode includes: powering on one or more power-off components of the electronic device, or initiating the rotation of the electronic device's power system. Power-off components may include at least one of the following: a camera, chip system, gimbal assembly, power system, or other electrical components of the electronic device. It should be understood that the electronic device may simultaneously include a camera, chip system, gimbal assembly, and power system, or may only include one or more of these components.

[0288] For example, the start-up working mode includes at least one of the following: powering on, starting the power system to rotate, etc.

[0289] For example, the moving parts include arms 20, the electronic equipment includes the aircraft 100, and the sensors include Hall sensors and magnets. For an aircraft 100 with multiple arms 20, to save on the cost and weight of setting up Hall sensors and magnets, and to ensure that the Hall sensors can identify the user's true power-on needs and avoid accidental power-on, the Hall sensors or magnets can be placed on the arm 20 that is deployed last in the unfolding sequence (e.g., the last unfolded arm 20) or on an arm 20 that does not affect battery removal from the aircraft 100 when folded. This eliminates the need to install Hall sensors or magnets on all arms 20, while still detecting the user's true power-on needs. For example, if the battery is located at the tail of the aircraft 100, the user may need to unfold the front arm 21 to remove the battery when the aircraft 100 is powered off, but this is not a true intention to power on. Therefore, a magnet can be placed on the rear arm 22.

[0290] Exemplary, without conflict, the electronic device may include the electronic device or aircraft 100 of any of the above embodiments. Without conflict, the main body includes the fuselage 10 of any of the embodiments of this application. Without conflict, the moving part includes the carrier component 60 of any of the embodiments of this application. Without conflict, the processor 80 includes the processor 80 of any of the above embodiments. Exemplary, without conflict, the arm 20 or propeller guard 40 of any of the embodiments of this application may be replaced with the moving part.

[0291] For example, electronic devices can be robots, mobile vehicles, mobile ships, gimbals, aircraft, etc.

[0292] Please refer to Figure 14. This application embodiment also provides a control method for an electronic device, including steps S301 and S302.

[0293] S301. Acquire sensing signals output by B sensors, wherein the B sensors are located on B of the A movable parts of the electronic device or on the main body of the electronic device, the A movable parts can move between a first position and a second position relative to the main body, wherein A is a positive integer greater than or equal to 2, and B is a positive integer less than or equal to A; the B sensors are used to detect whether the B movable parts move to or beyond a trigger position during the movement from the second position to the first position, wherein the A movable parts have a fixed movement sequence when moving relative to the main body, and the B movable parts are the B movable parts that move last in the movement sequence among the A movable parts, or the A movable parts do not have a fixed movement sequence when moving relative to the main body, and the B movable parts are the movable parts among the A movable parts that do not affect the use of specific components of the electronic device when in the second position.

[0294] S302. In response to the sensing signal indicating that B moving parts have moved to or exceeded the trigger position, the electronic device is triggered to start the working mode.

[0295] It is understood that the specific principles and implementation methods of the control method of the electronic device provided in the embodiments of this application are similar to those of the electronic device in the foregoing embodiments, and will not be repeated here.

[0296] This application also provides a control device for an electronic device, including:

[0297] One or more processors 80;

[0298] One or more memories are used to store computer program instructions that, when invoked by one or more processors 80, cause one or more processors 80 to execute:

[0299] The sensor acquires sensing signals output by B sensors, wherein the B sensors are located on B of the A movable parts of the electronic device or on the main body of the electronic device. The A movable parts can move relative to the main body between a first position and a second position, wherein A is a positive integer greater than or equal to 2 and B is a positive integer less than or equal to A. The B sensors are used to detect whether the B movable parts move to or beyond a trigger position during the movement from the second position to the first position. The A movable parts have a fixed movement sequence when moving relative to the main body, and the B movable parts are the B movable parts that move last in the movement sequence among the A movable parts. Alternatively, the A movable parts do not have a fixed movement sequence when moving relative to the main body, and the B movable parts are the movable parts among the A movable parts that do not affect the use of specific components of the electronic device when in the second position.

[0300] In response to the sensing signal indicating that B moving parts have moved to or exceeded the trigger position, the electronic device is triggered to start the working mode.

[0301] It is understood that the specific principles and implementation methods of the control device of the electronic device provided in the embodiments of this application are similar to those of the electronic device in the foregoing embodiments, and will not be repeated here.

[0302] For the aircraft 100 whose support component 60 can move relative to the fuselage 10, the user needs to unfold the support component 60 of the aircraft 100 in sequence, and then start the aircraft 100 by pressing and holding the power button for a long time and then pressing it for a short time. This method is not conducive to quick shooting and the user experience is low.

[0303] To this end, this application provides an aircraft 100, including a fuselage 10, a support assembly 60, a non-contact sensor 70, and a processor 80. The support assembly 60 is movable relative to the fuselage 10 between an unfolded position and a folded position, and is used to support at least some components of the aircraft 100. The non-contact sensor 70 includes a sensor 71 disposed on one of the support assembly 60 and the fuselage 10, and a trigger 72 disposed on the other of the support assembly 60 and the fuselage 10. The sensor 71 can sense the trigger 72 in a non-contact manner. The sensor 71 is used to detect whether the support assembly 60 moves to or beyond a trigger position during its movement from the folded position to the unfolded position. When the support assembly 60 is in the folded position relative to the fuselage 10, the sensor 71 senses that the sensing signal of the trigger 72 is greater than or equal to a threshold. When the support assembly 60 moves to the trigger position relative to the fuselage 10, the sensor 71 senses that the sensing signal of the trigger 72 is less than the threshold. The processor 80 is used to trigger the aircraft 100 to start up in response to the sensor 71 detecting that the sensing signal of the trigger 72 is less than a threshold.

[0304] The aircraft 100 of the above embodiment includes a non-contact sensing element 70, which includes a sensor 71 and a trigger 72. The sensor 71 is used to detect whether the carrier assembly 60 moves to or exceeds a trigger position during the movement from the folded position to the unfolded position. When the carrier assembly 60 is in the folded position relative to the fuselage 10, the sensor 71 senses that the sensing signal of the trigger 72 is greater than or equal to a threshold. When the carrier assembly 60 is in the trigger position relative to the fuselage 10, the sensor 71 senses that the sensing signal of the trigger 72 is less than the threshold. The processor 80 is used to trigger the aircraft 100 to start up in response to the sensor 71 detecting that the sensing signal of the trigger 72 is less than the threshold. An off-position detection scheme is used to detect whether the supporting component 60 has moved to or beyond the trigger position. Only when the sensor 71 detects that the sensing signal of the trigger 72 is less than the threshold is it determined that the moving component has moved to the trigger position, and only then will the processor 80 trigger the aircraft 100 to automatically power on. Even if the sensor 71 senses the external magnetic object and its sensing signal is greater than or equal to the threshold, the aircraft 100 will not be automatically powered on when an external magnetic object approaches the sensor 71. Therefore, this embodiment improves the accuracy of power-on detection, avoids false power-on caused by interference from external magnetic objects, better meets the user's actual power-on needs, and improves the user experience.

[0305] For example, when the carrier component 60 is in the unfolded position relative to the body 10, the sensor 71 senses that the sensing signal of the trigger 72 is less than a threshold.

[0306] For example, the support component 60 may be the boom 20, the propeller guard 40, or the landing gear 50.

[0307] For example, motion includes rotation or movement.

[0308] For example, the triggering position includes the first triggering position in any embodiment of this application.

[0309] For example, if the sensor 71 detects a sensing signal from the trigger 72 that is greater than or equal to a threshold, the processor 80 does not trigger the aircraft 100 to start.

[0310] This application provides an aircraft 100, including a fuselage 10, a support assembly 60, a non-contact sensor 70, and a processor 80. The support assembly 60 is rotatable relative to the fuselage 10 between an unfolded position and a folded position, and is used to support at least some components of the aircraft 100. The non-contact sensor 70 includes a sensor 71 disposed on one of the support assembly 60 and the fuselage 10, and a trigger 72 disposed on the other of the support assembly 60 and the fuselage 10. The sensor 71 can sense the trigger 72 in a non-contact manner. The sensor 71 is used to detect whether the support assembly 60 rotates to or beyond a trigger position during rotation from the folded position to the unfolded position. When the support assembly 60 is in the folded position relative to the fuselage 10, the sensor 71 senses a sensing signal from the trigger 72 that is greater than or equal to a threshold; when the support assembly 60 is in the trigger position relative to the fuselage 10, the sensor 71 senses a sensing signal from the trigger 72 that is less than the threshold. The processor 80 is used to trigger the aircraft 100 to start its working mode in response to the sensor 71 detecting that the sensing signal of the trigger 72 is less than a threshold.

[0311] For example, the support component 60 may be the boom 20, the propeller guard 40, or the landing gear 50.

[0312] The aircraft 100 of the above embodiment includes a non-contact sensing element 70, which includes a sensor 71 and a trigger 72. The sensor 71 is used to detect whether the carrier assembly 60 moves to or exceeds a trigger position during the movement from the folded position to the unfolded position. When the carrier assembly 60 is in the folded position relative to the fuselage 10, the sensor 71 senses that the sensing signal of the trigger 72 is greater than or equal to a threshold. When the carrier assembly 60 is in the trigger position relative to the fuselage 10, the sensor 71 senses that the sensing signal of the trigger 72 is less than the threshold. The processor 80 is used to trigger the aircraft 100 to start the working mode in response to the sensor 71 detecting that the sensing signal of the trigger 72 is less than the threshold. An off-position detection scheme is used to detect whether the supporting component 60 has moved to or beyond the trigger position. Only when the sensor 71 detects that the sensing signal of the trigger 72 is less than the threshold is it determined that the moving component has moved to the trigger position, and only then will the processor 80 trigger the aircraft 100 to automatically start the working mode or start the power-on. Even if the sensor 71 senses the external magnetic object and its sensing signal is greater than or equal to the threshold when the external magnetic object is close to the sensor 71, the aircraft 100 will not be triggered to automatically start the working mode. Therefore, this embodiment improves the accuracy of the start working mode detection, avoids interference from external magnetic objects that may cause the working mode to be mistakenly started, better meets the user's actual need for starting the working mode, and improves the user experience.

[0313] For example, the triggering position includes the first triggering position in any embodiment of this application.

[0314] For example, if the sensor 71 detects a sensing signal from the trigger 72 that is greater than or equal to a threshold, the processor 80 does not trigger the aircraft 100 to start its working mode.

[0315] In some embodiments, at least some components include an arm 20, a propeller guard 40, or a landing gear 50. The arm 20 includes the arm 20 of any embodiment. The propeller guard 40 includes the propeller guard 40 of any embodiment. The landing gear 50 includes the landing gear 50 of any embodiment.

[0316] Exemplary, without conflict, aircraft 100 includes aircraft 100 of any embodiment of this application. Without conflict, fuselage 10 includes fuselage 10 of any embodiment of this application. Without conflict, carrier assembly 60 includes carrier assembly 60 of any embodiment of this application. Without conflict, non-contact sensor 70 includes non-contact sensor 70 of any embodiment of this application. Without conflict, sensor 71 includes sensor 71 of any embodiment of this application, and trigger 72 includes trigger 72 of any embodiment of this application. Without conflict, processor 80 includes processor 80 of any embodiment of this application.

[0317] Please refer to Figure 15. This application embodiment provides a control method for an aircraft 100, including steps S401 and S402.

[0318] S401. Acquire the sensing signal output by the sensor 71, wherein the sensor 71 can sense the trigger 72 in a non-contact manner. The sensor 71 is disposed on one of the support component 60 and the fuselage 10 of the aircraft 100, and the trigger 72 is disposed on the other of the support component 60 and the fuselage 10. The support component 60 is used to support at least some components of the aircraft 100, and the support component 60 can move relative to the fuselage 10 between an unfolded position and a folded position. The sensor 71 is used to detect whether the support component 60 moves to or beyond a trigger position during the movement from the folded position to the unfolded position. When the support component 60 is in the folded position relative to the fuselage 10, the sensor 71 senses that the sensing signal of the trigger 72 is greater than or equal to a threshold. When the support component 60 is in the trigger position relative to the fuselage 10, the sensor 71 senses that the sensing signal of the trigger 72 is less than the threshold.

[0319] S402, In response to the sensor 71 detecting that the sensing signal of the trigger 72 is less than the threshold, the aircraft 100 is triggered to start.

[0320] It is understood that the specific principles and implementation methods of the control method of the aircraft 100 provided in this application embodiment are similar to those of the aircraft 100 in the aforementioned embodiment, and will not be repeated here.

[0321] Please refer to Figure 16. This application embodiment provides a control method for an aircraft 100, including steps S501 and S502.

[0322] S501. Acquire the sensing signal output by the sensor 71, wherein the sensor 71 can sense the trigger 72 in a non-contact manner. The sensor 71 is disposed on one of the support assembly 60 and the fuselage 10 of the aircraft 100, and the trigger 72 is disposed on the other of the support assembly 60 and the fuselage 10. The support assembly 60 is used to support at least some components of the aircraft 100, and the support assembly 60 can rotate relative to the fuselage 10 between an unfolded position and a folded position. The sensor 71 is used to detect whether the support assembly 60 rotates to or beyond a trigger position during the rotation from the folded position to the unfolded position. When the support assembly 60 is in the folded position relative to the fuselage 10, the sensor 71 senses that the sensing signal of the trigger 72 is greater than or equal to a threshold. When the support assembly 60 is in the trigger position relative to the fuselage 10, the sensor 71 senses that the sensing signal of the trigger 72 is less than the threshold.

[0323] S502, In response to the sensor 71 detecting that the sensing signal of the trigger 72 is less than the threshold, the aircraft 100 is triggered to start the working mode.

[0324] It is understood that the specific principles and implementation methods of the control method of the aircraft 100 provided in this application embodiment are similar to those of the aircraft 100 in the aforementioned embodiment, and will not be repeated here.

[0325] This application provides a control device for an aircraft 100, including:

[0326] One or more processors 80;

[0327] One or more memories are used to store computer program instructions, which, when invoked by one or more processors 80, cause the one or more processors 80 to execute:

[0328] The sensor 71 acquires the sensing signal output by the sensor 71, wherein the sensor 71 can sense the trigger 72 in a non-contact manner. The sensor 71 is disposed on one of the support assembly 60 and the fuselage 10 of the aircraft 100, and the trigger 72 is disposed on the other of the support assembly 60 and the fuselage 10. The support assembly 60 is used to support at least some components of the aircraft 100, and the support assembly 60 can move relative to the fuselage 10 between an unfolded position and a folded position. The sensor 71 is used to detect whether the support assembly 60 moves to or beyond a trigger position during the movement from the folded position to the unfolded position. When the support assembly 60 is in the folded position relative to the fuselage 10, the sensor 71 senses that the sensing signal of the trigger 72 is greater than or equal to a threshold. When the support assembly 60 is in the trigger position relative to the fuselage 10, the sensor 71 senses that the sensing signal of the trigger 72 is less than the threshold.

[0329] In response to the sensor 71 detecting that the sensing signal of the trigger 72 is less than a threshold, the aircraft 100 is triggered to start.

[0330] It is understood that the specific principles and implementation methods of the control device of the aircraft 100 provided in this application embodiment are similar to those of the aircraft 100 in the aforementioned embodiment, and will not be repeated here.

[0331] This application provides a control device for an aircraft 100, including:

[0332] One or more processors 80;

[0333] One or more memories are used to store computer program instructions that, when invoked by one or more processors 80, cause one or more processors 80 to execute:

[0334] The sensor 71 acquires the sensing signal output by the sensor 71, wherein the sensor 71 can sense the trigger 72 in a non-contact manner. The sensor 71 is disposed on one of the support assembly 60 and the fuselage 10 of the aircraft 100, and the trigger 72 is disposed on the other of the support assembly 60 and the fuselage 10. The support assembly 60 is used to support at least some components of the aircraft 100, and the support assembly 60 can rotate relative to the fuselage 10 between an unfolded position and a folded position. The sensor 71 is used to detect whether the support assembly 60 rotates to or beyond a trigger position during the rotation from the folded position to the unfolded position. When the support assembly 60 is in the folded position relative to the fuselage 10, the sensor 71 senses that the sensing signal of the trigger 72 is greater than or equal to a threshold. When the support assembly 60 is in the trigger position relative to the fuselage 10, the sensor 71 senses that the sensing signal of the trigger 72 is less than the threshold.

[0335] In response to the sensor 71 detecting that the sensing signal of the trigger 72 is less than a threshold, the aircraft 100 is triggered to start the working mode.

[0336] It is understood that the specific principles and implementation methods of the control device of the aircraft 100 provided in this application embodiment are similar to those of the aircraft 100 in the aforementioned embodiment, and will not be repeated here.

[0337] For the aircraft 100 whose support component 60 can move relative to the fuselage 10, the user needs to unfold the support component 60 of the aircraft 100 in sequence, and then start the aircraft 100 by pressing and holding the power button for a long time and then pressing it for a short time. This method is not conducive to quick shooting and the user experience is low.

[0338] This application provides an aircraft 100, including a fuselage 10, C support components 60, two magnets, two Hall sensors, and a processor 80. The support components 60 are movable relative to the fuselage 10 between an unfolded position and a folded position. The support components 60 support the power system 30 of the aircraft 100, which drives the aircraft 100 to fly. C is a positive integer greater than or equal to 2. The two magnets are respectively located on two of the C support components 60 or one of the fuselage 10. The Hall sensors are located on the other of the two support components 60 or the fuselage 10, with each Hall sensor corresponding to one magnet. The two Hall sensors are used to detect the two magnets to detect whether one of the two support components 60 moves to or beyond a first trigger position during its movement from the folded position to the unfolded position.

[0339] The processor 80 is used to trigger the aircraft 100 to automatically start in response to the two Hall sensors detecting that both carrier components 60 have moved to or beyond the first trigger position.

[0340] The aircraft 100 in the above embodiment is equipped with two pairs of Hall sensor-magnets. The aircraft 100 will only be automatically powered on when both Hall sensors detect that the carrier component 60 has been deployed to the first trigger position. When an external magnetic object approaches one of the Hall sensors, the aircraft 100 will not be automatically powered on even if the Hall sensor detects the external magnetic object. This avoids interference from a single external magnetic object to one of the Hall sensors, which could lead to false power-on. This improves the accuracy of power-on detection, better meets the user's actual power-on needs, and enhances the user experience.

[0341] For example, the Hall sensor and the magnet can use the displacement detection scheme of any of the above embodiments or the position detection scheme of any of the above embodiments to detect whether the bearing component 60 has moved to or beyond the first trigger position.

[0342] For example, two magnets are respectively disposed in two of the C carrier components 60, and two Hall sensors are disposed in the body 10. For example, both magnets are disposed in the body 10, and the two Hall sensors are respectively disposed in two of the C carrier components 60.

[0343] Exemplary, without conflict, aircraft 100 includes aircraft 100 of any embodiment of this application. Without conflict, fuselage 10 includes fuselage 10 of any embodiment of this application. Without conflict, support assembly 60 includes support assembly 60 of any embodiment of this application. Without conflict, Hall sensor includes Hall sensor of any embodiment of this application. Magnet includes magnet of any embodiment of this application. Without conflict, processor 80 includes processor 80 of any embodiment of this application.

[0344] Please refer to Figure 17. This application embodiment provides a control method for an aircraft, including steps S601 and S602.

[0345] S601. Acquire the sensing signals output by two Hall sensors, wherein each Hall sensor corresponds to a magnet, and the two magnets are respectively located in one of the two carrier components 60 of the C carrier components 60 of the aircraft 100 or in one of the fuselage 10, and the two Hall sensors are located in the other of the two carrier components 60 or the fuselage 10; wherein the two Hall sensors are respectively used to detect the two magnets to detect whether one of the two carrier components 60 moves to or exceeds the first trigger position during the movement from the folded position to the unfolded position.

[0346] S602. In response to the two Hall sensors detecting that both load-bearing components 60 have moved to or exceeded the first trigger position, the aircraft 100 is automatically powered on.

[0347] It is understood that the specific principles and implementation methods of the control method of the aircraft 100 provided in this application embodiment are similar to those of the aircraft 100 in the aforementioned embodiment, and will not be repeated here.

[0348] This application provides a control device for an aircraft 100, including:

[0349] One or more processors 80;

[0350] One or more memories are used to store computer program instructions, which, when invoked by one or more processors 80, cause the one or more processors 80 to execute:

[0351] The sensor signals output by two Hall sensors are acquired. Each Hall sensor corresponds to a magnet. The two magnets are respectively located in one of the two carrier components 60 of the C carrier components 60 of the aircraft 100 or in one of the fuselage 10. The two Hall sensors are located in the other of the two carrier components 60 or the fuselage 10. The two Hall sensors are used to detect the two magnets to detect whether one of the two carrier components 60 moves to or exceeds the first trigger position during the movement from the folded position to the unfolded position.

[0352] In response to the two Hall sensors detecting that both load-bearing components 60 have moved to or exceeded the first trigger position, the aircraft 100 is automatically powered on.

[0353] It is understood that the specific principles and implementation methods of the control device of the aircraft 100 provided in this application embodiment are similar to those of the aircraft 100 in the aforementioned embodiment, and will not be repeated here.

[0354] Understandably, when a user needs to use the aircraft 100, they need to unfold the structural components of the aircraft 100 (such as the aircraft 100's arm 20, propeller guard 40, or other structural components), then turn on the aircraft 100 by pressing and holding the power button for a long time followed by a short press, and then connect the remote control to control the aircraft 100 to complete the takeoff action. This series of operation steps is relatively cumbersome and the startup process is relatively long. For some scenarios where you want to start shooting quickly (such as shooting fleeting scenes like sunsets or fireworks), this startup method is not conducive to quick shooting and results in a lower user experience.

[0355] Therefore, this application provides an aircraft 100, including a first component, a second component, a non-contact sensor 70, and a processor 80; the second component is movably connected to the first component so that the second component can move between an unfolded position and a folded position; the non-contact sensor 70 is disposed in at least one of the first component and the second component. The non-contact sensor 70 is used to detect whether the second component moves to or beyond a first trigger position during its movement from the folded position to the unfolded position; and / or, to detect whether the second component moves to or beyond a second trigger position during its movement from the unfolded position to the folded position. The processor 80 is used to, in response to the non-contact sensor 70 detecting that the second component has moved to or beyond the first trigger position, to trigger power on one or more unpowered components of the aircraft 100; and / or, in response to the non-contact sensor 70 detecting that the second component has moved to or beyond the second trigger position, to trigger power off one or more powered components of the aircraft 100.

[0356] In the above embodiment of the aircraft 100, since the second component can move between the unfolded position and the folded position, the second component can be unfolded when the aircraft 100 needs to be used to ensure that the aircraft 100 can work normally; when the aircraft 100 does not need to be used, the second component can be folded to reduce the space occupied by the aircraft 100 and make it easier to store or carry. Furthermore, since the processor 80, in response to the non-contact sensor 70 detecting that the second component has moved to or beyond the first trigger position, triggers one or more unpowered components of the aircraft 100 to power on, and / or, in response to the non-contact sensor 70 detecting that the second component has moved to or beyond the second trigger position, triggers one or more powered components of the aircraft 100 to power off; thus, unfolding the second component allows for quick power-on, and / or folding the second component allows for quick power-off, eliminating the need for mechanical power-on and / or power-off buttons. This simplifies the power-on and / or power-off operation, improving the user experience without affecting device lifespan. It also eliminates the need for slots on the fuselage 10 to accommodate power buttons, minimizing impact on the structural rigidity and appearance of the fuselage 10. Compared to traditional contact sensor solutions, using the non-contact sensor 70 improves detection accuracy, ensuring precise power-on or power-off.

[0357] For example, the non-contact sensor 70 is used to detect whether the second component moves to or beyond a first trigger position during its movement from a folded position to an unfolded position; the processor 80 is used to trigger one or more unpowered components of the aircraft 100 to power on in response to the non-contact sensor 70 detecting that the second component has moved to or beyond the first trigger position. Alternatively, the non-contact sensor 70 is used to detect whether the second component moves to or beyond a second trigger position during its movement from an unfolded position to a folded position; the processor 80 is used to trigger one or more powered components of the aircraft 100 to power off in response to the non-contact sensor 70 detecting that the second component has moved to or beyond the second trigger position. Yet another example is that the non-contact sensor 70 is used to detect whether the second component moves to or beyond a first trigger position during its movement from a folded position to an unfolded position; and also detects whether the second component moves to or beyond a second trigger position during its movement from an unfolded position to a folded position. The processor 80 is configured to power on one or more unpowered components of the aircraft 100 in response to the non-contact sensor 70 detecting that the second component has moved to or beyond the first trigger position; and to power off one or more powered components of the aircraft 100 in response to the non-contact sensor 70 detecting that the second component has moved to or beyond the second trigger position.

[0358] Exemplarily, the aircraft 100 includes a first component and a second component, the second component being movable between an unfolded position and a folded position. Understandably, the first component and the second component can be any two suitable components of the aircraft 100. For example, the first component includes a fuselage 10, and the second component includes an arm 20; or, the first component and the second component each include two different arms 20; or, the first component includes a fuselage 10, and the second component includes a rotor guard 40; or, the first component and the second component each include two different rotor guards 40; or, the first component includes a fuselage 10, and the second component includes a landing gear 50; or, the first component and the second component each include two different landing gear 50.

[0359] In some embodiments, the second component is movably connected to the first component so that the second component can move between an unfolded position and a folded position.

[0360] In some embodiments, the second component is capable of rotating or moving between an unfolded position and a folded position.

[0361] In some embodiments, the second component is capable of sliding, pulling, or zigzagging between an unfolded position and a folded position.

[0362] Exemplary, without conflict, aircraft 100 includes aircraft 100 of any embodiment of this application. Without conflict, first component includes fuselage 10 of any embodiment of this application. Without conflict, second component includes carrier assembly 60 of any embodiment of this application. Without conflict, non-contact sensor 70 includes non-contact sensor 70 of any embodiment of this application. Without conflict, processor 80 includes processor 80 of any embodiment of this application.

[0363] Please refer to Figure 18. This application embodiment provides a control method for an aircraft 100, including steps S701 and S702.

[0364] S701. Obtain the output of the non-contact sensor 70, wherein the non-contact sensor 70 is disposed in at least one of the first component and the second component of the aircraft 100, and the second component is movably connected to the first component so that the second component can move between an unfolded position and a folded position; wherein the non-contact sensor 70 is used to detect whether the second component moves to or exceeds a first trigger position during the movement from the folded position to the unfolded position; and / or detect whether the second component moves to or exceeds a second trigger position during the movement from the unfolded position to the folded position.

[0365] S702, in response to the non-contact sensor 70 detecting that the second component has moved to or beyond the first trigger position, triggering one or more unpowered components of the aircraft 100 to power on; and / or, in response to the non-contact sensor 70 detecting that the second component has moved to or beyond the second trigger position, triggering one or more powered components of the aircraft 100 to power off.

[0366] It is understood that the specific principles and implementation methods of the control method of the aircraft 100 provided in this application embodiment are similar to those of the aircraft 100 in the aforementioned embodiment, and will not be repeated here.

[0367] This application provides a control device for an aircraft 100, including:

[0368] One or more processors 80;

[0369] One or more memories are used to store computer program instructions, which, when invoked by one or more processors 80, cause the one or more processors 80 to execute:

[0370] The output of the non-contact sensor 70 is acquired, wherein the non-contact sensor 70 is disposed in at least one of a first component and a second component of the aircraft 100, and the second component is movably connected to the first component so that the second component can move between an unfolded position and a folded position; wherein the non-contact sensor 70 is used to detect whether the second component moves to or beyond a first trigger position during the movement from the folded position to the unfolded position; and / or detect whether the second component moves to or beyond a second trigger position during the movement from the unfolded position to the folded position;

[0371] In response to the non-contact sensor 70 detecting that the second component has moved to or beyond the first trigger position, one or more unpowered components of the aircraft 100 are powered on; and / or, in response to the non-contact sensor 70 detecting that the second component has moved to or beyond the second trigger position, one or more powered components of the aircraft 100 are powered off.

[0372] It is understood that the specific principles and implementation methods of the control device of the aircraft 100 provided in this application embodiment are similar to those of the aircraft 100 in the aforementioned embodiment, and will not be repeated here.

[0373] This application provides a computer-readable storage medium storing computer program instructions that, when executed by a processor 80, cause the processor 80 to implement the method of any of the above embodiments.

[0374] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," "mechanical coupling," and "coupling" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. 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, and can refer to the internal communication of two components or the interaction between two components. Mechanical coupling or coupling between two components includes direct coupling and indirect coupling, such as a direct fixed connection or a connection through a transmission mechanism. Mechanical coupling between two components can be understood as the existence of a mechanical connection and / or mechanical interaction between the two components. Mechanical connection includes, but is not limited to, at least one of the following: rotational connection, movable connection, sliding connection, and abutment. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0375] In this application, unless otherwise expressly 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 being 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 being 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.

[0376] The foregoing disclosure provides many different embodiments or examples for implementing different structures of this application. To simplify the disclosure, specific examples of components and arrangements are described above. Of course, these are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples; such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. In addition, examples of various specific processes and materials are provided in this application, but those skilled in the art will recognize the application of other processes and / or the use of other materials.

[0377] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific method step, feature, structure, material, or characteristic described in connection with an embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific method steps, features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0378] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

An aircraft, characterized in that The application relates to a flying vehicle, comprising: a fuselage; one or more load-bearing components rotatable relative to the fuselage between an unfolded position and a folded position, the load-bearing components being configured to carry a power system of the flying vehicle, the power system being configured to drive the flying vehicle to fly; a Hall sensor provided on one of the target load-bearing component and the fuselage, the one or more load-bearing components including the target load-bearing component; a magnet provided on the other of the target load-bearing component and the fuselage, the Hall sensor being configured to sense the magnet; wherein the Hall sensor is configured to generate a sensing signal indicative of whether the target load-bearing component rotates to or beyond a first trigger position during rotation from the folded position to the unfolded position; a processor configured to trigger the flying vehicle to start up in response to the sensing signal indicating that the target load-bearing component rotates to or beyond the first trigger position. An aircraft, characterized in that The application relates to a flying vehicle, comprising: a fuselage; one or more load-bearing components rotatable relative to the fuselage between an unfolded position and a folded position, the load-bearing components being configured to carry a power system of the flying vehicle, the power system being configured to drive the flying vehicle to fly; a non-contact sensing device provided on at least one of the target load-bearing component and the fuselage; wherein the one or more load-bearing components include the target load-bearing component, the non-contact sensing device being configured to detect whether the target load-bearing component rotates to or beyond a first trigger position during rotation from the folded position to the unfolded position; a processor configured to trigger the flying vehicle to start up in response to the non-contact sensing device detecting that the target load-bearing component rotates to or beyond the first trigger position. The aircraft according to claim 2, characterized in that The load-bearing components include arms or propellers. The aircraft according to claim 2 or 3, characterized in that The load-bearing components are connected to a side, a lower side or an upper side of the fuselage. The aircraft according to claim 3, characterized in that The arms are connected to a side of the fuselage. The aircraft according to claim 3, characterized in that The propellers are connected to a lower side or a side of the fuselage. The aircraft according to any one of claims 2 to 6, characterized in that The non-contact sensing device includes a sensing element and a triggering element, the sensing element being configured to sense the triggering element in a non-contact manner, the sensing element in the same non-contact sensing device being provided on one of the target load-bearing component and the fuselage, and the triggering element in the same non-contact sensing device being provided on the other of the target load-bearing component and the fuselage. The aircraft according to claim 7, characterized in that The sensing element is provided on the fuselage, and the triggering element is provided on the target load-bearing component. The aircraft according to claim 7, characterized in that The sensing element is provided on an inner surface or an outer surface of one of the fuselage and the target load-bearing component, and the triggering element is provided on an inner surface or an outer surface of the other of the fuselage and the target load-bearing component. The aircraft according to any one of claims 2 to 6, characterized in that The non-contact sensing device includes a sensing element and a triggering element, the sensing element being configured to sense the triggering element in a non-contact manner, the one or more load-bearing components including a plurality of target load-bearing components, the sensing element and the triggering element in the same non-contact sensing device being provided on different target load-bearing components of the plurality of target load-bearing components. The aircraft of claim 10, wherein The sensing element or the triggering element is provided on an inner surface or an outer surface of the target load-bearing component. The aircraft according to any one of claims 7 to 11, characterized in that The sensing element includes at least one of a magnetic sensor, a photoelectric sensor, a capacitive sensor or a visual sensor. The aircraft of claim 12, wherein The magnetic sensor comprises at least one of a Hall sensor, a reed switch, or a magnetic encoder. The aircraft of claim 12, wherein The inductive element comprises the magnetic sensor, and the trigger element comprises a magnet; or the inductive element comprises the photoelectric sensor, and the trigger element comprises a light-reflecting plate; or the inductive element comprises the capacitive sensor, and the trigger element comprises an electrode plate; or the inductive element comprises the visual sensor, and the trigger element comprises a visual marker. The aircraft according to any one of claims 7 to 14, characterized in that The inductive element comprises the magnetic sensor, and the trigger element comprises a magnet, and the aircraft further comprises: A magnetic field shielding device for shielding the magnetic field force of the magnet in a preset direction. The aircraft of claim 15, wherein The preset direction is related to the position of a specific component installed on the fuselage, and the specific component is a component susceptible to the magnetic field interference of the magnet. The aircraft according to any one of claims 2 to 6, characterized in that The one or more bearing components comprise a plurality of target bearing components, and the non-contact sensing element is arranged on at least one of the plurality of target bearing components, and is used to detect another target bearing component in the plurality of target bearing components. The aircraft according to any of claims 2 to 6, 17, characterized in that The non-contact sensing element comprises at least one of an infrared sensor, a laser sensor, an ultrasonic sensor, or a millimeter wave radar sensor. The aircraft according to any one of claims 2 to 18, characterized in that The sensing signal detected by the non-contact sensing element being greater than or equal to a first threshold value is used to represent that the target bearing component rotates to or beyond the first trigger position. The aircraft according to any one of claims 2 to 18, characterized in that The sensing signal detected by the non-contact sensing element being less than or equal to a second threshold value is used to represent that the target bearing component rotates to or beyond the first trigger position. The aircraft according to claim 17 or 18, characterized in that The distance or rotation angle of the target bearing component detected by the non-contact sensing element being greater than or equal to a third threshold value is used to represent that the target bearing component rotates to or beyond the first trigger position. The aircraft of claim 21, wherein The distance or rotation angle of the target bearing component detected by the non-contact sensing element relative to the roll axis of the fuselage being greater than or equal to the third threshold value is used to represent that the target bearing component rotates to or beyond the first trigger position. The aircraft of claim 21, wherein The distance or rotation angle of the target bearing component detected by the non-contact sensing element relative to the yaw axis of the fuselage being greater than or equal to the third threshold value is used to represent that the target bearing component rotates to or beyond the first trigger position. The aircraft according to claim 17 or 18, characterized in that The distance or rotation angle of the target bearing component detected by the non-contact sensing element being less than or equal to a fourth threshold value is used to represent that the target bearing component rotates to or beyond the first trigger position. The aircraft of claim 24, wherein The distance or rotation angle of the target bearing component detected by the non-contact sensing element relative to the pitch axis of the fuselage being less than or equal to the fourth threshold value is used to represent that the target bearing component rotates to or beyond the first trigger position. The distance or rotation angle of the target bearing component detected by the non-contact sensing element relative to the roll axis of the fuselage being less than or equal to the fourth threshold value is used to represent that the target bearing component rotates to or beyond the first trigger position. The aircraft of claim 24, wherein The distance or rotation angle of the another target bearing component detected by the non-contact sensing element being greater than or equal to a fifth threshold value is used to represent that the target bearing component rotates to or beyond the first trigger position. The aircraft according to claim 17 or 18, characterized in that ​ The aircraft according to any one of claims 2 to 27, characterized in that The one or more bearing assemblies are a plurality of bearing assemblies, and the target bearing assembly is a part of the plurality of bearing assemblies. The aircraft of claim 28, wherein The plurality of bearing assemblies have a fixed unfolding sequence, and the target bearing assembly is a part of the plurality of bearing assemblies with a late unfolding sequence. The aircraft of claim 29, wherein The target bearing assembly is the last bearing assembly in the unfolding sequence among the plurality of bearing assemblies. The aircraft according to any one of claims 28 to 30, characterized in that The target bearing assembly is a rear bearing assembly of the aircraft. The aircraft according to any one of claims 28 to 31, characterized in that The target bearing assembly is two rear bearing assemblies of the aircraft. The aircraft of claim 28, wherein The plurality of bearing assemblies do not have a fixed unfolding sequence, and the target bearing assembly is a part of the plurality of bearing assemblies that does not affect the use of a specific element on the aircraft when the plurality of bearing assemblies are in a folded position. The aircraft according to claim 28 or 33, characterized in that The target bearing assembly is a rear bearing assembly of the aircraft. The aircraft according to any one of claims 28 to 34, characterized in that The non-contact sensing member includes a trigger and a sensor capable of sensing the trigger in a non-contact manner; the target bearing assembly is provided with the trigger, and the bearing assemblies other than the target bearing assembly among the plurality of bearing assemblies are not provided with the trigger. The aircraft of claim 35, wherein The target bearing assembly is one of the plurality of bearing assemblies, and the one bearing assembly is provided with the trigger, which corresponds to one of the sensors. The aircraft of claim 35, wherein The target bearing assembly is two of the plurality of bearing assemblies, and the two bearing assemblies are respectively provided with the trigger, and the number of sensors includes two, and the two sensors respectively correspond to one of the triggers. The aircraft of claim 35, wherein The number of triggers includes a plurality, each trigger corresponds to one sensor, two of the plurality of bearing assemblies are symmetrically arranged about the roll axis direction of the aircraft and form a bearing assembly unit, the aircraft is sequentially provided with M bearing assembly units along the roll axis direction, the target bearing assembly includes N of the M bearing assembly units, and the plurality of triggers are arranged in the N of the M bearing assembly units; M is greater than N, M and N are natural numbers, and N is greater than or equal to 1. The aircraft of claim 38, wherein The target bearing assembly includes two rear arms or The two rear arms or the two rear propellers are symmetrically arranged about the roll axis direction of the aircraft, and the trigger includes two, and the two triggers are respectively arranged in the two rear arms or the two rear propellers. The aircraft of claim 36, wherein The target bearing assembly includes one rear arm or rear propeller, and the trigger includes one, and the one trigger is arranged in the rear arm or rear propeller. The aircraft of claim 33, wherein The specific element includes a battery, a memory card, a charging interface, or a data interface. The aircraft according to claim 33 or 41, characterized in that The specific element includes a battery, a memory card, a charging interface, or a data interface. The specific element includes a battery, a memory card, a charging interface, or a data interface. The aircraft according to any one of claims 2 to 33, 35, 37 to 39, 41 to 42, characterized in that The number of target bearing assemblies comprises two, and the number of non-contact sensing members comprises two, and the two non-contact sensing members are respectively used to detect whether the two target bearing assemblies rotate to or exceed the first trigger position, wherein the two non-contact sensing members are respectively used to sense different bearing assemblies in the two target bearing assemblies. The aircraft of claim 43, wherein The response to the non-contact sensing member detecting that the target bearing assembly rotates to or exceeds the first trigger position triggers the aircraft to start the working mode, which includes: in response to the two non-contact sensing members detecting that one of the two target bearing assemblies rotates to or exceeds the first trigger position, the aircraft starts the working mode. The aircraft of claim 43, wherein The response to the non-contact sensing member detecting that the target bearing assembly rotates to or exceeds the first trigger position triggers the aircraft to start the working mode, which includes: in response to the two non-contact sensing members detecting that one of the two target bearing assemblies rotates to or exceeds the first trigger position and lasts for a time greater than or equal to a preset time threshold, the aircraft starts the working mode. The aircraft according to any one of claims 2 to 45, characterized in that The non-contact sensing member is arranged at a specific part of the target bearing assembly, and the specific part includes a root, an end or a middle of the target bearing assembly, wherein the root is closer to the rotation axis of the target bearing assembly than the end. Alternatively, the non-contact sensing member is arranged at a position in the fuselage corresponding to the specific part of the target bearing assembly. The aircraft according to any one of claims 2 to 16, 19 to 20, 28 to 45, characterized in that The non-contact sensing member includes a sensing member and a trigger member, and the sensing member can sense the trigger member in a non-contact manner; the trigger member or the sensing member is arranged at a specific part of the target bearing assembly, and the specific part includes a root, an end or a middle of the target bearing assembly, wherein the root is closer to the rotation axis of the target bearing assembly than the end. The aircraft of claim 19, wherein The target bearing assembly includes opposite first and second sides; when the target bearing assembly is in the unfolded position, the first side is closer to the fuselage than the second side, one of the trigger member and the sensing member is arranged at the first side, and the other of the trigger member and the sensing member is arranged at a position in the fuselage corresponding to the first side. The aircraft of claim 20, wherein The target bearing assembly includes opposite first and second sides; when the target bearing assembly is in the folded position, the second side is closer to the fuselage than the first side, one of the trigger member and the sensing member is arranged at the second side, and the other of the trigger member and the sensing member is arranged at a position in the fuselage corresponding to the second side. The trigger member is arranged at the root of the target bearing assembly, and the sensing member is arranged at a position in the fuselage corresponding to the root of the target bearing assembly. The aircraft according to any one of claims 2 to 9, 19 to 20, 28 to 45, characterized in that The power system includes a propeller and a base for bearing the propeller, and the trigger member is arranged at the base. The aircraft of claim 47, wherein ​ The aircraft according to any one of claims 2 to 9, 19 to 20, 28 to 45, characterized in that The non-contact sensing member comprises a sensing element and a triggering element, the sensing element is capable of sensing the triggering element in a non-contact manner; the triggering element comprises a functional component of the aerial vehicle, and the sensing element is arranged in a position corresponding to the functional component in the fuselage; The functional component has magnetism, and the functional component is used to enable the aerial vehicle to have a preset function; the preset function is different from detecting whether the target bearing assembly rotates to or beyond the first triggering position. The aircraft of claim 52, wherein The triggering element comprises at least one of a magnet of a power motor of a power system of the aerial vehicle and a magnet of a gimbal motor of a gimbal assembly of the aerial vehicle. The aircraft according to any one of claims 2 to 53, characterized in that The triggering the aerial vehicle to start the working mode comprises: triggering one or more powered-off components of the aerial vehicle to be powered on; starting the power system of the aerial vehicle to rotate; or, starting the motor of the aerial vehicle to rotate. The aircraft of claim 54, wherein The powered-off components comprise at least one of a gimbal assembly, a camera, a chip system, and a power motor of a power system of the aerial vehicle. The aircraft according to any one of claims 2-55, characterized in that In a case where the aerial vehicle does not start the working mode, the non-contact sensing member enters a low-power consumption mode. The aircraft according to any one of claims 2-56, characterized in that In a case where the aerial vehicle does not start the working mode, the non-contact sensing member is powered on, or the aerial vehicle further comprises a Bluetooth wake-up module, and the non-contact sensing member and the Bluetooth wake-up module are powered on; and / or, In a case where the aerial vehicle does not start the working mode, other functional components of the aerial vehicle are powered off. The aircraft of claim 57, wherein The other functional components comprise at least one of a gimbal assembly, a camera, a chip system, and a power motor of a power system of the aerial vehicle. The aircraft according to any one of claims 2 to 58, characterized in that In a case where the aerial vehicle does not start the working mode, the non-contact sensing member works at a first working current when there is no signal output, and works at a second working current when there is signal output, wherein the first working current is lower than the second working current. The aircraft according to any one of claims 2 to 59, characterized in that The one or more bearing assemblies are located on the lateral side, lower side or upper side of the fuselage when in the unfolded position. The aircraft according to any one of claims 2 to 60, characterized in that The one or more bearing assemblies are located on the lower side, lateral side or upper side of the fuselage when in the folded position. The aircraft according to any one of claims 2 to 61, characterized in that The one or more bearing assemblies are close to the fuselage when in the unfolded position, and are away from the fuselage when in the folded position. The aircraft according to any one of claims 2 to 61, characterized in that The one or more bearing assemblies are away from the fuselage when in the unfolded position, and are close to the fuselage when in the folded position. The aircraft of any of claims 2-63, wherein The non-contact sensing member is further used to detect whether the target bearing assembly rotates to or beyond a second triggering position during rotation from the unfolded position to the folded position. The processor is further used to trigger the aerial vehicle to close the working mode in response to the non-contact sensing member sensing that the target bearing assembly rotates to or beyond the second triggering position. The aircraft of claim 64, wherein The triggering the aerial vehicle to close the working mode in response to the non-contact sensing member sensing that the target bearing assembly rotates to or beyond the second triggering position comprises: In response to the non-contact sensing member sensing that the target bearing assembly rotates to or beyond the second trigger position, and the state of the aircraft being a non-flight state, triggering the aircraft to shut down the working mode. The aircraft of claim 64, wherein The response to the non-contact sensing member sensing that the target bearing assembly rotates to or beyond the second trigger position includes: In response to the non-contact sensing member sensing that the target bearing assembly rotates to or beyond the second trigger position, and the state of the aircraft being a non-flight state, if the processor does not receive a data transmission requirement of a user within a preset waiting time, triggering the aircraft to shut down the working mode. A control method of an aircraft, characterized in that The method includes: acquiring a sensing signal of a Hall sensor output, wherein the Hall sensor is arranged on one of a target bearing assembly of the aircraft and a fuselage of the aircraft, the Hall sensor is capable of sensing a magnet, the magnet is arranged on the other of the target bearing assembly and the fuselage, the target bearing assembly belongs to one or more bearing assemblies of the aircraft, the one or more bearing assemblies are used to bear a power system of the aircraft, the power system is used to drive the aircraft to fly, the target bearing assembly is rotatable relative to the fuselage between a folded position and an unfolded position, and the sensing signal is capable of representing whether the target bearing assembly rotates to or beyond a first trigger position in a rotation process from the folded position to the unfolded position; In response to the sensing signal representing that the target bearing assembly rotates to or beyond the first trigger position, triggering the aircraft to start up. A control method of an aircraft, characterized in that The method includes: acquiring an output of a non-contact sensing member, wherein the non-contact sensing member is arranged on at least one of a target bearing assembly of the aircraft and a fuselage of the aircraft, the target bearing assembly belongs to one or more bearing assemblies of the aircraft, the one or more bearing assemblies are used to bear a power system of the aircraft, the power system is used to drive the aircraft to fly, the target bearing assembly is rotatable relative to the fuselage between a folded position and an unfolded position, and the non-contact sensing member is used to detect whether the target bearing assembly rotates to or beyond a first trigger position in a rotation process from the folded position to the unfolded position; In response to the non-contact sensing member detecting that the target bearing assembly rotates to or beyond the first trigger position, triggering the aircraft to start up a working mode. A control device for an aircraft, characterized in that The method includes: one or more processors; one or more memories for storing computer program instructions, the computer program instructions being invoked by the one or more processors, so that the one or more processors perform: acquiring a sensing signal of a Hall sensor output, wherein the Hall sensor is arranged on one of a target bearing assembly of the aircraft and a fuselage of the aircraft, the Hall sensor is capable of sensing a magnet, the magnet is arranged on the other of the target bearing The target bearing assembly belongs to one or more bearing assemblies of the aircraft, the one or more bearing assemblies are used to bear a power system of the aircraft, the power system is used to drive the aircraft to fly, the target bearing assembly is rotatable relative to the fuselage between an unfolded position and a folded position, and the sensing signal is capable of representing whether the target bearing assembly rotates to or beyond a first trigger position in the process of rotating from the folded position to the unfolded position. The aircraft is triggered to start in response to the sensing signal representing that the target bearing assembly rotates to or beyond the first trigger position. A control device for an aircraft, characterized in that The method comprises: One or more processors; One or more memories for storing computer program instructions, which are called by the one or more processors, and cause the one or more processors to execute: Obtaining an output of a non-contact sensing element, wherein the non-contact sensing element is arranged on at least one of a target bearing assembly of the aircraft and a fuselage of the aircraft, the target bearing assembly belongs to one or more bearing assemblies of the aircraft, the one or more bearing assemblies are used to bear a power system of the aircraft, the power system is used to drive the aircraft to fly, the target bearing assembly is rotatable relative to the fuselage between an unfolded position and a folded position, and the non-contact sensing element is used to detect whether the target bearing assembly rotates to or beyond a first trigger position in the process of rotating from the folded position to the unfolded position. The aircraft is triggered to start in response to the non-contact sensing element detecting that the target bearing assembly rotates to or beyond the first trigger position. A computer-readable storage medium, characterized by The computer readable storage medium stores computer program instructions, which are executed by the processor to realize the method of any one of claims 67 or 68. An electronic device, characterized by comprising: The method comprises: A main body; A number of active elements movable relative to the main body between a first position and a second position, wherein the A is a positive integer greater than or equal to 2; B sensors, at least part of which are arranged on one or more of the A active elements or on the main body, and the B is a positive integer less than or equal to the A; The B sensors are used to detect whether the B active elements move to or beyond a trigger position in the process of moving from the second position to the first position, wherein the A active elements have a fixed movement sequence when moving relative to the main body, the B active elements are the B active elements in the A active elements that move last, or the A active elements do not have a fixed movement sequence when moving relative to the main body, and the B active elements are the active elements in the A active elements that do not affect the use of a specific element of the electronic device when in the second position. The processor is used to trigger the electronic device to start in response to the B sensors detecting that the B active elements move to or beyond the trigger position. The electronic device of claim 72, wherein The active elements include robot arms, paddles, foot supports, or shaft arms. The electronic device of claim 72 or 73, wherein, The sensor includes a contact sensing element or a non-contact sensing element. The electronic device of any one of claims 72 to 74, wherein The first position includes a folded position, and the second position includes an unfolded position; or the first position includes a position before sliding, and the second position includes a position after sliding; or the first position includes a position before moving, and the second position includes a position after moving; or the first position includes a position before rotating, and the second position includes a position after rotating. The electronic device of any of claims 72-75, wherein The movable element is rotatable or movable relative to the main body between the first position and the second position. The electronic device of claim 76, wherein The movement includes at least one of sliding, pulling, and curvilinear movement. The electronic device of any one of claims 72 to 77, wherein The triggering the electronic device to start the working mode includes: Triggering one or more components of the electronic device that have been powered off to be powered on, or triggering a power system of the electronic device to rotate. A control method of an electronic device, characterized by, The method includes: Obtaining sensing signals of B sensors, wherein the B sensors are arranged on B movable elements of an A movable elements of the electronic device or on a main body of the electronic device, the A movable elements are movable relative to the main body between a first position and a second position, wherein A is a positive integer greater than or equal to 2, and B is a positive integer less than or equal to A; the B sensors are used to detect whether the B movable elements move to or beyond a trigger position during movement from the second position to the first position, wherein the A movable elements have a fixed movement sequence when moving relative to the main body, the B movable elements are B movable elements of the A movable elements that have a last movement sequence, or the A movable elements do not have a fixed movement sequence when moving relative to the main body, and the B movable elements are movable elements of the A movable elements that do not affect use of a specific element of the electronic device when in the second position; In response to the sensing signals representing that the B movable elements move to or beyond the trigger position, triggering the electronic device to start the working mode. A control device of an electronic device, characterized by comprising: The method includes: One or more processors; One or more memories for storing computer program instructions, the computer program instructions being invoked by the one or more processors to cause the one or more processors to perform: Acquire a sensing signal of B sensor outputs, wherein the B sensors are arranged on B of A movable members of the electronic device or on a main body of the electronic device, the A movable members are movable relative to the main body between a first position and a second position, wherein A is a positive integer greater than or equal to 2, and B is a positive integer less than or equal to A; the B sensors are used to detect whether the B movable members move to or beyond a trigger position during movement from the second position to the first position, wherein the A movable members have a fixed movement sequence when moving relative to the main body, the B movable members are B movable members with the last movement sequence among the A movable members, or the A movable members do not have a fixed movement sequence when moving relative to the main body, and the B movable members are movable members that do not affect the use of a specific element of the electronic device when in the second position. In response to the sensing signal representing that the B movable members move to or beyond the trigger position, the electronic device is triggered to start a working mode. A computer-readable storage medium, characterized by, The computer readable storage medium stores computer program instructions, and the computer program instructions are executed by the processor to implement the method in claim 79. An aircraft, characterized in that Comprise: A fuselage; A carrying assembly movable relative to the fuselage between an unfolded position and a folded position, the carrying assembly being used to carry at least part of the components of the aircraft; A non-contact sensing member comprising a sensing member arranged on one of the carrying assembly and the fuselage and a triggering member arranged on the other of the carrying assembly and the fuselage, the sensing member being capable of sensing the triggering member in a non-contact manner; Wherein the sensing member is used to detect whether the carrying assembly moves to or beyond a trigger position during movement from the folded position to the unfolded position, wherein when the carrying assembly is in the folded position relative to the fuselage, the sensing signal of the triggering member sensed by the sensing member is greater than or equal to a threshold value, and when the carrying assembly is in the trigger position relative to the fuselage, the sensing signal of the triggering member sensed by the sensing member is less than the threshold value; A processor for triggering the aircraft to start in response to the sensing member detecting that the sensing signal of the triggering member is less than the threshold value. An aircraft, characterized in that Comprise: A fuselage; A carrying assembly rotatable relative to the fuselage between an unfolded position and a folded position, the carrying assembly being used to carry at least part of the components of the aircraft; A non-contact sensing member comprising a sensing member arranged on one of the carrying assembly and the fuselage and a triggering member arranged on the other of the carrying assembly and the fuselage, the sensing member being capable of sensing the triggering member in a non-contact manner; The sensing element is configured to detect whether the bearing assembly moves to or beyond a trigger position during movement from the folded position to the unfolded position, wherein the sensing element senses a sensing signal of the trigger element to be greater than or equal to a threshold value when the bearing assembly is in the folded position relative to the fuselage, and senses the sensing signal of the trigger element to be less than the threshold value when the bearing assembly is in the trigger position relative to the fuselage. The processor is configured to trigger the aerial vehicle to start a working mode in response to the sensing element detecting that the sensing signal of the trigger element is less than the threshold value. The aircraft of claim 82 or 83, wherein The at least partial assembly includes a wing, a propeller or a landing leg. A control method of an aircraft, characterized in that The method comprises: obtaining a sensing signal output by a sensing element, wherein the sensing element is capable of sensing a trigger element in a non-contact manner, the sensing element is arranged on one of a bearing assembly and a fuselage of an aerial vehicle, the trigger element is arranged on the other of the bearing assembly and the fuselage, the bearing assembly is configured to bear at least partial assembly of the aerial vehicle, and the bearing assembly is movable relative to the fuselage between an unfolded position and a folded position; the sensing element is configured to detect whether the bearing assembly moves to or beyond a trigger position during movement from the folded position to the unfolded position, wherein the sensing element senses a sensing signal of the trigger element to be greater than or equal to a threshold value when the bearing assembly is in the folded position relative to the fuselage, and senses the sensing signal of the trigger element to be less than the threshold value when the bearing assembly is in the trigger position relative to the fuselage. The aerial vehicle is triggered to start a working mode in response to the sensing element detecting that the sensing signal of the trigger element is less than the threshold value. A control method of an aircraft, characterized in that The method comprises: obtaining a sensing signal output by a sensing element, wherein the sensing element is capable of sensing a trigger element in a non-contact manner, the sensing element is arranged on one of a bearing assembly and a fuselage of an aerial vehicle, the trigger element is arranged on the other of the bearing assembly and the fuselage, the bearing assembly is configured to bear at least partial assembly of the aerial vehicle, and the bearing assembly is rotatable relative to the fuselage between an unfolded position and a folded position; the sensing element is configured to detect whether the bearing assembly rotates to or beyond a trigger position during rotation from the folded position to the unfolded position, wherein the sensing element senses a sensing signal of the trigger element to be greater than or equal to a threshold value when the bearing assembly is in the folded position relative to the fuselage, and senses the sensing signal of the trigger element to be less than the threshold value when the bearing assembly is in the trigger position relative to the fuselage. The aerial vehicle is triggered to start a working mode in response to the sensing element detecting that the sensing signal of the trigger element is less than the threshold value. A control device for an aircraft, characterized in that The method comprises: one or more processors; one or more memories configured to store computer program instructions, the computer program instructions being invoked by the one or more processors to cause the one or more processors to perform: obtaining a sensing signal output by a sensing element, wherein the sensing element is capable of sensing a triggering element in a non-contact manner, the sensing element is arranged on one of a carrying assembly and a fuselage of the aircraft, the triggering element is arranged on the other of the carrying assembly and the fuselage, the carrying assembly is used for carrying at least part of components of the aircraft, and the carrying assembly is movable relative to the fuselage between an unfolded position and a folded position; the sensing element is used for detecting whether the carrying assembly moves to or beyond a triggering position during movement from the folded position to the unfolded position, wherein when the carrying assembly is in the folded position relative to the fuselage, the sensing signal sensed by the sensing element on the triggering element is greater than or equal to a threshold value, and when the carrying assembly is in the triggering position relative to the fuselage, the sensing signal sensed by the sensing element on the triggering element is less than the threshold value; triggering the aircraft to start up in response to the sensing element detecting that the sensing signal of the triggering element is less than the threshold value. A control device for an aircraft, characterized in that comprise: one or more processors; one or more memories for storing computer program instructions, which, when invoked by the one or more processors, cause the one or more processors to perform: obtaining a sensing signal output by a sensing element, wherein the sensing element is capable of sensing a triggering element in a non-contact manner, the sensing element is arranged on one of a carrying assembly and a fuselage of the aircraft, the triggering element is arranged on the other of the carrying assembly and the fuselage, the carrying assembly is used for carrying at least part of components of the aircraft, and the carrying assembly is rotatable relative to the fuselage between an unfolded position and a folded position; the sensing element is used for detecting whether the carrying assembly rotates to or beyond a triggering position during rotation from the folded position to the unfolded position, wherein when the carrying assembly is in the folded position relative to the fuselage, the sensing signal sensed by the sensing element on the triggering element is greater than or equal to a threshold value, and when the carrying assembly is in the triggering position relative to the fuselage, the sensing signal sensed by the sensing element on the triggering element is less than the threshold value; triggering the aircraft to start up in a working mode in response to the sensing element detecting that the sensing signal of the triggering element is less than the threshold value. A computer-readable storage medium, characterized by, The computer readable storage medium stores computer program instructions, which, when executed by a processor, cause the processor to implement the method of any one of claims 85 or 86. An aircraft, characterized in that comprise: a fuselage; C carrying assemblies, which are movable relative to the fuselage between an unfolded position and a folded position, and are used for carrying a power system of the aircraft, the power system being used for driving the aircraft to fly, wherein C is a positive integer greater than or equal to 2; two magnets, which are arranged on one of the C carrying assemblies or the fuselage respectively; two Hall sensors, each of the Hall sensors corresponding to one of the magnets, the two magnets being respectively arranged in one of two of C load-bearing assemblies of the aerial vehicle or a fuselage, the two Hall sensors being arranged in the other of the two load-bearing assemblies or the fuselage; wherein the two Hall sensors are respectively configured to detect the two magnets to detect whether one of the two load-bearing assemblies moves to or beyond a first trigger position during movement from a folded position to an unfolded position; a processor configured to trigger automatic start-up of the aerial vehicle in response to the two Hall sensors detecting that the two load-bearing assemblies both move to or beyond the first trigger position. A control method of an aircraft, characterized in that The method comprises: obtaining sensing signals output by two Hall sensors, wherein each of the Hall sensors corresponds to one of two magnets, the two magnets being respectively arranged in one of two of C load-bearing assemblies of the aerial vehicle or a fuselage, the two Hall sensors being arranged in the other of the two load-bearing assemblies or the fuselage; wherein the two Hall sensors are respectively configured to detect the two magnets to detect whether one of the two load-bearing assemblies moves to or beyond a first trigger position during movement from a folded position to an unfolded position; triggering automatic start-up of the aerial vehicle in response to the two Hall sensors detecting that the two load-bearing assemblies both move to or beyond the first trigger position. A control device for an aircraft, characterized in that The method comprises: one or more processors; one or more memories storing computer program instructions that, when invoked by the one or more processors, cause the one or more processors to perform: obtaining sensing signals output by two Hall sensors, wherein each of the Hall sensors corresponds to one of two magnets, the two magnets being respectively arranged in one of two of C load-bearing assemblies of the aerial vehicle or a fuselage, the two Hall sensors being arranged in the other of the two load-bearing assemblies or the fuselage; wherein the two Hall sensors are respectively configured to detect the two magnets to detect whether one of the two load-bearing assemblies moves to or beyond a first trigger position during movement from a folded position to an unfolded position; triggering automatic start-up of the aerial vehicle in response to the two Hall sensors detecting that the two load-bearing assemblies both move to or beyond the first trigger position. A computer-readable storage medium, characterized by, The computer-readable storage medium stores computer program instructions that, when executed by a processor, cause the processor to implement the method of any one of claims 91. An aircraft, characterized in that The method comprises: a first component; a second component movably connected to the first component such that the second component is movable between an unfolded position and a folded position; a non-contact sensing member arranged in at least one of the first component and the second component; wherein the non-contact sensing member is configured to detect whether the second component moves to or beyond a first trigger position during movement from the folded position to the unfolded position; and / or, detect whether the second component moves to or beyond a second trigger position during movement from the unfolded position to the folded position. ​ a processor configured to trigger power up of one or more unpowered components of the aerial vehicle in response to the non-contacting sensor detecting movement of the second component to or beyond the first trigger position; and / or, trigger power down of one or more powered components of the aerial vehicle in response to the non-contacting sensor detecting movement of the second component to or beyond the second trigger position. The aircraft of claim 94, wherein The first component comprises a fuselage, and the second component comprises an arm; or, the first component and the second component each comprise two different arms; or, the first component comprises a fuselage, and the second component comprises a leg; or, the first component and the second component each comprise two different legs. The aircraft of claim 94 or 95, wherein The second component is movably connected with the first component to enable the second component to move between an unfolded position and a folded position. The aircraft of claim 96, wherein The second component is rotatable or movable between the unfolded position and the folded position. The aircraft of claim 96, wherein The second component is slidable, pullable or curvilinearly movable between the unfolded position and the folded position. A control method of an aircraft, characterized in that comprising: obtaining an output of a non-contacting sensor, wherein the non-contacting sensor is provided on at least one of a first component and a second component of the aerial vehicle, the second component being movably connected with the first component to enable the second component to move between an unfolded position and a folded position; wherein the non-contacting sensor is configured to detect whether the second component moves to or beyond a first trigger position during movement from the folded position to the unfolded position; and / or, detect whether the second component moves to or beyond a second trigger position during movement from the unfolded position to the folded position; triggering power up of one or more unpowered components of the aerial vehicle in response to the non-contacting sensor detecting movement of the second component to or beyond the first trigger position; and / or, triggering power down of one or more powered components of the aerial vehicle in response to the non-contacting sensor detecting movement of the second component to or beyond the second trigger position. A control device for an aircraft, characterized in that comprising: one or more processors; one or more memories configured to store computer program instructions, which, when invoked by the one or more processors, cause the one or more processors to perform: obtaining an output of a non-contacting sensor, wherein the non-contacting sensor is provided on at least one of a first component and a second component of the aerial vehicle, the second component being movably connected with the first component to enable the second component to move between an unfolded position and a folded position; wherein the non-contacting sensor is configured to detect whether the second component moves to or beyond a first trigger position during movement from the folded position to the unfolded position; and / or, detect whether the second component moves to or beyond a second trigger position during movement from the unfolded position to the folded position; in response to the non-contacting sensing member detecting the second component moving to or beyond the first trigger position, triggering power up of one or more un-powered components of the aerial vehicle; and / or, in response to the non-contacting sensing member detecting the second component moving to or beyond the second trigger position, triggering power down of one or more powered components of the aerial vehicle. A computer-readable storage medium, characterized by, The computer readable storage medium stores computer program instructions, which, when executed by a processor, cause the processor to implement the method of claim 99.

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