Method and device for controlling electric aircraft featuring vertical take-off and landing

Abstract

Embodiments of the present disclosure provide a method and device for controlling an electric aircraft featuring vertical take-off and landing. A hand-operated control portion comprises a fixed base, a control stick and a trigger. Control on the control stick comprises forward, backward, left and right movement, and control on the trigger comprises lifting and pressing. Control on a rudder comprises pressing a left pedal and pressing a right pedal. A processing module acquires control information for the control stick, the trigger, and the rudder, and generates an operational control command on the basis of the control information for the control stick, the trigger, and the rudder, in combination with a working mode and an operating state of an aircraft. An execution module executes the operational control command on the aircraft. By eliminating the conventional throttle and collective pitch lever, the control structure of the aircraft is simplified. By simplifying the control logic, a pilot can adapt to the operational requirements in different flight states more quickly, reducing the risk of potential errors caused by control mode switching.

Description

Method and device for controlling an electric vertical take-off and landing aircraft

[0001] Cross-reference to Related Applications

[0002] The present disclosure claims priority to the Chinese patent application No. 202411294602.2, filed on September 14, 2024, and entitled "Method and device for controlling an electric vertical take-off and landing aircraft", the entire content of which is incorporated herein by reference. TECHNICAL FIELD

[0003] The present disclosure relates to the field of aircraft control, and in particular to a method and device for controlling an electric vertical take-off and landing aircraft. BACKGROUND

[0004] Traditional aircraft control systems differ depending on the type of aircraft. Fixed-wing aircraft typically use a control stick (or yoke) to control the pitch and roll of the aircraft, an oil lever to adjust the engine thrust to change the flight speed, and a rudder to control the yaw. In contrast, helicopters are more complex to operate, as they mainly use a control stick (also known as a cyclic stick) to adjust the tilt angle of the rotor blades to control the flight direction, a collective lever to adjust the pitch of all rotor blades to control the lift and flight altitude, and a rudder to control the tail rotor for yaw control.

[0005] The difference between these traditional control systems is that fixed-wing aircraft need to control the thrust and flight attitude independently, while helicopters need to manage the lift, attitude, and thrust simultaneously. This difference not only requires pilots to master two completely different operating logics, but also requires a change in control mode when transitioning from helicopter mode to fixed-wing mode on some vertical take-off and landing (VTOL) aircraft, such as tiltrotors or compound wings, which increases the complexity of operation and the requirements for pilot training.

[0006] SUMMARY

[0007] Based on the above, the present disclosure provides a method and device for controlling an electric vertical take-off and landing aircraft, aiming to solve the technical problems of complex aircraft control in the prior art.

[0008] A method for controlling an electric vertical take-off and landing aircraft, a hand control part and a rudder are provided in the aircraft, the hand control part includes a fixed seat, a control stick, and a trigger, the bottom of the control stick is on the fixed seat, and the top end of the control stick is provided with the trigger, the control of the control stick includes moving forward, backward, left, and right, and the control of the trigger includes lifting and pressing; the rudder includes a left foot pedal and a right foot pedal, and the control of the rudder includes stepping on the left foot pedal and stepping on the right foot pedal; the method includes the following step flow:

[0009] Step A1, obtaining operation information of the joystick, manipulation information of the trigger, and manipulation information of the rudder, and obtaining the working mode and the running state of the aircraft;

[0010] Step A2, generating a running control command according to the operation information of the joystick, the manipulation information of the trigger, and the manipulation information of the rudder, and in combination with the working mode and the running state of the aircraft;

[0011] Step A3, executing the running control command on the aircraft.

[0012] Optionally, in the case that the forward flight speed of the aircraft is lower than a speed threshold and the working mode is in the hovering mode, in step A2:

[0013] in the case that the joystick moves forward to a forward limit position, generating a running control command for the aircraft to descend at a maximum descending speed allowed by the current running state of the aircraft;

[0014] in the case that the joystick moves forward and the forward moving amount is between the intermediate position and the forward limit position, mapping the forward moving amount corresponding descending speed based on a preset first displacement-amount relationship curve, and generating a running control command for the aircraft to descend at the mapped descending speed;

[0015] in the case that the joystick moves backward to a backward limit position, generating a running control command for the aircraft to ascend at a maximum ascending speed allowed by the current running state of the aircraft;

[0016] in the case that the joystick moves backward and the backward moving amount is between the intermediate position and the backward limit position, mapping the backward moving amount corresponding ascending speed based on a preset second displacement-amount relationship curve, and generating a running control command for the aircraft to ascend at the mapped ascending speed;

[0017] in the case that the joystick moves left to a left limit position, generating a running control command for the aircraft to move left at a maximum left moving speed allowed by the current running state of the aircraft;

[0018] in the case that the joystick moves left and the left moving amount is between the intermediate position and the left limit position, mapping the left moving amount corresponding left moving speed based on a preset third displacement-amount relationship curve, and generating a running control command for the aircraft to move left at the mapped left moving speed;

[0019] in the case that the joystick moves right to a right limit position, generating a running control command for the aircraft to move right at a maximum right moving speed allowed by the current running state of the aircraft;

[0020] In the case that the joystick is moved rightward and the rightward moving amount is between the neutral position and the right limit position, a rightward translation speed corresponding to the rightward moving amount is mapped based on a preset fourth displacement-amount-control amount relationship curve, and an operation control command for making the aerial vehicle translate rightward at the mapped rightward translation speed is generated.

[0021] Optionally, in the case that the forward flight speed of the aerial vehicle is lower than the speed threshold value and the working mode is in the hovering mode, or in the case that the forward flight speed of the aerial vehicle is not lower than the speed threshold value and the working mode is in the fixed-wing mode, in step A2:

[0022] In the case that the trigger is returned to the neutral position, an operation control command for making the aerial vehicle fly at the current forward flight speed is generated;

[0023] In the case that the trigger is lifted to the lift limit position, an operation control command for making the aerial vehicle fly at the maximum forward flight acceleration allowed in the current operation state is generated;

[0024] In the case that the trigger is lifted and the lifting amount is between the neutral position and the lift limit position, a forward flight acceleration corresponding to the lifting amount is mapped based on a preset first lifting amount-control amount relationship curve, and an operation control command for making the aerial vehicle fly at the mapped forward flight acceleration is generated;

[0025] In the case that the trigger is pressed to the press limit position, an operation control command for making the aerial vehicle fly at the maximum forward flight deceleration allowed in the current operation state is generated;

[0026] In the case that the trigger is pressed and the pressing amount is between the neutral position and the press limit position, a forward flight deceleration corresponding to the pressing amount is mapped based on a preset first pressing amount-control amount relationship curve, and an operation control command for making the aerial vehicle fly at the mapped forward flight deceleration is generated.

[0027] Optionally, in the case that the forward flight speed of the aerial vehicle is lower than the speed threshold value and the working mode is in the hovering mode, in step A2:

[0028] In the case that neither the left foot pedal nor the right foot pedal is pressed, an operation control command for making the aerial vehicle fly at the current heading angle is generated;

[0029] In the case that the left foot pedal is pressed to the maximum stroke, an operation control command for making the aerial vehicle fly at the maximum leftward heading angle speed allowed in the current operation state is generated;

[0030] In the case that the left foot pedal is pressed and the pressing amount is not the maximum stroke, a leftward heading angle speed corresponding to the pressing amount of the left foot pedal is mapped based on a preset first pressing amount-control amount relationship curve, and an operation control command for making the aerial vehicle fly at the mapped leftward heading angle speed is generated;

[0031] in the case that the right foot pedal is stepped down to the maximum stroke, generating a running control command for the aircraft to fly at the maximum right heading angular velocity allowed by the current running state of the aircraft;

[0032] in the case that the right foot pedal is stepped down to a stroke less than the maximum stroke, mapping the stroke of the right foot pedal corresponding to the right heading angular velocity based on a preset second stroke-control quantity relationship curve, and generating a running control command for the aircraft to fly at the mapped right heading angular velocity.

[0033] Optionally, in the case that the forward flight speed of the aircraft is not less than the speed threshold and the working mode is the fixed-wing mode, in step A2:

[0034] in the case that the control stick is moved forward to the forward limit position, generating a running control command for the aircraft to descend at the maximum descending speed allowed by the current running state of the aircraft;

[0035] in the case that the control stick is moved forward and the forward moving amount is between the intermediate position and the forward limit position, mapping the forward moving amount corresponding to the descending speed based on a preset first displacement-control quantity relationship curve, and generating a running control command for the aircraft to descend at the mapped descending speed;

[0036] in the case that the control stick is moved backward to the backward limit position, generating a running control command for the aircraft to climb at the maximum climbing speed allowed by the current running state of the aircraft;

[0037] in the case that the control stick is moved backward and the backward moving amount is between the intermediate position and the backward limit position, mapping the backward moving amount corresponding to the climbing speed based on a preset second displacement-control quantity relationship curve, and generating a running control command for the aircraft to climb at the mapped climbing speed;

[0038] in the case that the control stick is moved leftward to the left limit position, generating a running control command for the aircraft to fly at the maximum left turning rate allowed by the current running state of the aircraft;

[0039] in the case that the control stick is moved leftward and the leftward moving amount is between the intermediate position and the left limit position, mapping the leftward moving amount corresponding to the left turning rate based on a preset fifth displacement-control quantity relationship curve, and generating a running control command for the aircraft to fly at the mapped left turning rate; in the case that the control stick is moved rightward to the right limit position, generating a running control command for the aircraft to fly at the maximum right turning rate allowed by the current running state of the aircraft;

[0040] In the case that the joystick is moved rightward and the rightward moving amount is between the intermediate position and the right limit position, a rightward turning rate corresponding to the rightward moving amount is mapped based on a preset sixth displacement-amount-control amount relationship curve, and an operation control command for the aircraft to fly at the mapped rightward turning rate is generated.

[0041] Optionally, in the case that the forward flight speed of the aircraft is not lower than the speed threshold and the working mode is the fixed wing mode, in step A2:

[0042] In the case that neither the left foot pedal nor the right foot pedal is pressed, an operation control command for the aircraft to fly with a side slip angle of 0 is generated;

[0043] In the case that the left foot pedal is pressed to the maximum stroke, an operation control command for the aircraft to fly at the maximum leftward side slip angle allowed in the current operation state is generated;

[0044] In the case that the pressing amount of the left foot pedal is less than the maximum stroke, a leftward side slip angle corresponding to the pressing amount of the left foot pedal is mapped based on a preset third pressing amount-control amount relationship curve, and an operation control command for the aircraft to fly at the mapped leftward side slip angle is generated;

[0045] In the case that the right foot pedal is pressed to the maximum stroke, an operation control command for the aircraft to fly at the maximum rightward side slip angle allowed in the current operation state is generated;

[0046] In the case that the pressing amount of the right foot pedal is less than the maximum stroke, a rightward side slip angle corresponding to the pressing amount of the right foot pedal is mapped based on a preset fourth pressing amount-control amount relationship curve, and an operation control command for the aircraft to fly at the mapped rightward side slip angle is generated.

[0047] Optionally, in the case that the working mode of the aircraft is the ground taxiing mode, in step A2:

[0048] In the case that the trigger is returned to the neutral position, an operation control command for the aircraft to keep the current forward speed unchanged is generated;

[0049] In the case that the trigger is lifted to the lift limit position, an operation control command for the aircraft to taxi at the maximum forward acceleration allowed in the current operation state is generated;

[0050] In the case that the trigger is lifted and the lifting amount is between the neutral position and the lift limit position, a forward acceleration corresponding to the lifting amount is mapped based on a preset second lifting amount-control amount relationship curve, and an operation control command for the aircraft to taxi at the mapped forward acceleration is generated;

[0051] In the case that the trigger is pressed to the press limit position, an operation control command for the aircraft to taxi at the maximum forward deceleration allowed in the current operation state is generated;

[0052] In the case that the trigger is pressed and the pressing amount is between the neutral position and the pressing limit position, the forward deceleration corresponding to the pressing amount is mapped based on a preset second pressing amount-control amount relationship curve, and an operation control command is generated for the aircraft to taxi at the mapped forward deceleration.

[0053] Optionally, in the case that the working mode of the aircraft is in the ground taxiing mode, in step A2:

[0054] In the case that neither the left foot pedal nor the right foot pedal is pressed, an operation control command is generated for the aircraft to keep the current taxiing direction unchanged;

[0055] In the case that the left foot pedal is pressed to the maximum stroke, an operation control command is generated for the aircraft to taxi at the maximum left turning rate allowed in the current operation state;

[0056] In the case that the pressing amount of the left foot pedal is less than the maximum stroke, the left turning rate corresponding to the pressing amount of the left foot pedal is mapped based on a preset fifth pressing amount-control amount relationship curve, and an operation control command is generated for the aircraft to taxi at the mapped left turning rate;

[0057] In the case that the right foot pedal is pressed to the maximum stroke, an operation control command is generated for the aircraft to taxi at the maximum right turning rate allowed in the current operation state;

[0058] In the case that the pressing amount of the right foot pedal is less than the maximum stroke, the right turning rate corresponding to the pressing amount of the right foot pedal is mapped based on a preset sixth pressing amount-control amount relationship curve, and an operation control command is generated for the aircraft to taxi at the mapped right turning rate.

[0059] Optionally, in the case that the working mode of the aircraft is in the hovering mode or the fixed-wing mode, the operation state parameters of the aircraft include the current flight altitude, flight speed, air temperature, wind speed, and wind direction;

[0060] In the case that the working mode of the aircraft is in the ground taxiing mode, the operation state parameters of the aircraft include the current ground altitude, air temperature, wind speed, wind direction, and taxiing speed.

[0061] A control device of an electric vertical take-off and landing aircraft, configured to perform the aforementioned control method of an electric vertical take-off and landing aircraft, comprising:

[0062] A hand control part and a foot rudder arranged in the aircraft;

[0063] The hand control part includes a fixed seat, a control lever and a trigger, the bottom of the control lever is on the fixed seat, and the trigger is arranged at the top end of the control lever, the control of the control lever includes forward and backward movement and left and right movement, and the control of the trigger includes lifting and pressing;

[0064] The foot control part includes a left foot pedal and a right foot pedal, and the control of the foot control part includes stepping on the left foot pedal and stepping on the right foot pedal;

[0065] The processing module is configured to acquire the control information of the control lever, the control information of the trigger and the control information of the foot control part, and generate a running control command according to the control information of the control lever, the control information of the trigger and the control information of the foot control part in combination with the working mode and the running state of the aircraft;

[0066] The execution module is connected to the processing module and is configured to execute the running control command on the aircraft.

[0067] The beneficial technical effects of the embodiments of the present disclosure are that by canceling the traditional throttle and collective lever, the aircraft control system is simplified, not only reducing the complexity of the control mechanism, but also simplifying the control mechanism and reducing the maintenance cost; since the throttle and collective lever components are removed, the overall weight of the aircraft is reduced, thereby helping to improve fuel efficiency, extend flight distance, and possibly increase payload capacity; the present control method allows pilots to use the same control logic in different flight states, whether vertical take-off and landing or horizontal flight. This avoids the switching between helicopter and fixed-wing flight modes in the traditional control method, making the control more intuitive and easy to master; by simplifying the control logic, pilots can quickly adapt to the operation requirements in different flight states, reducing the potential risk of errors caused by control mode switching; in addition, due to the unification of the control logic, the learning curve of new pilots becomes smoother, reducing the time and economic cost of pilot training, and also facilitating existing pilots to quickly adapt to the operation of new models; in addition, consistent control logic helps to reduce errors caused by unfamiliar operation, improving flight safety. BRIEF DESCRIPTION OF DRAWINGS

[0068] FIGS. 1-3 are structural schematic diagrams of a control device of an electric vertical take-off and landing aircraft provided by the embodiments of the present disclosure;

[0069] FIG. 4 is a relationship curve schematic diagram of a control device of an electric vertical take-off and landing aircraft provided by the embodiments of the present disclosure;

[0070] FIG. 5 is a step flowchart of a control method of an electric vertical take-off and landing aircraft provided by the embodiments of the present disclosure.

[0071] FIG. 4 is a relationship curve schematic diagram of a control device of an electric vertical take-off and landing aircraft provided by the embodiments of the present disclosure; DETAILED DESCRIPTION

[0072] The technical solutions in the embodiments of the present disclosure will be clearly and completely described in combination with the drawings in the embodiments of the present disclosure. Obviously, the described embodiments are only part of the embodiments of the present disclosure, rather than all the embodiments. Based on the embodiments in the present disclosure, all other embodiments obtained by those of ordinary skill in the art without creative work belong to the scope of protection of the present disclosure.

[0073] It should be noted that the embodiments in the present disclosure and the features in the embodiments can be combined with each other without conflict.

[0074] The present disclosure will be further described in combination with the drawings and specific embodiments, but not as a limitation of the present disclosure.

[0075] Referring to FIGS. 1-3 and 5, the embodiments of the present disclosure provide a control method of an electric vertical take-off and landing aircraft, a hand control part and a foot rudder are arranged in the aircraft;

[0076] The hand control part includes a fixed seat (3), a control rod (2) and a trigger (1), the bottom of the control rod (2) is on the fixed seat (3), the top end of the control rod (2) is provided with the trigger (1), the control of the control rod (2) includes moving forward and backward and left and right, and the control of the trigger (1) includes lifting and pressing down;

[0077] The foot rudder includes a left foot pedal (4) and a right foot pedal (5), and the control of the foot rudder includes stepping on the left foot pedal (4) and stepping on the right foot pedal (5);

[0078] The method includes the following step flow:

[0079] Step A1, obtaining operation information of the control rod, control information of the trigger and control information of the foot rudder, and obtaining the working mode and the running state of the aircraft;

[0080] Step A2, generating a running control command according to the operation information of the control rod, the control information of the trigger and the control information of the foot rudder, and in combination with the working mode and the running state of the aircraft;

[0081] Step A3, executing the running control command on the aircraft.

[0082] Specifically, the aircraft is an airplane.

[0083] Specifically, when there is no pilot's control force input, the control stick is in the middle position in the front-back and left-right directions, the trigger is in the neutral position, and the left and right foot pedals of the rudder are in the original position not being stepped on. When there is no pilot's control force input, the aircraft operates according to the current operating state. When there is pilot's control force input, the position information of the control stick, trigger, and rudder is input to the flight control computer, i.e., the processing module, as pilot input instruction, and the flight control computer generates aircraft operating control command to control the aircraft operation according to the pilot input instruction and the current operating state of the aircraft.

[0084] Specifically, the control stick and trigger in the hand control part are controlled by the pilot's hands, and the pilot controls the control stick to move in the front-back and left-right directions within a certain range and controls the trigger to be lifted and pressed within a certain range as control input of the aircraft.

[0085] Specifically, the rudder is controlled by the pilot's feet, and the left and right foot pedals rotate around the common fixed shaft (6) within a certain angle range to the left or right when the pilot steps on one side of the pedal. The left and right foot pedals rotate around the fixed shaft by reference to the design of the rudder of a conventional aircraft, and the principle is the same.

[0086] Optionally, in the case where the forward flight speed of the aircraft is lower than the speed threshold and the working mode is in the hovering mode, in step A2:

[0087] In the case where the control stick (2) moves forward to the front limit position, the operating control command for the aircraft to descend at the maximum descent speed allowed in the current operating state is generated;

[0088] In the case where the control stick (2) moves forward and the forward movement is between the middle position and the front limit position, the descent speed corresponding to the forward movement is mapped based on the preset first displacement-control relationship curve, and the operating control command for the aircraft to descend at the mapped descent speed is generated;

[0089] In the case where the control stick (2) moves backward to the rear limit position, the operating control command for the aircraft to climb at the maximum climb speed allowed in the current operating state is generated;

[0090] In the case where the control stick (2) moves backward and the backward movement is between the middle position and the rear limit position, the climb speed corresponding to the backward movement is mapped based on the preset second displacement-control relationship curve, and the operating control command for the aircraft to climb at the mapped climb speed is generated;

[0091] In the case where the control stick (2) moves left to the left limit position, the operating control command for the aircraft to move left at the maximum left moving speed allowed in the current operating state is generated;

[0092] In the case that the joystick (2) is moved to the left and the left moving amount is between the intermediate position and the left limit position, a left translation speed corresponding to the left moving amount is mapped based on a preset third displacement-amount-control amount relationship curve, and an operation control command for the aircraft to translate to the left at the mapped left translation speed is generated;

[0093] In the case that the joystick (2) is moved to the right to the right limit position, an operation control command for the aircraft to translate to the right at the maximum right translation speed allowed in the current operation state is generated.

[0094] In the case that the joystick (2) is moved to the right and the right moving amount is between the intermediate position and the right limit position, a right translation speed corresponding to the right moving amount is mapped based on a preset fourth displacement-amount-control amount relationship curve, and an operation control command for the aircraft to translate to the right at the mapped right translation speed is generated.

[0095] In the case that the joystick (2) is returned to the intermediate position, an operation control command for the aircraft to keep the current flight height unchanged and translate at a speed of 0 is generated.

[0096] That is, the forward and backward movement of the joystick controls the descent and climb speed of the aircraft.

[0097] Optionally, the forward movement of the joystick controls the descent speed of the aircraft, and the backward movement of the joystick controls the climb speed of the aircraft.

[0098] The forward and backward movement amount of the joystick is taken as the pilot instruction input, and the processing module calculates the descent speed or climb speed of the aircraft corresponding to the forward and backward movement amount of the joystick according to the real-time aircraft state to control the ascent and descent of the aircraft. When the joystick is kept in the intermediate position, the aircraft keeps the flight height unchanged. When the joystick is in the front limit position, the maximum descent speed allowed in the current state is taken as the control input of the aircraft. When the joystick is in the rear limit position, the maximum climb speed allowed in the current state is taken as the control input of the aircraft. When the joystick is between the front limit position and the intermediate position, the forward movement amount of the joystick is mapped to a descent speed smaller than the maximum descent speed allowed through a corresponding relationship curve, which is taken as the control input of the aircraft. When the joystick is between the rear limit position and the intermediate position, the backward movement amount is mapped to a climb speed smaller than the maximum climb speed allowed through a corresponding relationship curve, which is taken as the control input of the aircraft.

[0099] The actual forward movement amount, the actual backward movement amount, the actual right movement amount and the actual left movement amount are calculated from the intermediate position of the joystick. When the joystick is in the intermediate position, the actual forward movement amount, the actual backward movement amount, the actual right movement amount and the actual left movement amount are all 0.

[0100] In the first displacement-control relationship curve, the displacement is taken as the horizontal coordinate and the control is taken as the vertical coordinate. In order to facilitate data analysis, comparison and simplify calculation, the actual forward displacement is normalized to the interval of 0-1. That is, when the joystick is in the middle position, the actual displacement is 0, and after normalization, it is also 0. The horizontal coordinate on the first displacement-control relationship curve is also 0, and the corresponding control is also 0. If the joystick is in the front limit position, that is, the maximum actual forward displacement, the maximum actual forward displacement is normalized to 1, the horizontal coordinate is 1, and the corresponding control is also 1, which is the maximum value, that is, the vertical coordinate is also 1, which means the maximum allowed descent speed in the current state. The normalized value of the actual displacement between the middle position and the front limit position of the joystick is between 0 and 1, and the corresponding horizontal coordinate is also between 0 and 1. A control (between 0 and 1 and not 0 and 1) is mapped from the horizontal coordinate value on the first displacement-control relationship curve. Based on the mapped control, the maximum allowed descent speed in the current state is multiplied to obtain a mapped descent speed as the control input of the aircraft.

[0101] Similarly, in the second displacement-control relationship curve, the displacement is taken as the horizontal coordinate and the control is taken as the vertical coordinate. The actual backward displacement is normalized to the interval of 0-1. The actual backward displacement of the rear limit position is the maximum value, which is mapped to 1, and the control is also 1, which is the maximum value. A control is mapped from the horizontal coordinate value of the normalized backward displacement on the second displacement-control relationship curve. Based on the mapped control, the maximum allowed climb speed in the current state is multiplied to obtain a mapped climb speed as the control input of the aircraft.

[0102] Alternatively, in the hovering mode, the forward and backward movements of the joystick can be considered as two opposite direction movement operations, so the first displacement-control relationship curve and the second displacement-control relationship curve can be combined into a total relationship curve. However, if in the first displacement-control relationship curve, the normalized forward displacement of the joystick is represented by a positive number in the horizontal coordinate, and the control is represented by a positive number in the vertical coordinate, then in the second displacement-control relationship curve, the normalized backward displacement is represented by a negative number in the horizontal coordinate, and the control is represented by a negative number. That is, the normalized forward displacement of the front limit position is 1 in the horizontal coordinate of the total relationship curve, and the control is 1 in the vertical coordinate of the total relationship curve at this time. The normalized backward displacement of the rear limit position is -1 in the horizontal coordinate of the total relationship curve, and the control is -1 in the vertical coordinate of the total relationship curve at this time. The horizontal and vertical coordinates of the joystick in the middle position are both 0.

[0103] The positive and negative values of a total relationship curve distinguish the forward and backward movement directions of the joystick, thereby distinguishing the control input of descent or climb.

[0104] In hover mode, left and right stick movement controls the vehicle's lateral translation speed. The left and right stick movement is taken as pilot's command input, and the flight control computer calculates the vehicle's lateral translation speed control input corresponding to the left and right stick movement according to the real-time vehicle state. When the stick is in the center, the vehicle keeps the lateral translation speed as 0, i.e. no lateral translation. When the stick is in the left limit position, the flight control computer takes the maximum left translation speed allowed by the current state as the vehicle's control input. When the stick is in the right limit position, the flight control computer takes the maximum right translation speed allowed by the current state as the vehicle's control input. When the stick is between the left limit position and the center, the left stick movement is mapped to a left translation speed smaller than the maximum left translation speed by a corresponding relationship curve, and the left translation speed is taken as the vehicle's control input. When the stick is between the right limit position and the center, the right stick movement is mapped to a right translation speed smaller than the maximum right translation speed by a corresponding relationship curve, and the right translation speed is taken as the vehicle's control input.

[0105] In the third displacement- control relationship curve, the displacement is taken as the horizontal coordinate, and the control is taken as the vertical coordinate. In order to facilitate data analysis, comparison and simplify calculation, the actual left movement is normalized to the interval of 0-1. When the stick is in the center, the actual movement is 0, and the normalized value is also 0. The horizontal coordinate on the third displacement- control relationship curve is also 0, and the corresponding control is also 0. If the stick is in the left limit position, the maximum actual left movement is normalized to 1, the horizontal coordinate is 1, and the corresponding control is also 1, which is the maximum value, i.e. the vertical coordinate is also 1, which is the maximum left translation speed allowed by the current state. The actual movement between the stick center and the left limit position is normalized to the value between 0 and 1, and the corresponding horizontal coordinate is also between 0 and 1. A control is mapped from the horizontal coordinate value on the third displacement- control relationship curve, which is between 0 and 1 and is not 0 or 1. Based on the mapped control, a mapped left translation speed is obtained by multiplying the maximum left translation speed allowed by the current state, which is taken as the vehicle's control input.

[0106] Similarly, in the fourth displacement- control relationship curve, the displacement is taken as the horizontal coordinate, and the control is taken as the vertical coordinate. The actual right movement is normalized to the interval of 0-1, and the maximum actual right movement in the right limit position is mapped to 1, and the control is also 1, which is the maximum value. A control is mapped from the horizontal coordinate value of the normalized right movement on the fourth displacement- control relationship curve. Based on the mapped control, a mapped right translation speed is obtained by multiplying the maximum right translation speed allowed by the current state, which is taken as the vehicle's control input.

[0107] Optionally, in the hovering mode, the left and right movements of the joystick can be considered as two opposite direction movement operations, thus the third displacement-control relationship curve and the fourth displacement-control relationship curve can be combined into one total relationship curve, except that if in the third displacement-control relationship curve, the normalized leftward movement amount of the joystick is represented by a negative number in the horizontal coordinate, and the control amount is represented by a negative number in the vertical coordinate, then in the fourth displacement-control relationship curve, the normalized rightward movement amount is represented by a positive number in the horizontal coordinate, and the control amount is represented by a positive number, that is, the normalized leftward movement amount of the left limit position is -1 in the horizontal coordinate of the total relationship curve, and at this time the control amount is -1 in the vertical coordinate of the total relationship curve; the normalized rightward movement amount of the right limit position is 1 in the horizontal coordinate of the total relationship curve, and at this time the control amount is 1 in the vertical coordinate of the total relationship curve. The horizontal and vertical coordinates of the joystick in the middle position are both represented by 0. Of course, it can also be the opposite, that is, the leftward movement amount and the control amount are represented by positive coordinates, and the rightward movement amount and the control amount are represented by negative coordinates.

[0108] The positive and negative values of one total relationship curve are used to distinguish the left and right movement directions of the joystick, thereby distinguishing the control input of the leftward or rightward translation.

[0109] Optionally, in the case that the forward flight speed of the aircraft is lower than the speed threshold value and the working mode is in the hovering mode, or in the case that the forward flight speed of the aircraft is not lower than the speed threshold value and the working mode is in the fixed-wing mode, in step A2:

[0110] In the case that the trigger (1) is returned to the neutral position, an operation control command is generated to make the aircraft fly at the current forward flight speed;

[0111] In the case that the trigger (1) is lifted to the lift limit position, an operation control command is generated to make the aircraft fly at the maximum forward flight acceleration allowed in the current operation state;

[0112] In the case that the trigger (1) is lifted and the lift amount is between the neutral position and the lift limit position, a forward flight acceleration corresponding to the lift amount is mapped based on a preset first lift amount-control amount relationship curve, and an operation control command is generated to make the aircraft fly at the mapped forward flight acceleration;

[0113] In the case that the trigger (1) is pressed to the press limit position, an operation control command is generated to make the aircraft fly at the maximum forward flight deceleration allowed in the current operation state;

[0114] In the case that the trigger (1) is pressed and the press amount is between the neutral position and the press limit position, a forward flight deceleration corresponding to the press amount is mapped based on a preset first press amount-control amount relationship curve, and an operation control command is generated to make the aircraft fly at the mapped forward flight deceleration.

[0115] In hover mode, the trigger on the top end of the stick is raised or depressed to control the forward or reverse acceleration of the aircraft (i.e. forward deceleration). The amount of trigger raise or depression is input as pilot command, and the flight control computer calculates the forward acceleration or deceleration of the aircraft corresponding to the amount of trigger raise or depression according to the real-time state of the aircraft. When the trigger is kept in the neutral position, the aircraft keeps the forward acceleration as 0, i.e. the forward flight speed is constant. When the trigger is in the last position (i.e. the raise amount reaches the raise limit position), the flight control computer inputs the maximum forward acceleration allowed in the current state as the forward acceleration of the aircraft. When the trigger is in the first position (i.e. the depression amount reaches the depression limit position), the flight control computer inputs the maximum forward deceleration allowed in the current state as the forward deceleration of the aircraft. When the trigger is between the last position and the neutral position, the amount of trigger raise is mapped to a forward acceleration smaller than the maximum forward acceleration through a corresponding relationship curve as the forward acceleration control input of the aircraft. When the trigger is between the first position and the neutral position, the amount of trigger depression is mapped to a forward deceleration smaller than the maximum forward deceleration through a corresponding relationship curve as the forward deceleration control input of the aircraft.

[0116] In fixed-wing mode, the trigger on the top end of the stick is raised or depressed to control the forward acceleration or deceleration of the aircraft. The amount of trigger raise or depression is input as pilot command, and the flight control computer calculates the forward acceleration or deceleration of the aircraft corresponding to the amount of trigger raise or depression according to the real-time state of the aircraft. When the trigger is kept in the neutral position, the aircraft keeps the forward acceleration as 0, i.e. the forward flight speed is constant. When the trigger is in the last position, the flight control computer inputs the maximum forward acceleration allowed in the current state as the forward acceleration of the aircraft. When the trigger is in the first position, the flight control computer inputs the maximum forward deceleration allowed in the current state as the forward deceleration of the aircraft. When the trigger is between the last position and the neutral position, the amount of trigger raise is mapped to a forward acceleration smaller than the maximum forward acceleration through a corresponding relationship curve. When the trigger is between the first position and the neutral position, the amount of trigger depression is mapped to a forward deceleration smaller than the maximum forward deceleration through a corresponding relationship curve.

[0117] Specifically, the first raise amount-control amount relationship curve in hover mode and fixed-wing mode can be the same relationship curve or set as different relationship curves, and the first depression amount-control amount relationship curve can be the same relationship curve or set as different relationship curves.

[0118] The actual raise amount and depression amount are calculated from the neutral position of the trigger, and the raise amount and depression amount are both 0 when the trigger is in the neutral position.

[0119] The first lifting amount-control amount relationship curve, taking the lifting amount as the horizontal coordinate and the control amount as the vertical coordinate, in order to facilitate data analysis, comparison and simplify calculation, the actual lifting amount is normalized to the 0-1 interval, that is, when the trigger is in the medium force position, the actual lifting amount is 0, and after normalization, it is also 0, the horizontal coordinate on the first lifting amount-control amount relationship curve is also 0, and the corresponding control amount is also 0. If the trigger is in the lifting limit position, that is, the maximum value of the actual lifting amount, the maximum actual lifting amount is normalized to 1, the horizontal coordinate is 1, and the corresponding control amount is also 1, that is, the maximum value, that is, the vertical coordinate is also 1, that is, the maximum forward flight acceleration allowed in the current state. The actual movement amount between the trigger neutral position and the lifting limit position is normalized to a value between 0 and 1, and the corresponding horizontal coordinate is also between 0 and 1. A control amount (between 0 and 1 and not 0 and 1) is mapped from the value of the horizontal coordinate on the first lifting amount-control amount relationship curve, and a mapped forward flight acceleration is obtained by multiplying the maximum forward flight acceleration allowed in the current state based on the mapped control amount as the control input of the aircraft.

[0120] Similarly, in the first pressing amount-control amount relationship curve, the pressing amount is taken as the horizontal coordinate and the control amount is taken as the vertical coordinate. The actual pressing amount is normalized to the 0-1 interval, and the actual pressing amount at the pressing limit position is the maximum value mapped to 1, and the control amount is also 1, which is the maximum value. A control amount is mapped from the value of the normalized pressing amount in the horizontal coordinate on the first pressing amount-control amount relationship curve, and a mapped forward flight deceleration is obtained by multiplying the maximum forward flight deceleration allowed in the current state based on the mapped control amount as the control input of the aircraft.

[0121] Alternatively, in the hovering mode and the fixed-wing mode, the lifting and pressing of the trigger can be considered as two opposite direction operations, so the first lifting amount-control amount relationship curve and the first pressing amount-control amount relationship curve can be combined into a total relationship curve. However, if in the first lifting amount-control amount relationship curve, the normalized lifting amount of the trigger is represented by a positive number in the horizontal coordinate, and the control amount is also represented by a positive number in the vertical coordinate, then in the first pressing amount-control amount relationship curve, the normalized pressing amount is represented by a negative number in the horizontal coordinate, and the control amount is also represented by a negative number, that is, the normalized lifting amount at the lifting limit position is 1 in the horizontal coordinate on the total relationship curve, and the control amount is 1 in the vertical coordinate on the total relationship curve at this time. The normalized pressing amount at the pressing limit position is -1 in the horizontal coordinate on the total relationship curve, and the control amount is -1 in the vertical coordinate on the total relationship curve at this time. The horizontal and vertical coordinates of the joystick trigger in the neutral position are both 0.

[0122] The positive and negative values of a total relationship curve distinguish the lifting and pressing operations of the trigger, thereby distinguishing the control input of the forward flight acceleration or deceleration.

[0123] Optionally, in the case that the forward flight speed of the aircraft is below the speed threshold and the operating mode is in the hover mode, in step A2:

[0124] In the case that neither the left foot pedal (4) nor the right foot pedal (5) is depressed, an operating control command is generated for the aircraft to fly at the current heading angle;

[0125] In the case that the left foot pedal (4) is depressed to the maximum stroke, an operating control command is generated for the aircraft to fly at the maximum left heading angle speed allowed in the current operating state;

[0126] In the case that the amount of depression of the left foot pedal (4) is less than the maximum stroke, a left heading angle speed corresponding to the amount of depression of the left foot pedal is mapped based on a preset first depression amount-control amount relationship curve, and an operating control command is generated for the aircraft to fly at the mapped left heading angle speed;

[0127] In the case that the right foot pedal (5) is depressed to the maximum stroke, an operating control command is generated for the aircraft to fly at the maximum right heading angle speed allowed in the current operating state;

[0128] In the case that the amount of depression of the right foot pedal (5) is less than the maximum stroke, a right heading angle speed corresponding to the amount of depression of the right foot pedal is mapped based on a preset second depression amount-control amount relationship curve, and an operating control command is generated for the aircraft to fly at the mapped right heading angle speed.

[0129] In the hover mode, the foot rudder controls the heading angle speed of the aircraft. The amounts of depression of the left and right pedals of the foot rudder are taken as the pilot's instruction input, and the flight control computer calculates the aircraft heading angle speed control input corresponding to the amounts of depression of the foot rudder according to the real-time aircraft state. When the foot rudder is kept in the neutral position without being depressed, the aircraft keeps the heading angle unchanged. When the pilot depresses the left foot pedal to the maximum stroke, the flight control computer takes the maximum left heading angle speed allowed in the current state as the control input of the heading angle speed of the aircraft. When the pilot depresses the right foot pedal to the maximum stroke, the flight control computer takes the maximum right heading angle speed allowed in the current state as the control input of the heading angle speed of the aircraft. When the pilot depresses the left foot pedal without reaching the maximum stroke, the amount of depression is mapped to a heading angle speed smaller than the maximum left heading angle speed through a corresponding relationship curve, which is taken as the control input of the aircraft. When the pilot depresses the right foot pedal without reaching the maximum stroke, the amount of depression is mapped to a heading angle speed smaller than the maximum right heading angle speed through a corresponding relationship curve, which is taken as the control input of the aircraft.

[0130] In the first displacement-control relationship curve, the displacement is taken as the horizontal coordinate and the control quantity is taken as the vertical coordinate. In order to facilitate data analysis, comparison and simplify calculation, the actual displacement is normalized to the interval of 0-1. When the left foot pedal is not stepped on, the actual displacement is 0, and after normalization, it is also 0. The horizontal coordinate on the first displacement-control relationship curve is also 0, and the corresponding control quantity is also 0. If the left foot pedal is at the maximum stroke position, that is, the maximum value of the actual displacement, the maximum actual forward movement is normalized to 1, the horizontal coordinate is 1, and the corresponding control quantity is also 1, which is the maximum value, that is, the vertical coordinate is also 1, which means the maximum left heading angle velocity allowed in the current state. The actual movement between the left foot pedal not being stepped on and the maximum stroke is normalized to a value between 0 and 1, and the corresponding horizontal coordinate is also between 0 and 1. A control quantity (between 0 and 1 and not 0 and 1) is mapped from the value of the horizontal coordinate on the first displacement-control relationship curve. Based on the mapped control quantity, the maximum left heading angle velocity allowed in the current state is multiplied to obtain a mapped left heading angle velocity as the control input of the aircraft.

[0131] Similarly, in the second displacement-control relationship curve, the displacement is taken as the horizontal coordinate and the control quantity is taken as the vertical coordinate. The actual displacement of the right foot pedal is normalized to the interval of 0-1, and the actual displacement of the maximum stroke is normalized to 1, and the control quantity is also 1, which is the maximum value. A control quantity is mapped from the value of the horizontal coordinate on the second displacement-control relationship curve based on the mapped control quantity. Based on the mapped control quantity, the maximum right heading angle velocity allowed in the current state is multiplied to obtain a mapped right heading angle velocity as the control input of the aircraft.

[0132] In the hovering mode, the displacements of the left and right foot pedals can be considered as two opposite direction movement operations, so the first displacement-control relationship curve and the second displacement-control relationship curve can be combined into a total relationship curve. However, in the second displacement-control relationship curve, the normalized displacement of the right foot pedal is represented by a positive number in the horizontal coordinate, and the control quantity is also represented by a positive number in the vertical coordinate. In the first displacement-control relationship curve, the normalized displacement of the left foot pedal is represented by a negative number in the horizontal coordinate, and the control quantity is also represented by a negative number. That is, the maximum displacement of the normalized right foot pedal is 1 in the horizontal coordinate of the total relationship curve, and the control quantity is 1 in the vertical coordinate of the total relationship curve. The maximum stroke of the normalized left foot pedal is -1 in the horizontal coordinate of the total relationship curve, and the control quantity is -1 in the vertical coordinate of the total relationship curve. When neither of the left and right foot pedals is stepped on, the horizontal and vertical coordinates are both 0.

[0133] The positive and negative values of the total relationship curve distinguish the stepping of the left and right foot pedals and distinguish the direction of the heading angle velocity.

[0134] Optionally, in the case that the forward flight speed of the aircraft is not lower than the speed threshold and the working mode is in the fixed wing mode, in step A2:

[0135] In the case that the control stick (2) is moved forward to the forward limit position, an operation control command is generated for the aircraft to descend at the maximum descending speed allowed in the current operation state;

[0136] In the case that the control stick (2) is moved forward and the forward moving amount is between the intermediate position and the forward limit position, a descending speed corresponding to the forward moving amount is mapped based on the preset first displacement-control relationship curve, and an operation control command is generated for the aircraft to descend at the mapped descending speed;

[0137] In the case that the control stick (2) is moved backward to the backward limit position, an operation control command is generated for the aircraft to climb at the maximum climbing speed allowed in the current operation state;

[0138] In the case that the control stick (2) is moved backward and the backward moving amount is between the intermediate position and the backward limit position, a climbing speed corresponding to the backward moving amount is mapped based on the preset second displacement-control relationship curve, and an operation control command is generated for the aircraft to climb at the mapped climbing speed; in the case that the control stick is moved left to the left limit position, an operation control command is generated for the aircraft to fly at the maximum left turning rate allowed in the current operation state;

[0139] In the case that the control stick (2) is moved left and the left moving amount is between the intermediate position and the left limit position, a left turning rate corresponding to the left moving amount is mapped based on the fifth displacement-control relationship curve, and an operation control command is generated for the aircraft to fly at the mapped left turning rate; in the case that the control stick is moved right to the right limit position, an operation control command is generated for the aircraft to fly at the maximum right turning rate allowed in the current operation state;

[0140] In the case that the control stick (2) is moved right and the right moving amount is between the intermediate position and the right limit position, a right turning rate corresponding to the right moving amount is mapped based on the sixth displacement-control relationship curve, and an operation control command is generated for the aircraft to fly at the mapped right turning rate.

[0141] Specifically, when the control stick (2) returns to the intermediate position, an operation control command is generated for the aircraft to fly at the current flight height and heading.

[0142] In the fixed wing mode, the forward and backward movement of the control stick still controls the descending and climbing speed of the aircraft, i.e., the control logic is the same as in the hovering mode, which is not described here.

[0143] In the fixed-wing mode, the left and right movement of the stick controls the turning rate of the aircraft. The left and right movement of the stick is taken as the pilot's command input, and the flight control computer calculates the control input of the turning rate of the aircraft to the left or right according to the real-time state of the aircraft. When the stick is kept in the middle position, the aircraft keeps the same heading. When the stick is in the leftmost position, the flight control computer takes the maximum turning rate to the left allowed by the current state as the control input of the turning rate. When the stick is in the rightmost position, the flight control computer takes the maximum turning rate to the right allowed by the current state as the control input of the turning rate. When the stick is between the leftmost position and the middle position, the left movement is mapped to a turning rate to the left smaller than the maximum turning rate to the left by a corresponding relationship curve, and the turning rate to the left is taken as the control input of the aircraft. When the stick is between the rightmost position and the middle position, the right movement is mapped to a turning rate to the right smaller than the maximum turning rate to the right by a corresponding relationship curve, and the turning rate to the right is taken as the control input of the aircraft.

[0144] In the fifth displacement-control relationship curve, the displacement is taken as the abscissa, and the control is taken as the ordinate. In order to facilitate the analysis and comparison of data and simplify the calculation, the actual left movement is normalized to the interval of 0-1. That is, when the stick is in the middle position, the actual movement is 0, and after normalization, it is also 0. The abscissa on the fifth displacement-control relationship curve is also 0, and the corresponding control is also 0. If the stick is in the left limit position, the maximum actual left movement is normalized to 1, the abscissa is 1, and the corresponding control is also 1, which is the maximum value, that is, the ordinate is also 1, that is, the maximum turning rate to the left allowed by the current state is output. The normalized value of the actual movement between the middle position and the left limit position of the stick is between 0 and 1, and the corresponding abscissa is also between 0 and 1. A control (between 0 and 1 and not 0 and 1) is mapped from the abscissa value on the fifth displacement-control relationship curve. Based on the mapped control, the maximum turning rate to the left allowed by the current state is multiplied to obtain a mapped turning rate to the left as the control input of the aircraft.

[0145] Similarly, in the sixth displacement-control relationship curve, the displacement is taken as the abscissa, and the control is taken as the ordinate. The actual right movement is normalized to the interval of 0-1, and the actual right movement in the right limit position is the maximum value mapped to 1, and the control is also 1, which is the maximum value. A control is mapped from the abscissa value of the normalized right movement on the sixth displacement-control relationship curve. Based on the mapped control, the maximum turning rate to the right allowed by the current state is multiplied to obtain a mapped turning rate to the right as the control input of the aircraft.

[0146] Optionally, in the fixed-wing mode, the left and right movements of the joystick can be considered as two opposite direction movement operations, thus the fifth displacement-control relationship curve and the sixth displacement-control relationship curve can be combined into one total relationship curve, except that if in the fifth displacement-control relationship curve, the normalized leftward movement amount of the joystick is represented by a negative number in the horizontal coordinate, and the control amount is represented by a negative number in the vertical coordinate, then in the sixth displacement-control relationship curve, the normalized rightward movement amount is represented by a positive number in the horizontal coordinate, and the control amount is represented by a positive number, that is, the normalized leftward movement amount of the left limit position is -1 in the horizontal coordinate of the total relationship curve, and at this time the control amount is -1 in the vertical coordinate of the total relationship curve; the normalized rightward movement amount of the right limit position is 1 in the horizontal coordinate of the total relationship curve, and at this time the control amount is 1 in the vertical coordinate of the total relationship curve. The horizontal and vertical coordinates of the joystick in the middle position are both represented by 0. Of course, it can also be the opposite, that is, the leftward movement amount and the control amount are represented by positive coordinates, and the rightward movement amount and the control amount are represented by negative coordinates.

[0147] The control input of the left or right turning rate is distinguished by the positive and negative values of one total relationship curve.

[0148] Optionally, in the case that the forward flight speed of the aircraft is not lower than the speed threshold value, and the working mode is in the fixed-wing mode, in step A2:

[0149] In the case that the left foot pedal (4) and the right foot pedal (5) are both released and not stepped on, the operation control command for the aircraft to keep the sideslip angle at 0 is generated;

[0150] In the case that the left foot pedal (4) is stepped to the maximum stroke, the operation control command for the aircraft to fly at the maximum left sideslip angle allowed in the current operation state is generated;

[0151] In the case that the stepping amount of the left foot pedal (4) is not to the maximum stroke, the left sideslip angle corresponding to the stepping amount of the left foot pedal is mapped based on the preset third stepping amount-control amount relationship curve, and the operation control command for the aircraft to fly at the mapped left sideslip angle is generated;

[0152] In the case that the right foot pedal (5) is stepped to the maximum stroke, the operation control command for the aircraft to fly at the maximum right sideslip angle allowed in the current operation state is generated;

[0153] In the case that the stepping amount of the right foot pedal (5) is not to the maximum stroke, the right sideslip angle corresponding to the stepping amount of the right foot pedal is mapped based on the preset fourth stepping amount-control amount relationship curve, and the operation control command for the aircraft to fly at the mapped right sideslip angle is generated.

[0154] In the fixed-wing mode, the rudder controls the sideslip angle of the aircraft. The left and right rudder pedal deflection amounts are the pilot's command inputs, and the flight control computer calculates the sideslip angle control input corresponding to the rudder pedal deflection amount according to the real-time aircraft state. When the rudder pedal is kept in the neutral position without being depressed, the aircraft keeps the sideslip angle at 0. When the pilot depresses the left rudder pedal to the maximum stroke, the flight control computer takes the maximum left sideslip angle allowed in the current state as the sideslip angle control input. When the pilot depresses the right rudder pedal to the maximum stroke, the flight control computer takes the maximum right sideslip angle allowed in the current state as the sideslip angle control input. When the pilot depresses the left rudder pedal without reaching the maximum stroke, the deflection amount is mapped to a smaller left sideslip angle through the input curve. When the pilot depresses the right rudder pedal without reaching the maximum stroke, the deflection amount is mapped to a smaller right sideslip angle through the input curve.

[0155] In the third deflection amount-control amount relationship curve, the deflection amount is taken as the horizontal coordinate, and the control amount is taken as the vertical coordinate. To facilitate data analysis, comparison, and simplify calculation, the actual deflection amount is normalized to the 0-1 interval. When the left rudder pedal is not depressed, the actual deflection amount is 0, and after normalization, it is also 0. The horizontal coordinate on the third deflection amount-control amount relationship curve is also 0, and the corresponding control amount is also 0. If the left rudder pedal is in the maximum stroke position, the maximum actual forward movement amount is normalized to 1, and the horizontal coordinate is 1. The corresponding control amount is also 1, which is the maximum value, i.e., the vertical coordinate is also 1, which is the maximum left sideslip angle allowed in the current state. The actual movement amount between the non-depressed left rudder pedal and the maximum stroke is normalized to a value between 0 and 1, and the corresponding horizontal coordinate is also between 0 and 1. A control amount between 0 and 1 is mapped from the third deflection amount-control amount relationship curve based on the value of the horizontal coordinate. The maximum left sideslip angle allowed in the current state is multiplied by the mapped control amount to obtain a mapped left sideslip angle as the control input of the aircraft.

[0156] Similarly, in the fourth deflection amount-control amount relationship curve, the displacement amount is taken as the horizontal coordinate, and the control amount is taken as the vertical coordinate. The actual deflection amount of the right rudder pedal is normalized to the 0-1 interval, and the actual deflection amount of the maximum stroke is normalized to 1, which is the maximum value, and the control amount is also 1, which is the maximum value. A control amount is mapped from the fourth displacement amount-control amount relationship curve based on the value of the horizontal coordinate after normalization. The maximum right sideslip angle allowed in the current state is multiplied by the mapped control amount to obtain a mapped right sideslip angle as the control input of the aircraft.

[0157] In the fixed-wing mode, the amount of depression of the left and right foot pedals can be considered as two opposite direction movement operations, therefore the third depression amount-control amount relationship curve and the fourth depression amount-control amount relationship curve can be combined into one total relationship curve, only if in the fourth depression amount-control amount relationship curve, the normalized depression amount of the right foot pedal is represented by a positive number in the horizontal coordinate, and the control amount is also represented by a positive number in the vertical coordinate, then in the third displacement amount-control amount relationship curve, the normalized depression amount of the left foot pedal is represented by a negative number in the horizontal coordinate, and the control amount is also represented by a negative number, that is, the maximum depression amount of the normalized right foot pedal is represented by a number greater than 1 in the horizontal coordinate of the total relationship curve, and at this time the control amount is represented by 1 in the vertical coordinate of the total relationship curve; the maximum stroke of the normalized left foot pedal is represented by -1 in the horizontal coordinate of the total relationship curve, and at this time the control amount is represented by -1 in the vertical coordinate of the total relationship curve. The horizontal and vertical coordinates of both the left and right foot pedals are represented by 0 when neither of them is depressed.

[0158] The direction of the sideslip angle is distinguished by the positive and negative values of the total relationship curve.

[0159] When the flight mode is switched from the fixed-wing mode to the hovering mode, or from the hovering mode to the fixed-wing mode, if the control amount changes, such as the rudder, the angular velocity becomes the sideslip angle; the left and right control sticks, the lateral velocity becomes the turn rate, then the flight control computer will perform a smooth transition on the input control amount.

[0160] Optionally, in the case that the working mode of the aircraft is in the ground taxiing mode, in step A2:

[0161] In the case that the trigger (1) is returned to the neutral position, an operation control command is generated to make the aircraft maintain the current forward speed unchanged;

[0162] In the case that the trigger (1) is lifted to the lift limit position, an operation control command is generated to make the aircraft taxi at the maximum forward acceleration allowed in the current operation state;

[0163] In the case that the trigger (1) is lifted and the lift amount is between the neutral position and the lift limit position, the forward acceleration corresponding to the lift amount is mapped based on the preset second lift amount-control amount relationship curve, and an operation control command is generated to make the aircraft taxi at the mapped forward acceleration;

[0164] In the case that the trigger (1) is pressed to the press limit position, an operation control command is generated to make the aircraft taxi at the maximum forward deceleration allowed in the current operation state;

[0165] In the case that the trigger (1) is pressed and the press amount is between the neutral position and the press limit position, the forward deceleration corresponding to the press amount is mapped based on the preset second press amount-control amount relationship curve, and an operation control command is generated to make the aircraft taxi at the mapped forward deceleration.

[0166] In ground taxi mode, the trigger is pulled up or pushed down to control the acceleration or deceleration of the aircraft taxiing. The amount of trigger pulled up or pushed down is the pilot's command input. The flight control computer calculates the corresponding forward acceleration or deceleration of the aircraft based on the real-time state of the aircraft. When the trigger is in neutral position, the aircraft keeps the current forward acceleration as 0, i.e. the taxiing speed is constant. When the trigger is in the last position (i.e. the amount of pull up reaches the pull up limit position), the flight control computer takes the maximum forward acceleration allowed by the current state as the control input. When the trigger is in the first position (i.e. the amount of push down reaches the push down limit position), the flight control computer takes the maximum forward deceleration allowed by the current state as the control input. When the trigger is between the last position and the neutral position, the amount of pull up is mapped to a forward acceleration less than the maximum forward acceleration by an input curve. When the trigger is between the first position and the neutral position, the amount of push down is mapped to a forward deceleration less than the maximum forward deceleration by an input curve.

[0167] The second pull up amount-control amount relationship curve, the pull up amount as the horizontal coordinate, the control amount as the vertical coordinate, in order to facilitate the analysis, comparison and simplification of data, the actual pull up amount is normalized to the interval of 0-1, i.e. when the trigger is in the neutral position, the actual pull up amount is 0, and after normalization, it is also 0, the horizontal coordinate on the second pull up amount-control amount relationship curve is also 0, and the corresponding control amount is also 0. If the trigger is in the pull up limit position, i.e. the maximum value of the actual pull up amount, the maximum actual pull up amount is normalized to 1, the horizontal coordinate is 1, and the corresponding control amount is also 1, which is the maximum value, i.e. the vertical coordinate is also 1, which is the maximum forward acceleration allowed by the current state. The actual movement amount between the trigger neutral position and the pull up limit position is normalized to a value between 0 and 1, and the corresponding horizontal coordinate is also between 0 and 1. A control amount (between 0 and 1 and not 0 and 1) is mapped from the horizontal coordinate value on the second pull up amount-control amount relationship curve, and a mapped forward acceleration is obtained by multiplying the control amount by the maximum forward acceleration allowed by the current state as the control input of the aircraft taxiing on the ground.

[0168] Similarly, in the second push down amount-control amount relationship curve, the push down amount as the horizontal coordinate, the control amount as the vertical coordinate, the actual push down amount is normalized to the interval of 0-1, and the actual push down amount in the push down limit position is the maximum value mapped to 1, and the control amount is also 1, which is the maximum value. A control amount is mapped from the horizontal coordinate value of the normalized push down amount on the second push down amount-control amount relationship curve, and a mapped forward deceleration is obtained by multiplying the control amount by the maximum forward deceleration allowed by the current state as the control input of the aircraft taxiing on the ground.

[0169] Optionally, in the ground taxiing mode, the lifting and pressing of the trigger can be considered as two opposite direction operations, thus the second lifting amount-control amount relationship curve and the second pressing amount-control amount relationship curve can be combined into one total relationship curve, only that if in the second lifting amount-control amount relationship curve, the normalized lifting amount of the trigger is represented by positive number in the horizontal coordinate and the control amount is also represented by positive number in the vertical coordinate, then in the second pressing amount-control amount relationship curve, the normalized pressing amount is represented by negative number in the horizontal coordinate and the control amount is also represented by negative number, i.e. the lifting amount of the normalized lifting limit position is 1 in the horizontal coordinate of the total relationship curve, at this time the control amount is 1 in the vertical coordinate of the total relationship curve; the pressing amount of the normalized pressing limit position is -1 in the horizontal coordinate of the total relationship curve, at this time the control amount is -1 in the vertical coordinate of the total relationship curve. The horizontal and vertical coordinates of the joystick trigger in the neutral position are both 0.

[0170] The positive and negative values of the total relationship curve distinguish the two operations of the trigger lifting and pressing, thus distinguish the control input of the taxiing acceleration or deceleration.

[0171] Of course, when the trigger is lifted to the limit position, the operation control command of the aircraft flying at the maximum forward deceleration allowed by the current operation state can also be generated;

[0172] When the trigger (1) is lifted and the lifting amount is between the neutral position and the lifting limit position, the forward deceleration corresponding to the lifting amount is mapped based on the preset first pressing amount-control amount relationship curve, and the operation control command of the aircraft flying at the mapped forward deceleration is generated;

[0173] When the trigger (1) is pressed to the pressing limit position, the operation control command of the aircraft flying at the maximum forward acceleration allowed by the current operation state is generated;

[0174] When the trigger (1) is pressed and the pressing amount is between the neutral position and the pressing limit position, the forward deceleration corresponding to the pressing amount is mapped based on the preset first lifting amount-control amount relationship curve, and the operation control command of the aircraft flying at the mapped forward deceleration is generated.

[0175] That is, the trigger can be set to decelerate when pressed and accelerate when lifted, or set to accelerate when pressed and decelerate when lifted, which is not limited here.

[0176] Optionally, in the case that the working mode of the aircraft is in the ground taxiing mode, in step A2:

[0177] In the case that the left foot pedal (4) and the right foot pedal (5) are both released and not pressed, the operation control command of the aircraft keeping the current taxiing direction unchanged is generated;

[0178] In the case that the left foot pedal (4) is stepped down to the maximum stroke, the operation control command of the aircraft taxiing at the maximum left turning rate allowed by the current operation state is generated;

[0179] In the case that the stepped-down amount of the left foot pedal (4) does not reach the maximum stroke, the left turning rate corresponding to the stepped-down amount of the left foot pedal is mapped based on the preset fifth stepped-down amount-control amount relationship curve, and the operation control command of the aircraft taxiing at the mapped left turning rate is generated;

[0180] In the case that the right foot pedal (5) is stepped down to the maximum stroke, the operation control command of the aircraft taxiing at the maximum right turning rate allowed by the current operation state is generated;

[0181] In the case that the stepped-down amount of the right foot pedal (5) does not reach the maximum stroke, the right turning rate corresponding to the stepped-down amount of the right foot pedal is mapped based on the preset sixth stepped-down amount-control amount relationship curve, and the operation control command of the aircraft taxiing at the mapped right turning rate is generated.

[0182] In the ground taxiing mode, the foot rudder controls the taxiing direction of the aircraft. The left and right stepped-down amounts of the foot rudder are taken as the pilot instruction input, and the flight control computer calculates the aircraft taxiing turning rate corresponding to the left and right foot pedal stepped-down amounts according to the real-time aircraft state. When the foot rudder is not stepped down and kept in the middle position, the aircraft keeps the taxiing direction unchanged. When the pilot steps down the left foot pedal to the maximum stroke, the flight control computer takes the maximum left turning rate allowed by the current state as the ground taxiing control input of the aircraft. When the pilot steps down the right foot pedal to the maximum stroke, the flight control computer takes the maximum right turning rate allowed by the current state as the ground taxiing control input of the aircraft. When the pilot steps down the left foot pedal and does not reach the maximum stroke, the stepped-down amount is mapped to a left turning rate smaller than the maximum left turning rate through the input curve. When the pilot steps down the right foot pedal and does not reach the maximum stroke, the stepped-down amount is mapped to a right turning rate smaller than the maximum right turning rate through the input curve.

[0183] In the fifth pedal displacement-control quantity relationship curve, the pedal displacement is taken as the horizontal coordinate and the control quantity is taken as the vertical coordinate. In order to facilitate data analysis, comparison and simplify calculation, the actual pedal displacement is normalized to the interval of 0-1. When the left pedal is not stepped on, the actual pedal displacement is 0, and after normalization, it is also 0. The horizontal coordinate on the fifth pedal displacement-control quantity relationship curve is also 0, and the corresponding control quantity is also 0. If the left pedal is at the maximum stroke position, that is, the maximum value of the actual pedal displacement, the maximum actual forward movement is normalized to 1, the horizontal coordinate is 1, and the corresponding control quantity is also 1, which is the maximum value, that is, the vertical coordinate is also 1, which means the maximum left turning rate allowed in the current state. The actual movement between the left pedal not being stepped on and the maximum stroke is normalized to a value between 0 and 1, and the corresponding horizontal coordinate is also between 0 and 1. A control quantity (between 0 and 1 and not 0 and 1) is mapped from the horizontal coordinate value on the fifth pedal displacement-control quantity relationship curve. Based on the mapped control quantity, the maximum left turning rate allowed in the current state is multiplied to obtain a mapped left turning rate as the ground taxiing control input of the aircraft.

[0184] Similarly, in the sixth pedal displacement-control quantity relationship curve, the displacement is taken as the horizontal coordinate and the control quantity is taken as the vertical coordinate. The actual pedal displacement of the right pedal is normalized to the interval of 0-1, and the actual pedal displacement of the maximum stroke is normalized to 1, and the control quantity is also 1, which is the maximum value. A control quantity is mapped from the horizontal coordinate value of the normalized pedal displacement on the sixth displacement-control quantity relationship curve. Based on the mapped control quantity, the maximum right turning rate allowed in the current state is multiplied to obtain a mapped right turning rate as the control input of the aircraft.

[0185] In the ground taxiing mode, the pedal displacements of the left and right pedals can be considered as two opposite direction movement operations, so the fifth pedal displacement-control quantity relationship curve and the sixth pedal displacement-control quantity relationship curve can be combined into a total relationship curve. However, if in the sixth pedal displacement-control quantity relationship curve, the normalized pedal displacement of the right pedal is represented by a positive number in the horizontal coordinate, and the control quantity is also represented by a positive number in the vertical coordinate, then in the fifth pedal displacement-control quantity relationship curve, the normalized pedal displacement of the left pedal is represented by a negative number in the horizontal coordinate, and the control quantity is also represented by a negative number, that is: the maximum pedal displacement of the normalized right pedal is 1 in the horizontal coordinate of the total relationship curve, and the control quantity is 1 in the vertical coordinate of the total relationship curve at this time; the maximum stroke of the normalized left pedal is -1 in the horizontal coordinate of the total relationship curve, and the control quantity is -1 in the vertical coordinate of the total relationship curve at this time. When neither of the left and right pedals is stepped on, the horizontal and vertical coordinates are both 0.

[0186] The positive and negative values of the total relationship curve distinguish the stepping of the left and right pedals and thus distinguish the direction of the ground taxiing turning rate.

[0187] The total relationship curve of the present disclosure may, for example, refer to the relationship curve shown in FIG. 4, one positive and one negative representing two opposite directions of operation. The relationship curve shown in FIG. 4 is only an example of one curve form, and the relationship curve can also be a straight line, a broken line, etc. various types of curves, which are not limited herein, as long as the one-to-one correspondence (one input quantity corresponds to one output quantity) is met, which can be used as a relationship curve.

[0188] In addition, as the aircraft state changes (the flight mode changes, such as the fixed-wing mode, the hovering mode, the ground taxiing mode, or the flight speed, the altitude, etc. changes), the flight control computer controls the relationship curve to change with the aircraft state.

[0189] Optionally, when the working mode of the aircraft is in the hovering mode or the fixed-wing mode, the operating state parameter of the aircraft includes the current flight altitude, the flight speed, the air temperature, the wind speed, and the wind direction.

[0190] When the working mode of the aircraft is in the ground taxiing mode, the operating state parameter of the aircraft includes the current ground altitude, the air temperature, the wind speed, the wind direction, and the taxiing speed.

[0191] Referring to FIG. 5, the present disclosure also provides a control device of an electric vertical take-off and landing aircraft, configured to execute the aforementioned control method of an electric vertical take-off and landing aircraft, which includes:

[0192] The present disclosure provides a control method of an electric vertical take-off and landing aircraft, which includes a hand control part and a foot rudder,

[0193] The hand control part includes a fixed seat (3), a control lever (2), and a trigger (1). The bottom of the control lever (2) is on the fixed seat (3), and the top end of the control lever (2) is provided with the trigger (1). The operation of the control lever (2) includes moving forward, backward, left, and right, and the operation of the trigger (1) includes lifting and pressing.

[0194] The foot rudder includes a left foot pedal (4) and a right foot pedal (5). The operation of the foot rudder includes stepping on the left foot pedal (4) and stepping on the right foot pedal (5).

[0195] The processing module is configured to acquire the operation information of the control lever (2), the operation information of the trigger (1), and the operation information of the foot rudder, and generate an operating control command according to the operation information of the control lever (2), the operation information of the trigger (1), and the operation information of the foot rudder in combination with the working mode and the operating state of the aircraft.

[0196] The execution module is connected to the processing module and is configured to execute the operating control command on the aircraft.

[0197] The beneficial technical effects of the present disclosure are that by canceling the traditional throttle and total distance lever, the aircraft control system is simplified, not only reducing the complexity of the control mechanism, but also reducing maintenance costs; since the throttle and total distance lever components are removed, the overall weight of the aircraft is reduced, thereby helping to improve fuel efficiency, extend flight distance, and possibly increase payload capacity; the present control method allows the pilot to use the same control logic in different flight states, whether vertical take-off and landing or horizontal flight. This avoids the switching between helicopter and fixed-wing flight modes in the traditional control method, making control more intuitive and easy to master; by simplifying the control logic, the pilot can adapt more quickly to the operational requirements in different flight states, reducing the potential risk of errors caused by control mode switching; in addition, due to the unification of the control logic, the learning curve for new pilots becomes smoother, reducing the time and economic cost of pilot training, and also facilitating existing pilots to quickly adapt to the operation of new models of aircraft; in addition, consistent control logic helps to reduce errors caused by unfamiliar operation, improving flight safety.

[0198] The above is only the preferred embodiment of the present disclosure, and does not limit the implementation and protection scope of the present disclosure. For those skilled in the art, it should be realized that any equivalent replacement and obvious changes made by applying the present disclosure and the drawings should be included in the protection scope of the present disclosure. Industrial applicability

[0199] In summary, the present disclosure provides a control method and device for an electric vertical take-off and landing aircraft, which reduces the complexity of the control mechanism, simplifies the control mechanism, and also reduces maintenance costs; and the unification of the control logic makes the learning curve for new pilots smoother, reducing the time and economic cost of pilot training, and also facilitating existing pilots to quickly adapt to the operation of new models of aircraft; in addition, consistent control logic helps to reduce errors caused by unfamiliar operation, improving flight safety.

Claims

1. A method of maneuvering an electric vertical take-off and landing aircraft, characterized in that, The hand control part and the foot rudder are arranged in the aircraft, the hand control part includes a fixed seat, a control rod and a trigger, the bottom of the control rod is on the fixed seat, the top end of the control rod is provided with the trigger, the control of the control rod includes forward and backward movement and left and right movement, the control of the trigger includes lifting and pressing, the foot rudder includes a left foot pedal and a right foot pedal, the control of the foot rudder includes stepping on the left foot pedal and stepping on the right foot pedal, the method includes the following step flow: Step A1, obtaining the operation information of the control rod, the control information of the trigger and the control information of the foot rudder, and obtaining the working mode and the running state of the aircraft; Step A2, generating a running control command according to the operation information of the control rod, the control information of the trigger and the control information of the foot rudder, and combining the working mode and the running state of the aircraft; Step A3, executing the running control command on the aircraft.

2. A method of controlling an electric vertical take-off and landing aircraft as claimed in claim 1, characterised in that, In the case that the forward flight speed of the aircraft is lower than the speed threshold value and the working mode is in the hovering mode, in the step A2: In the case that the control rod moves forward to the front limit position, the running control command of the aircraft descending at the maximum descending speed allowed by the current running state is generated; In the case that the control rod moves forward and the forward moving amount is between the intermediate position and the front limit position, the descending speed corresponding to the forward moving amount is mapped based on the preset first displacement-quantity-control quantity relationship curve, and the running control command of the aircraft descending at the descending speed mapped is generated; In the case that the control rod moves backward to the rear limit position, the running control command of the aircraft climbing at the maximum climbing speed allowed by the current running state is generated; In the case that the control rod moves backward and the backward moving amount is between the intermediate position and the rear limit position, the climbing speed corresponding to the backward moving amount is mapped based on the preset second displacement-quantity-control quantity relationship curve, and the running control command of the aircraft climbing at the climbing speed mapped is generated; In the case that the control rod moves left to the left limit position, the running control command of the aircraft moving left at the maximum left moving speed allowed by the current running state is generated; In the case that the control rod moves left and the left moving amount is between the intermediate position and the left limit position, the left moving speed corresponding to the left moving amount is mapped based on the preset third displacement-quantity-control quantity relationship curve, and the running control command of the aircraft moving left at the left moving speed mapped is generated; In the case that the control rod moves right to the right limit position, the running control command of the aircraft moving right at the maximum right moving speed allowed by the current running state is generated; In the case that the control rod moves right and the right moving amount is between the intermediate position and the right limit position, the right moving speed corresponding to the right moving amount is mapped based on the preset fourth displacement-quantity-control quantity relationship curve, and the running control command of the aircraft moving right at the right moving speed mapped is generated.

3. A method of controlling an electric vertical take-off and landing aircraft as claimed in claim 1, characterized in that, In the case that the forward flight speed of the aircraft is lower than a speed threshold and the working mode is in the hover mode, or in the case that the forward flight speed of the aircraft is not lower than the speed threshold and the working mode is in the fixed-wing mode, in the step A2: In the case that the trigger is returned to the neutral position, an operation control command is generated for the aircraft to fly at a current forward flight speed; In the case that the trigger is lifted to the lift limit position, an operation control command is generated for the aircraft to fly at a maximum forward flight acceleration allowed by the current operation state; In the case that the trigger is lifted and the lift amount is between the neutral position and the lift limit position, a forward flight acceleration corresponding to the lift amount is mapped based on a preset first lift amount-control amount relationship curve, and an operation control command is generated for the aircraft to fly at the mapped forward flight acceleration; In the case that the trigger is pressed to the press limit position, an operation control command is generated for the aircraft to fly at a maximum forward flight deceleration allowed by the current operation state; In the case that the trigger is pressed and the press amount is between the neutral position and the press limit position, a forward flight deceleration corresponding to the press amount is mapped based on a preset first press amount-control amount relationship curve, and an operation control command is generated for the aircraft to fly at the mapped forward flight deceleration.

4. A method of controlling an electric vertical take-off and landing aircraft as claimed in claim 2, characterised in that, In the case that the forward flight speed of the aircraft is lower than a speed threshold and the working mode is in the hover mode, in the step A2: In the case that the left foot pedal and the right foot pedal are both released and not stepped on, an operation control command is generated for the aircraft to fly at a current heading angle; In the case that the left foot pedal is stepped to the maximum stroke, an operation control command is generated for the aircraft to fly at a maximum left heading angle speed allowed by the current operation state; In the case that the left foot pedal is stepped and the step amount is not to the maximum stroke, a left heading angle speed corresponding to the step amount of the left foot pedal is mapped based on a preset first step amount-control amount relationship curve, and an operation control command is generated for the aircraft to fly at the mapped left heading angle speed; In the case that the right foot pedal is stepped to the maximum stroke, an operation control command is generated for the aircraft to fly at a maximum right heading angle speed allowed by the current operation state; In the case that the right foot pedal is stepped and the step amount is not to the maximum stroke, a right heading angle speed corresponding to the step amount of the right foot pedal is mapped based on a preset second step amount-control amount relationship curve, and an operation control command is generated for the aircraft to fly at the mapped right heading angle speed.

5. A method of controlling an electric vertical take-off and landing aircraft as claimed in claim 1, characterized in that, In the case that the forward flight speed of the aircraft is not lower than a speed threshold and the working mode is in the fixed-wing mode, in the step A2: In the case that the joystick is moved forward to the forward limit position, an operation control command is generated for the aircraft to descend at a maximum descent speed allowed by the current operation state; In the case that the joystick is moved forward and the forward moving amount is between the intermediate position and the front limit position, a descending speed corresponding to the forward moving amount is mapped based on a preset first displacement-amount of control relationship curve, and an operation control command is generated for the aircraft to descend at the mapped descending speed; In the case that the joystick is moved backward to the rear limit position, an operation control command is generated for the aircraft to climb at a maximum climbing speed allowed in the current operation state; In the case that the joystick is moved backward and the backward moving amount is between the intermediate position and the rear limit position, a climbing speed corresponding to the backward moving amount is mapped based on a preset second displacement-amount of control relationship curve, and an operation control command is generated for the aircraft to climb at the mapped climbing speed; In the case that the joystick is moved leftward to the left limit position, an operation control command is generated for the aircraft to fly at a maximum left turning rate allowed in the current operation state; In the case that the joystick is moved leftward and the leftward moving amount is between the intermediate position and the left limit position, a left turning rate corresponding to the leftward moving amount is mapped based on a preset fifth displacement-amount of control relationship curve, and an operation control command is generated for the aircraft to fly at the mapped left turning rate; In the case that the joystick is moved rightward to the right limit position, an operation control command is generated for the aircraft to fly at a maximum right turning rate allowed in the current operation state; In the case that the joystick is moved rightward and the rightward moving amount is between the intermediate position and the right limit position, a right turning rate corresponding to the rightward moving amount is mapped based on a preset sixth displacement-amount of control relationship curve, and an operation control command is generated for the aircraft to fly at the mapped right turning rate.

6. A method of controlling an electric vertical take-off and landing aircraft as claimed in claim 1, characterized in that, In the case that the forward flight speed of the aircraft is not lower than a speed threshold value and the working mode is the fixed-wing mode, in the step A2: In the case that neither the left foot pedal nor the right foot pedal is pressed, an operation control command is generated for the aircraft to fly with a side slip angle of 0; In the case that the left foot pedal is pressed to the maximum stroke, an operation control command is generated for the aircraft to fly at a maximum left side slip angle allowed in the current operation state; In the case that the pressing amount of the left foot pedal is less than the maximum stroke, a left side slip angle corresponding to the pressing amount of the left foot pedal is mapped based on a preset third pressing amount-amount of control relationship curve, and an operation control command is generated for the aircraft to fly at the mapped left side slip angle; In the case that the right foot pedal is pressed to the maximum stroke, an operation control command is generated for the aircraft to fly at a maximum right side slip angle allowed in the current operation state; In the case that the pressing amount of the right foot pedal is less than the maximum stroke, a right side slip angle corresponding to the pressing amount of the right foot pedal is mapped based on a preset fourth pressing amount-amount of control relationship curve, and an operation control command is generated for the aircraft to fly at the mapped right side slip angle.

7. A method of controlling an electric vertical take-off and landing aircraft as claimed in claim 1, characterized in that, In the case that the working mode of the aircraft is the ground taxiing mode, in the step A2: In the case that the trigger is returned to the neutral position, a running control command is generated to keep the current forward speed of the aircraft unchanged; In the case that the trigger is lifted to the limit position, a running control command is generated to make the aircraft taxi at the maximum forward acceleration allowed in the current running state; In the case that the trigger is lifted and the lifting amount is between the neutral position and the limit position, a forward acceleration corresponding to the lifting amount is mapped based on a preset second lifting amount-control amount relationship curve, and a running control command is generated to make the aircraft taxi at the mapped forward acceleration; In the case that the trigger is pressed to the limit position, a running control command is generated to make the aircraft taxi at the maximum forward deceleration allowed in the current running state; In the case that the trigger is pressed and the pressing amount is between the neutral position and the limit position, a forward deceleration corresponding to the pressing amount is mapped based on a preset second pressing amount-control amount relationship curve, and a running control command is generated to make the aircraft taxi at the mapped forward deceleration.

8. A method of controlling an electric vertical take-off and landing aircraft as claimed in claim 1, characterized in that, In the case that the working mode of the aircraft is in the ground taxiing mode, in the step A2: In the case that both the left foot pedal and the right foot pedal are not stepped on, a running control command is generated to keep the current taxiing direction of the aircraft unchanged; In the case that the left foot pedal is stepped on to the maximum stroke, a running control command is generated to make the aircraft taxi at the maximum left turning rate allowed in the current running state; In the case that the left foot pedal is stepped on and the stepping amount is less than the maximum stroke, a left turning rate corresponding to the stepping amount of the left foot pedal is mapped based on a preset fifth stepping amount-control amount relationship curve, and a running control command is generated to make the aircraft taxi at the mapped left turning rate; In the case that the right foot pedal is stepped on to the maximum stroke, a running control command is generated to make the aircraft taxi at the maximum right turning rate allowed in the current running state; In the case that the right foot pedal is stepped on and the stepping amount is less than the maximum stroke, a right turning rate corresponding to the stepping amount of the right foot pedal is mapped based on a preset sixth stepping amount-control amount relationship curve, and a running control command is generated to make the aircraft taxi at the mapped right turning rate.

9. A method of piloting an electric vertical take-off and landing aircraft according to any one of claims 1-8, characterized in that, In the case that the working mode of the aircraft is in the hovering mode or the fixed wing mode, the running state parameters of the aircraft include the current flight altitude, flight speed, air temperature, wind speed and wind direction; In the case that the working mode of the aircraft is in the ground taxiing mode, the running state parameters of the aircraft include the current ground altitude, air temperature, wind speed, wind direction and taxiing speed.

10. A handling device for an electric vertical take-off and landing aircraft, characterized in that, An electric vertical take-off and landing aircraft is configured to perform a control method as claimed in any one of claims 1-9, comprising: a hand control part and a foot rudder arranged in the aircraft; the hand control part comprises a fixed seat, a control rod and a trigger, the bottom of the control rod is on the fixed seat, and the top end of the control rod is provided with the trigger, the control of the control rod includes forward and backward movement and left and right movement, and the control of the trigger includes lifting and pressing. The foot rudder comprises a left foot pedal and a right foot pedal, and the operation of the foot rudder comprises stepping on the left foot pedal and stepping on the right foot pedal; a processing module configured to acquire the operation information of the joystick, the operation information of the trigger and the operation information of the foot rudder, generate a running control command according to the operation information of the joystick, the operation information of the trigger and the operation information of the foot rudder in combination with the working mode and the running state of the aerial vehicle; an executing module connected to the processing module and configured to execute the running control command on the aerial vehicle.

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