CN113895190A

CN113895190A - Control system of flying automobile and flying automobile

Info

Publication number: CN113895190A
Application number: CN202111361520.1A
Authority: CN
Inventors: 王谭; 徐厚超; 刘波
Original assignee: Guangdong Huitian Aerospace Technology Co Ltd
Current assignee: Guangdong Huitian Aerospace Technology Co Ltd
Priority date: 2021-11-17
Filing date: 2021-11-17
Publication date: 2022-01-07

Abstract

The application relates to an aerocar and an operating system thereof. The control system comprises a mode controller, the mode controller is provided with three gears, and when the mode controller is in a first gear, the land drive system is used for controlling the flying automobile to work in a land mode; when the flying automobile is in the second gear, the rotating shaft of the rotor wing module is controlled to be in the first position, so that the flying automobile works in a first flying mode; when being in the third gear, the rotation axis of control rotor module is in the second position, makes hovercar work in second flight mode. The flying automobile comprises an automobile body, a land driving system, a flying driving system and the control system, wherein the land driving system is arranged on the automobile body, the flying driving system comprises a rotor wing module connected to the automobile body, and the control system is connected to the land driving system and the flying driving system. The control system can meet the flight requirements of the hovercar in different states by providing two different flight modes, and has wider applicability.

Description

Control system of flying automobile and flying automobile

Technical Field

The application relates to the technical field of vehicles, in particular to an aerocar control system and an aerocar.

Background

The aerocar is a brand new technical field, can integrate a land mode and a flight mode, and can switch between the two modes.

However, in the current flying car, although the switching between the flying mode and the land mode can be realized, the flying mode is single.

Disclosure of Invention

The embodiment of the application provides a flying automobile's control system and flying automobile.

According to a first aspect of the present application, an embodiment of the present application provides a control system for an aerocar, the aerocar includes a car body, a flight driving system and a land driving system, the flight driving system includes a rotor module connected to the car body, and the aerocar is controlled by the control system to operate in a flight mode or a land mode, where the flight mode includes a first flight mode and a second flight mode. The control system comprises a mode controller, wherein the mode controller is provided with three gears which respectively correspond to a first flight mode, a second flight mode and a land mode; the mode controller is configured to: when the aircraft is in the first gear, the flying automobile is controlled to work in a land mode through a land driving system; when the flying automobile is in the second gear, the rotating shaft of the rotor wing module is controlled to be in the first position, so that the flying automobile works in a first flying mode; when the flying automobile is in the third gear, the rotating shaft of the rotor wing module is controlled to be in the second position, so that the flying automobile works in a second flying mode; wherein the angle of the rotary shaft with respect to the vehicle body is different between when the rotary shaft is in the first position and when the rotary shaft is in the second position.

According to a second aspect of the present application, embodiments of the present application provide a flying automobile, which includes a vehicle body, a land drive system, a flying drive system, and the above-mentioned steering system. The land driving system is arranged on the vehicle body, the flight driving system comprises a rotor wing module connected to the vehicle body, and the control system is connected to the land driving system and the flight driving system.

The control system of the flying automobile provided by the embodiment of the application comprises a mode controller. The mode controller is provided with three gears which respectively correspond to the first flight mode, the second flight mode and the land mode. The control system integrates a first flight mode, a second flight mode and a land mode, controls the hovercar to travel on the ground when the hovercar is in the land mode, controls the rotating shaft of the rotor to be in the first position when the hovercar is in the first flight mode, and controls the rotating shaft of the rotor to be in the second position when the hovercar is in the second flight mode. The control system can meet the flight requirements of the hovercar in different states by providing two different flight modes, and has wider applicability.

Furthermore, when the control system is applied to the flying automobile, the control system is connected with a land driving system and a flying driving system of the flying automobile, and the flying requirements of the flying automobile in a first flying mode and a second flying mode can be met by adjusting the position of the rotor wing module, so that the applicability is wider.

Drawings

In order to more clearly illustrate the technical solution of the present application, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.

FIG. 1 is a system block diagram of an aircraft provided in an embodiment of the present application.

FIG. 2 is a perspective view of the hovercar of FIG. 1 in a first mode of flight.

FIG. 3 is a perspective view of the hovercar of FIG. 1 in land mode.

FIG. 4 is a perspective view of the hovercar of FIG. 1 in a second mode of flight.

FIG. 5 is another system block diagram of the flying automobile of FIG. 1.

FIG. 6 is a perspective view of the operating system of the flying automobile of FIG. 1.

FIG. 7 is a schematic view of a control box of the control system of FIG. 5.

Detailed Description

In order to make the technical solutions better understood by those skilled in the art, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. It is to be understood that the embodiments described are only a few embodiments of the present application and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

As used in this specification and the appended claims, certain terms are used to refer to particular components, and it will be appreciated by those skilled in the art that a manufacturer of hardware may refer to a component by different names. The specification and claims do not intend to distinguish between components that differ in name but not function. In the following description and in the claims, the terms "include" and "comprise" are used in an open-ended fashion, and thus should be interpreted to mean "include, but not limited to,"; "substantially" means that a person skilled in the art can solve the technical problem within a certain error range and basically achieve the technical effect.

The aerocar is a brand new technical field, can integrate a land mode and a flight mode, and can switch between the two modes. However, most of the conventional control systems for hovercar can only integrate one flight mode with a land mode, and cannot meet various requirements of hovercar in flight mode, so that the hovercar has narrow applicability.

In order to integrate the land mode with a plurality of flight modes, the inventor provides a flying automobile through long-term research, and the flying automobile simultaneously has the land mode, the helicopter mode and the fixed wing mode, so that the applicability of the flying automobile is improved. However, the inventor further found in practice that each of the three modes has its own features, and if the operating devices of the various modes are merely stacked together, the structure is complicated and is not favorable for the driver to operate.

The inventors therefore continue to investigate how to simplify the operating system of a flying automobile. Through a large number of repeated researches, the inventor of the application provides an operation system of a flying automobile and the flying automobile, wherein the flying automobile comprises an automobile body, a flight driving system and a land driving system, the flight driving system comprises a rotor wing module connected to the automobile body, and the flying automobile is controlled by the operation system to work in a flight mode or a land mode, wherein the flight mode comprises a first flight mode and a second flight mode. The mode controller is provided with three gears which respectively correspond to the first flight mode, the second flight mode and the land mode. The control system integrates a first flight mode, a second flight mode and a land mode, controls the hovercar to travel on the ground when the hovercar is in the land mode, controls the rotating shaft of the rotor to be in the first position when the hovercar is in the first flight mode, and controls the rotating shaft of the rotor to be in the second position when the hovercar is in the second flight mode. The control system can meet the flight requirements of the hovercar in different states by providing two different flight modes, and has wider applicability. Furthermore, the control system is connected with a land steering system and a flight attitude system of the aerocar through the attitude controller and controls the attitude of the aerocar in the land mode and the flight mode, the structure of the control mechanism is simplified, the weight reduction of the aerocar is facilitated, and the operation of the control system of the aerocar is simplified.

The present invention will be further described with reference to the following detailed description and the accompanying schematic drawings.

Referring to fig. 1 and fig. 2, the present invention provides a control system 10 of an aerocar and an aerocar 100 equipped with the control system 10, wherein the control system 10 can be applied to the aerocar 100 for switching the aerocar 100 between an airplane mode and a land mode.

Hovercar 100 may include a body 102, a flight drive system 30, and a land drive system 50. A flight drive system 30 may be disposed on body 102 and coupled to maneuvering system 10, flight drive system 30 being configured to provide a propulsive thrust to hovercar 100 when in flight mode. In this application, the terms "mounted," "connected," "secured," and the like are to be construed broadly unless otherwise specifically stated or limited. For example, the connection can be fixed, detachable or integrated; can be mechanically or electrically connected; they may be directly connected or indirectly connected through an intermediate member, or they may be connected through the inside of two members or they may be merely surface-contacting. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.

In some embodiments, the flight drive system 30 may include a jet engine or/and a propeller. In an embodiment, flight drive system 30 includes a rotor module 32, and rotor module 32 is coupled to body 102 for providing propulsion in different directions to hovercar 100 in different flight modes. In the present embodiment, rotor module 32 is adjustably coupled to body 102, rotor module 32 being under the control of operating system 10 with its axis of rotation O selectively in a first position or a second position, the hovercar operating in a first flight mode when the axis of rotation of rotor module 32 is in the first position, the hovercar operating in a second flight mode when the axis of rotation O of rotor module 32 is in the second position; the angle of the rotation axis O relative to the vehicle body 102 is different between the first position and the second position, which will be described in detail below. In this embodiment, the rotor module 32 includes a rotor motor 321 and a rotor 323, the rotor motor 321 is connected to the vehicle body 102, the rotor 323 is connected to the output shaft of the rotor motor 321, and when the hovercar 100 is in the flight mode, the rotor motor 321 can drive the rotor 323 to rotate. In some embodiments, rotor motor 52 may be a servo motor that converts a voltage signal into a torque and a rotational speed to rotate rotor 54. In other embodiments, the rotor motor 52 may be a stepper motor that converts electrical pulse signals into corresponding angular or linear displacements that rotate the rotor 54.

It should be understood that throughout the description of the present specification, reference to the description of "one embodiment," "some embodiments," "an example," "a specific example," or "some examples" or the like, means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

The land drive system 50 may be disposed on the body 102 and coupled to the maneuvering system 10 for providing forward power and braking resistance to the flying automobile 100 when in the land mode. Referring to FIG. 3, in the illustrated embodiment, the land drive system 50 may include drive wheels 56 and may further include drive assemblies (not shown) such as clutches, transmissions, driveshafts, transmission gears, etc. for providing forward power and braking drag to the hovercar 100. The number of the drive wheels 56 may be two, and the two drive wheels 96 are respectively located on both sides of the rear portion of the vehicle body 102. Specifically, the land drive system 50 may include a speed control system 52 and a braking system 54. The speed control system 52 may include an accelerator and/or an engine for providing forward thrust when the hovercar 100 is in the land mode, and the braking system 54 may include a retarder and/or a brake pad for providing braking drag when the hovercar 100 is in the land mode.

Further, the hovercar 100 may further include a flight attitude system 70, and the flight attitude system 70 may be disposed on the body 102 and connected to the maneuvering system 10 for controlling the flight attitude of the hovercar 100 in the flight mode. In an embodiment, the flying attitude system 70 may include an elevator 72, the elevator 72 being located aft of the hovercar 100 and being configured to control the pitch attitude of the hovercar 100 when in flight mode. In the present embodiment, the elevator 72 is connected to the rear of the vehicle body 102, and is used to control the pitch angle of the flying vehicle 100 during flight.

Further, the flying attitude system 70 may also include a rudder 74, and the rudder 74 is used to control the pitch attitude of the flying automobile 100 when in the flying mode. In some embodiments, the rudder 74 may be connected to the vehicle body 102. In other embodiments, a rudder 74 may be connected to the elevator 72. In the embodiment of the present application, the number of the rudders 74 is two, and two rudders 74 are respectively connected to opposite sides of the elevator 72 for controlling the yaw angle of the hovercar 100.

In some embodiments, the flying attitude system 30 may further include fixed wings 76 and ailerons 78, the fixed wings 76 and ailerons 78 being used to control the roll and heave attitude of the hovercar 100 when in flight mode. In the embodiment of the present application, the number of the fixed wings 76 is two, the two fixed wings 76 are respectively disposed on two sides of the top portion of the vehicle body 102, and the fixed wings 76 can be used as a force-bearing frame structure for mounting and carrying the ailerons 78 and the rotor module 32.

In some embodiments, rotor module 32 may be coupled to stationary wing 76 or to body 102. Specifically, in the illustrated embodiment, rotor module 32 is coupled to stationary wing 75. To mount the rotor module 32, the side of the fixed wing 76 away from the vehicle body 102 may be provided with a receiving slot 761, and the rotor motor 321 is at least partially embedded in the receiving slot 761. Specifically, the number of rotor motors 52 is two, and accordingly, the number of slots 761 is also two.

In order to accommodate the number of the fixed wings 76, the number of the ailerons 78 is also two, the two ailerons 78 are provided on the two fixed wings 76, respectively, and the roll attitude of the hovercar 100 can be controlled when it is in the flight mode by controlling the spatial positional relationship of the two ailerons 78 with respect to the corresponding fixed wings 76. In the description of the present application, it is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "inside", and the like indicate orientations or positional relationships based on those shown in the drawings, and are simply used for convenience of description of the present application, and do not indicate or imply that the referred devices or elements must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present application.

In the embodiment of the present application, the flying attitude system 70 may further include a deploying mechanism 71, and the deploying mechanism 71 is connected between the vehicle body 102 and the fixed wing 76, so that the fixed wing 76 can be adjustably connected to the vehicle body 102 through the deploying mechanism 71. The folding and unfolding mechanism 71 is used to change the spatial position of the fixed wing 76 with respect to the vehicle body 102. Specifically, the folding and unfolding mechanism 71 is used for driving the fixed wing 76 to move relative to the vehicle body 102 when the form state of the aerocar 100 is changed so as to change the spatial position of the fixed wing 76 relative to the vehicle body 102, for example, when the aerocar 100 is changed from the flight mode to the land mode, the folding and unfolding mechanism 71 is used for controlling the fixed wing 76 to fold relative to the vehicle body 102, or when the aerocar 100 is changed from the land mode to the flight mode, the folding and unfolding mechanism 71 is used for controlling the fixed wing 76 to unfold relative to the vehicle body 102. Thus, the deployment mechanism 71 is configured to: in flight mode, the fixed wing 76 is maintained in an extended position relative to the vehicle body 102 (as shown in FIG. 2), and in land mode, the fixed wing 76 is maintained in a retracted position relative to the vehicle body 102 (as shown in FIG. 3). In some examples, the deployment mechanism 71 may include a drive motor that may be fixedly coupled to the vehicle body 102 and a linkage assembly (not shown) that may be coupled between the drive motor and the stationary wing 32, the drive motor configured to drive the linkage assembly to move the stationary wing 76 relative to the vehicle body 102. In other examples, the folding and unfolding mechanism 71 may include a steering engine fixed to the vehicle body 102, and the fixed wing 76 may be connected to an output shaft of the steering engine and may be driven by the steering engine to move relative to the vehicle body 102.

Further, in the present embodiment, flight drive system 30 can further include a tilt mechanism 34, tilt mechanism 34 being coupled between fixed wing 76 and rotor module 32, such that the rotor module can be adjustably coupled to fixed wing 76 via tilt mechanism 34. Tilt mechanism 34 changes the spatial position of rotor module 32. Specifically, the tilting mechanism 34 is configured to drive the rotor module 32 to move relative to the fixed wing 76 when the form state of the hovercar 100 changes, so as to change the spatial position of the rotor module 32, for example, when the hovercar 100 changes from the first flight mode to the second flight mode, the tilting mechanism 34 is configured to control the rotor motor 321 of the rotor module 32 to rotate in the horizontal direction, and the rotation axis direction O of the control rotor 323 is in the horizontal direction, or when the hovercar 100 changes from the second flight mode to the first flight mode, the tilting mechanism 34 is configured to control the rotor motor 321 of the rotor module 32 to rotate in the vertical direction, and the rotation axis direction O of the control rotor 323 is in the vertical direction. Thus, the tilting mechanism 34 is configured to: in the first flight mode, tilt mechanism 34 controls the axis of rotation of rotor module 32 to be in a first position, with axis of rotation direction O being the vertical direction (as shown in fig. 2), and in the second flight mode, tilt mechanism 34 controls the axis of rotation of rotor module 32 to be in a second position, with axis of rotation direction O being the horizontal direction (as shown in fig. 4). In some examples, tilt mechanism 34 may include a drive motor that may be fixedly coupled to stationary wing 76 and a linkage assembly (not shown) that may be coupled between the drive motor and rotor module 32, the drive motor configured to drive the linkage assembly to move rotor module 32 relative to stationary wing 76. In other examples, the folding and unfolding mechanism 71 may include a steering engine fixed to the fixed wing 76, and the rotor module 32 may be connected to an output shaft of the steering engine and capable of moving relative to the fixed wing 76 under the driving of the steering engine.

Further, the hovercar 100 may also include a land steering system 90. The land steering system 90 may be disposed on the body 102 and coupled to the steering system 10 for controlling the steering attitude of the hovercar 100 when in the land mode. Referring to FIG. 4, in the exemplary embodiment of the present application, the land steering system includes a steering wheel 92, and may further include a steering assembly (not shown) such as a steering shaft and a steering gear, which is used to control the steering attitude of the hovercar 100 in the land mode. Specifically, the number of the steering wheels 92 is two, and the two steering wheels 92 are respectively located on both sides of the front portion of the vehicle body 102 for controlling the traveling direction of the hovercar 100 when it is in the land mode.

In the embodiment of the present application, a control surface may be introduced between the operating system 10 and each actuating system (e.g., the flight attitude system 70, the flight driving system 30, etc.) and the control surface is connected between the operating system 10 and the actuating system, and the connection between the operating system 10 and the control surface is in a teletype, which is a teletype that a servo system is operated by an electrical signal to control the state of the flying vehicle 100, so that the operating device of the flying vehicle 100 is more compact and the operating mode is more flexible. When the driver drives the hovercar 100, the connection state of the telex type can reduce the perception degree of the driver to the acting force of the control surface, thereby reducing the perception success of the driver to the first flight mode and the second flight mode and effectively reducing the psychological pressure of the driver.

Referring to fig. 5, in an embodiment of the present application, the handling system 10 is configured to: the flight attitude of the flying car 100 in the flight mode is controlled by the flight attitude system 30, the steering attitude of the flying car 100 in the land mode is controlled by the land steering system 50, the thrust of the flying car 100 traveling in the flight mode is controlled by the flight drive system, and the traveling speed of the flying car 100 in the land mode is controlled by the land drive system.

The operating system 10 of some embodiments of the present application will be described in detail with reference to specific figures.

Referring to fig. 5 and 6, in the embodiment of the present application, the steering system 10 includes a mode controller 12 and an attitude controller 14. The mode controller 12 is coupled to the flight drive system 30 and the land drive system 50 and is configured to configure the hovercar 100 in either a flight mode or a land mode. By adopting the mode controller 12, the driver can be allowed to conveniently switch the land mode and the flight mode of the separating automobile 100, and the operation is simple and convenient.

Referring to FIG. 7, in the present embodiment, the mode controller 12 is substantially knob-shaped and has A, B, C three gears and A, B, C three gears for controlling different operating modes of the hovercar 100. The flight modes of the hovercar 100 include a first flight mode and a second flight mode, when the hovercar 100 is in the first flight mode, the control system 10 controls the flight driving system 30 to provide a propelling force in a substantially vertical direction to the hovercar 100 to drive the hovercar 100 to travel in the air, and when the hovercar is in the second flight mode, the control system 10 controls the flight driving system 30 to provide a propelling force in a substantially horizontal direction to the hovercar 100 to drive the hovercar 100 to travel in the air. It should be understood that the terms "first" and "second" in this specification are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

The A, B, C three gears of the mode controller 12 are used to configure the hovercar 100 in the first flight mode, the second flight mode, or the land mode, respectively. In the embodiment of the present application, the structure of the mode controller 12 is described by taking a knob as an example, the periphery of the knob may be provided with sequentially spaced gear positions identified by A, B, C, and when the identifier of the knob (such as a characteristic point on the knob) points to the a gear position, the mode controller 12 is characterized to be in the first gear position, and the operating system 10 is configured to: controlling the hovercar 100 to operate in a land mode (as shown in fig. 3). The land mode may be understood as a vehicle mode, and the control system 10 may control the fixed wing 76 to be folded relative to the vehicle body 102 via the folding and unfolding mechanism 71 in order to control the flying vehicle 100 to operate in the land mode. In some embodiments, elevator 36 and rudders 38 may together form a receptacle 79 for receiving fixed wing 76, aileron 78, and rotor module 32.

In the present embodiment, when the identification of the knob (e.g., the feature point on the knob) points to the B-range, the characterization mode controller 12 is in the second range, and the operating system 10 is configured to: the axis of rotation O of rotor module 32 is controlled to a first position to operate hovercar 100 in a first flight mode (shown in fig. 2). In the present embodiment, the rotation axis O of the rotor module 32 in the first position may be represented by an angle formed by the rotation axis O with respect to the vehicle body 102, or may be represented by an angle formed by the rotation axis O with respect to a vertical direction or a horizontal direction. As an example, the rotation axis O of the rotor module 32 is in the first position, which can be understood as the rotation axis O forming an angle of less than 5 degrees with the vertical direction, or the rotation axis O is arranged substantially along the vertical direction. The first flight mode may also be understood as a rotor mode (or helicopter mode), whereby the rotor module 32 provides substantially vertical propulsion to the hovercar 100 when the hovercar 100 is operating in the first flight mode. In order to control the hovercar 100 to operate in the first flight mode, the control system 10 can control the fixed wing 76 to be in the unfolded state relative to the vehicle body 102 through the folding and unfolding mechanism 71, and control the rotation axis O of the rotor module 32 to be substantially vertically arranged (for example, the included angle between the rotation axis O and the vertical direction is less than 5 degrees) through the tilting mechanism 34, so as to drive the hovercar 100 to vertically take off and land. It should be understood that in other embodiments, the first position of the rotation axis O may be set according to actual requirements, for example, in some examples, the first position of the rotation axis O is: the included angle range between the flying car 100 and the vertical direction is more than or equal to 40 degrees and less than or equal to 50 degrees, so that the requirements of fast lifting and fast advancing of the flying car 100 are met; in other examples, the first position of the axis of rotation O is: the included angle range between the air flow control device and the vertical direction is less than or equal to 10 degrees, so that the air flow control device is suitable for different air flow speeds while the lift force in the vertical direction is ensured.

In the present embodiment, when the identification of the knob points to gear C, the characterization mode controller 12 is in the third gear, and the operating system 10 is configured to: the axis of rotation O of rotor module 32 is controlled to a second position, which allows hovercar 100 to operate in a second flight mode (shown in fig. 4). In the present embodiment, the second position of the rotation axis O of the rotor module 32 may be represented by an angle of the rotation axis O with respect to the vehicle body 102, or may be represented by an angle of the rotation axis O with respect to a vertical direction or a horizontal direction. In the present embodiment, the second position is different from the first position, which may be embodied by different tilt angles of the rotation axis O of the rotor module 32, for example, different angles of the rotation axis O with respect to the vehicle body 102 when the rotation axis O is in the first position and when the rotation axis O is in the second position. As an example, the rotation axis O of the rotor module 32 is in the second position, which can be understood as the rotation axis O is at an angle of less than 5 degrees to the horizontal, or is disposed substantially along the horizontal. The second flight mode can also be understood as a fixed-wing mode, and in order to control the hovercar 100 to operate in the second flight mode, the control system 10 can control the rotation axis of the rotor module 32 to be horizontally disposed through the tilting mechanism 34, which can drive the hovercar 100 to travel in the horizontal direction. It should be understood that in other embodiments, the second position of the rotation axis O may be set according to actual requirements, as long as it is ensured that it is different from the first position. For example, in some examples, the second position of the axis of rotation O is: the included angle range between the horizontal direction and the horizontal direction is more than or equal to 40 degrees and less than or equal to 50 degrees, so that the requirements of fast lifting and fast advancing of the aerocar 100 are met; in other examples, the second position of the axis of rotation O is: the included angle range between the air flow guiding device and the horizontal direction is less than or equal to 10 degrees, so that the air flow guiding device is suitable for different air flow speeds while the propelling force in the horizontal direction is ensured.

The attitude controller 14 is connected to the mode controller 12, and is connected to the flying attitude system 30 and the land steering system 50, and the attitude controller 14 is configured to control the flying attitude of the flying automobile 100 through the flying attitude system 30 when the flying automobile 100 is in the flying mode, and to control the steering attitude of the flying automobile 100 through the land steering system 70 when the flying automobile 100 is in the land mode. It can be seen that, when the hovercar 100 is in the flight mode and the land mode, the attitude controller 14 controls the traveling attitude, that is, the attitude controller 14 of the operating system 10 is multiplexed, so that the structure of the operating system 10 can be simplified, and the operating logic and operation of the hovercar 100 can also be simplified.

Referring to fig. 6 again, in the present embodiment, the attitude controller 14 includes a steering wheel 141, and the steering wheel 141 is rotatably disposed in the vehicle body 102 and configured to: the roll attitude of the hovercar 100 is controlled based on its own turning angle when the hovercar 100 is in the flight mode, and the steering attitude of the hovercar 100 is controlled based on its own turning angle when the hovercar 100 is in the land mode. Further, the attitude controller 14 may further include a steering column 143, the steering column 143 being rotatably connected between the steering wheel 141 and the vehicle body 102, and configured to: the pitch attitude of the hovercar 100 is controlled based on its axial displacement while the hovercar 100 is in flight mode.

In this embodiment, the attitude controller 14 may further include a rotation limiting mechanism and an axial limiting mechanism (not shown), the rotation limiting mechanism and the axial limiting mechanism are connected to the steering wheel 141 and/or the steering column 14, the rotation limiting mechanism is configured to limit a rotation angle of the steering wheel 141, and the axial limiting mechanism is configured to limit axial displacements of the steering wheel 141 and the steering column 143.

When the flying vehicle is in the flight mode, the rotation limit mechanism and the axial limit mechanism of the steering column 143 are released, so that the steering wheel 141 has freedom of rotation and axial movement, thereby allowing the driver to rotate the steering wheel 141 and push and pull the steering wheel 141. Specifically, in some examples, the rotation limiting mechanism may be provided with a rotation limiting ring, and the rotation limiting ring may be disposed around the rotation axis of the steering wheel 141 and may abut against the solid structure of the steering wheel 141 or the steering column 143, so as to limit the rotation angle range of the steering wheel 141 to be-90 ° to 90 °. The initial angle of the steering wheel 141 at the initial position may be set to 0, and the steering wheel 141 may control the roll attitude angle of the hovercar 100 in the flight mode based on its own rotation angle with respect to the initial angle. Specifically, when the steering wheel 141 is driven by an external force to rotate counterclockwise by a first angle from the initial position, the steering wheel 141 determines the roll attitude angle of the hovercar 100 as the first angle according to the first angle, and controls the hovercar 100 to perform a first angular roll motion. Specifically, as illustrated in the figure, when the steering wheel 141 is turned in the counterclockwise direction, the left aileron 34 of the hovercar 100 can be controlled to be higher and the right aileron 34 can be controlled to be lower, so as to drive the hovercar 100 to roll leftward. When the steering wheel 141 is driven by an external force to rotate clockwise by a second angle from the initial position, the steering wheel 141 determines the roll attitude angle of the hovercar 100 as the second angle according to the second angle, and controls the hovercar 100 to perform a second angle roll motion. Specifically, for example, when the steering wheel 141 is turned clockwise, the left aileron 34 of the hovercar 100 can be controlled to be higher and the right aileron 34 of the hovercar 100 can be controlled to be lower, so as to roll the hovercar 100 to the right.

In other examples, the axial limiting mechanism may abut against the solid structure of the steering wheel 141 or the steering column 143, and may limit the steering wheel 141 from moving in the axial direction of the steering column 143. The initial distance of the steering wheel 141 at the initial position may be set to 0, and the steering wheel 141 may control the pitch attitude angle of the flying automobile 100 in the flight mode according to the moving distance of itself with respect to the initial distance. Specifically, when the steering wheel 141 is driven by an external force to move a first distance from the initial position to the bottom of the steering column 143, the steering wheel 141 determines the pitch attitude angle of the hovercar 100 as a first angle according to the first distance, and controls the hovercar 100 to perform a first angular pitch motion. Specifically, for example, when the steering wheel 141 moves toward the bottom of the steering column 143 along the axial direction of the steering column 143, the elevator 36 of the hovercar 100 deflects downward, and the hovercar 100 is driven to fly at a low head. When the steering wheel 141 is driven by the external force to move a second distance from the initial position to the top of the steering column 143, the steering wheel 141 determines the pitch attitude angle of the hovercar 100 as a second angle according to the second distance, and controls the hovercar 100 to perform a second angle pitch motion. Specifically, for example, when the steering wheel 141 moves in the axial direction of the steering column 143 toward the top of the steering column 143, the elevator 36 of the hovercar 100 deflects upward, and the hovercar 100 flies upward.

Further, when the flying automobile 100 is in the land mode, the axial stopper mechanism of the steering column 143 is fixed so that the steering wheel 143 has a degree of freedom of rotation without a degree of freedom of axial movement, thereby allowing the driver to turn the steering wheel 141, but the steering wheel 141 cannot be pulled. In some examples, the rotation limiting mechanism may be provided with a rotation limiting ring, and the rotation limiting ring may be disposed around the rotation axis of the steering wheel 141 and may abut against the solid structure of the steering wheel 141 or the steering rod 143, so as to limit the rotation angle range of the steering wheel 141 to-540 ° to 540 °. The initial angle of the steering wheel 141 at the initial position may be set to 0, and the steering wheel 141 may control the steering attitude angle of the hovercar 100 in the flight mode based on the rotation angle thereof with respect to the initial angle. Specifically, when the steering wheel 141 is driven by an external force to rotate counterclockwise by a first angle from the initial position, the steering wheel 141 determines the steering attitude angle of the hovercar 100 as the first angle according to the first angle, and controls the hovercar 100 to perform a first angle steering motion. Specifically, as illustrated in the figure, when the steering wheel 141 rotates in the counterclockwise direction, the steering wheel 92 of the hovercar 100 may be controlled to deflect to the left, so as to drive the hovercar 100 to drive to the left. When the steering wheel 141 is driven by an external force to rotate clockwise by a second angle from the initial position, the steering wheel 141 determines the steering attitude angle of the hovercar 100 as the second angle according to the second angle, and controls the hovercar 100 to perform a second angle steering motion. Specifically, for example, when the steering wheel 141 is turned clockwise, the steering wheel 92 of the hovercar 100 may be controlled to deflect to the right, so as to drive the hovercar 100 to the right.

Further, the attitude controller 14 may further include a direction controller 145, the direction controller 145 being configured to: the yaw attitude of the hovercar 100 is controlled by the flight attitude system 70 while the hovercar 100 is in flight mode. In the embodiment of the present application, the direction controller 145 is substantially a dial-shaped member, and the number of the direction controller 145 is two, and the two direction controllers 145 are respectively located on opposite sides of the steering wheel 141 and connected to the steering wheel 141. The steering controller 145 is rotatably connected to the steering wheel 141 and is capable of controlling the yaw attitude of the hovercar 100 in the flight mode based on the relative angle between the steering controller 145 and the steering wheel 141.

Specifically, one end of the direction controller 145 is rotatably connected to the steering wheel 141, and the other end is a substantially free end and is configured to receive an operation of the driver, and when the free end of the direction controller 145 is pushed by an external force and an angle between the free end and the steering wheel 145 or the steering column 143 is changed, the direction controller 145 determines a yaw angle of the hovercar 100 according to the angle between the free end and the steering wheel 145 or the steering column 143, and controls the hovercar 100 to fly at the yaw angle determined herein. Specifically, for example, when the flying automobile 100 is in the flight mode, the driver pulls the directional controller 145 on the left side in the figure, and the rudder 38 of the flying automobile 100 deflects to the left, so that the flying automobile 100 is driven to fly by deflecting to the left. The driver pulls the direction controller 145 on the right side of the figure, and the rudder 38 of the hovercar 100 deflects to the right, so that the hovercar 100 is driven to deflect and fly to the right. When the flying automobile 100 is in the terrestrial mode, the directional controller 145 is disabled, i.e., the directional controller 145 does not respond to the action applied by the user.

Referring to fig. 7, the control system 10 may further include a control box 16 and a control lever 17, wherein the mode controller 12 is disposed on the control box 16, and the control lever 17 is movably disposed on the control box 16. The joystick 17 is configured to: the thrust of the hovercar 100 in the direction of travel is controlled based on the relative position of the joystick 17 with respect to the console box 16 when the hovercar 100 is in the flight mode, and the gear of the hovercar 100 is controlled based on the relative position of the joystick 17 with respect to the console box 16 when the hovercar 100 is in the land mode.

Further, the console box 16 is provided with a first positioning region 161 and a second positioning region 163, and the joystick 17 is movably positioned at different positions in the first positioning region 161 or different positions in the second positioning region 163 of the console box 16. The joystick 17 is configured to: in the case of the first positioning region 161, the thrust of the flying vehicle 100 in the direction of travel is controlled as a function of the position of the control lever 17 in the first positioning region 161, and in the case of the second positioning region 163, the gear positions of the flying vehicle 100 are controlled as a function of the position of the control lever 17 in the second positioning region 163, the gear positions including at least one of a parking position, a reverse position, a neutral position and a forward position. In some examples, a limiting mechanism, such as a damper, may be disposed between the first positioning region 161 and the second positioning region 163 such that when the flying automobile 100 is in the flight mode, the joystick 17 is limited to move in the first positioning region 163 such that the joystick 17 is used to control thrust of the flying automobile 100 in the direction of travel, and when the flying automobile 100 is in the land mode, the joystick 161 is limited to move in the second positioning region 163 such that the joystick 17 is used to control gears of the flying automobile 100.

As an example, when the joystick 17 is moved to different positions in the first positioning region 161 by an external force, the joystick 17 determines the magnitude of the power parameter according to the relative position and controls the hovercar 100 to perform different thrust traveling motions. The first positioning area 161 of the rotation angle thereof may be provided with 0% to 100% of different gears, the lowest gear being 0% and the uppermost gear being 100%. When the flying vehicle 100 is in the first flight mode, the joystick 17 moves in the first positioning area 161, and the power parameter determines the working instruction of the control rotor 323, so as to drive the flying vehicle 100 to do ascending/descending motion. When the flying vehicle 100 is in the second flight mode, the joystick 17 is moved in the first positioning area 161, and the power parameter is used to determine the operation command for controlling the rotor 323, so as to increase/decrease the power of the rotor motor 52.

When the operating lever 17 is moved to a different position in the second positioning region 163 by an external force, the operating lever 17 determines a positioning point of the gear according to the relative position and controls the gear of the flying car. Specifically, for example, the second positioning area 165 may be provided with gear grooves of four gears, P, R, N, D for four gears, corresponding to parking, reverse, neutral, and forward gears, respectively. When the joystick 161 is moved in the second positioning region 163 to a position corresponding to four gears, the hovercar 100 can be controlled to park, reverse, park briefly, and drive forward.

Referring again to FIG. 6, further, the steering system 10 may also include a speed control pedal 18, the speed control pedal 18 being coupled to the mode controller 12 and to a speed control system 52 in the land drive system 50. A speed control pedal 18 is located on a side adjacent to the console box 16 and is configured to: the travel speed of the hovercar 100 is controlled by the speed control system 52 when the hovercar 100 is in the land mode. Specifically, one end of the speed control pedal 18 is rotatably connected to the vehicle body 102, and the other end is a substantially free end and is configured to receive an operation by the driver, and when the free end of the speed control pedal 18 is pressed by an external force, an angle thereof with respect to the vehicle body 102 changes, and the speed control pedal 18 determines a traveling speed of the hovercar 100 based on the angle between the vehicle bodies 102, and controls the hovercar 100 to travel at the traveling speed determined here. Specifically, for example, when the flying automobile 100 is in the land mode, the driver steps on the speed control pedal 18, and the flying automobile accelerates. When the flying automobile 100 is in the flight mode, the speed control pedal 18 is deactivated, i.e., the speed control pedal 18 does not respond to the user-applied action.

The operating system 10 may also include a brake pedal 19, with the brake pedal 19 being connected to the mode controller 12 and to a brake system 54 of the land drive system 50. The brake pedal 19 is located on a side of the speed control pedal 18 remote from the console box 16, and is configured to: the hovercar 100 is controlled to brake via the braking system 54 while the hovercar 100 is in the land mode. Specifically, one end of the brake pedal 19 is rotatably connected to the vehicle body 102, and the other end is a substantially free end and is used for receiving the operation of the driver, when the free end of the brake pedal 19 is pressed by an external force, the angle between the free end and the vehicle body 102 changes, and the brake pedal 19 determines the magnitude of the braking force of the hovercar 100 according to the angle between the vehicle bodies 102, and controls the hovercar 100 to brake with the determined magnitude of the braking force. Specifically, for example, when the flying automobile 100 is in the land mode, the driver steps on the brake pedal 19, and the flying automobile brakes. When the flying automobile 100 is in flight mode, the brake pedal 19 is deactivated, i.e., the brake pedal 19 does not respond to the user-applied action.

In use, the pilot may adjust the hovercar 100 via the mode controller 12 to a first flight mode, a second flight mode, or a land mode. The attitude controller 14 can control the flight attitude and the steering attitude of the hovercar 100 in the flight mode and the land mode. The joystick 17 may control its thrust in the direction of travel when the hovercar 100 is in the flight mode and its gear when in the land mode. Speed control pedal 18 and brake pedal 19 may control the speed and regime of travel of hovercar 100 in the land mode. The control system 10 integrates a first flight mode, a second flight mode, and a land mode, controls the hovercar to travel on the ground when the hovercar is in the land mode, controls the rotary shaft of the rotor to be in the first position when the hovercar is in the first flight mode, and controls the rotary shaft of the rotor to be in the second position when the hovercar is in the second flight mode. The control system can meet the flight requirements of the hovercar in different states by providing two different flight modes, and has wider applicability.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit the same; although the present application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not necessarily depart from the spirit and scope of the corresponding technical solutions in the embodiments of the present application.

Claims

1. A control system of a flying automobile is characterized in that the flying automobile comprises an automobile body, a flying drive system and a land drive system, the flying drive system comprises a rotor module connected to the automobile body, the flying automobile is controlled by the control system to work in a flying mode or a land mode, wherein the flying mode comprises a first flying mode and a second flying mode;

the control system comprises a mode controller, wherein the mode controller is provided with three gears, and the three gears respectively correspond to the first flight mode, the second flight mode and the land mode;

the mode controller is configured to:

when the aerocar is in a first gear, controlling the aerocar to work in the land mode through the land drive system;

when the flying automobile is in a second gear, a rotating shaft of the rotor wing module is controlled to be in a first position, so that the flying automobile works in a first flying mode; and

when the flying automobile is in a third gear, the rotating shaft of the rotor wing module is controlled to be in a second position, so that the flying automobile works in a second flight mode; wherein an angle of the rotary shaft with respect to the vehicle body is different between when the rotary shaft is in the first position and when the rotary shaft is in the second position.

2. The steering system of claim 1, further comprising an attitude controller coupled to the mode controller and adapted to couple a land steering system and a flight attitude system of the flying vehicle; the attitude controller is configured to:

controlling the flight attitude of the flying automobile through the flight attitude system when the flying automobile is in the flight mode; and

controlling a steering attitude of the flying automobile through the land steering system when the flying automobile is in the land mode.

3. The steering system of claim 2, wherein the attitude controller comprises a steering wheel adapted to be rotatably disposed within the flying automobile and configured to:

when the flying automobile is in the flying mode, controlling the rolling attitude of the flying automobile based on the rotation angle of the flying automobile; and

and when the flying automobile is in the land mode, controlling the steering attitude of the flying automobile based on the self rotation angle.

4. The steering system of claim 3, wherein the attitude controller further comprises a steering column adapted to be rotatably connected between the steering wheel and the vehicle body; the steering column is configured to: and when the flying automobile is in the flying mode, controlling the pitching attitude of the flying automobile based on the axial displacement of the flying automobile.

5. The steering system of claim 3, wherein the attitude controller further comprises a direction controller provided to the steering wheel; the direction controller is configured to: and when the flying automobile is in the flying mode, controlling the yaw attitude of the flying automobile through the flying attitude system.

6. The handling system of any one of claims 1 to 5, further comprising a handling box and a joystick, the joystick being movably arranged to the handling box, the joystick being configured to:

controlling thrust in a direction of travel of the flying automobile based on a relative position of the joystick with respect to the control box while the flying automobile is in the flight mode; and

controlling a gear of the flying automobile based on a relative position of the joystick with respect to the steering box when the flying automobile is in the land mode.

7. The steering system of claim 6, wherein the steering box is provided with a first positioning region and a second positioning region, the steering column being positionable at different positions in the first positioning region or at different positions in the second positioning region; the joystick is configured to:

under the condition of being located in the first positioning area, controlling the thrust of the flying automobile in the traveling direction according to the position of the joystick in the first positioning area; and

and under the condition of being located in the second positioning area, controlling the gears of the flying automobile according to the position of the operating lever in the second positioning area, wherein the gears comprise at least one of a parking gear, a reverse gear, a neutral gear and a forward gear.

8. The operating system of claim 7, wherein the joystick, when the mode controller is in the second gear, is configured to: controlling, by the rotor module, a traveling thrust of the flying automobile in a vertical direction according to the position of the joystick in the first positioning area;

the joystick is configured to, when the mode controller is in the third gear: and controlling the traveling thrust of the aerocar in the horizontal direction through the rotor wing module according to the position of the joystick in the first positioning area.

9. A steering system according to any one of claims 1 to 5, further comprising a speed control pedal connected to the mode controller and adapted to be connected to a land-based power system of the flying vehicle; the speed control pedal is configured to: controlling, by the land power system, a travel speed of the flying automobile while the flying automobile is in the land mode.

10. The operating system of claim 9, further comprising a brake pedal coupled to the mode controller and adapted to be coupled to a land brake system of the flying vehicle; the brake pedal is configured to: controlling the hovercar to brake via the land brake system when the hovercar is in the land mode.

11. A flying automobile, comprising:

a vehicle body;

a land drive system disposed on the vehicle body;

the flight driving system is arranged on the vehicle body and comprises a rotor wing module connected to the vehicle body; and

a handling system according to any of claims 1 to 10, connected to the land drive system and the flight drive system.

12. The flying automobile of claim 11 further comprising fixed wings, said fixed wings being attached to said body.

13. The flying automobile of claim 12 further comprising a stowing and deploying mechanism by which said stationary wings are adjustably connected to said body; the stow and deploy mechanism is configured to: maintaining the fixed wing in a deployed state relative to the vehicle body in the flight mode; and in the land mode, maintaining the fixed wing in a stowed state relative to the vehicle body; or/and

the flying automobile further comprises a tilting mechanism, the rotor module is adjustably connected to the fixed wing through the tilting mechanism, and the tilting mechanism is configured to: under the flight mode, the drive the rotor module is relative the stationary vane verts in order to adjust the rotation axis of rotor module is for the angle of automobile body.