CN112224408A - Aircraft and control method for aircraft - Google Patents
Aircraft and control method for aircraft Download PDFInfo
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- CN112224408A CN112224408A CN202011086908.0A CN202011086908A CN112224408A CN 112224408 A CN112224408 A CN 112224408A CN 202011086908 A CN202011086908 A CN 202011086908A CN 112224408 A CN112224408 A CN 112224408A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C33/00—Ornithopters
- B64C33/02—Wings; Actuating mechanisms therefor
Abstract
The present disclosure relates to an aircraft and a control method of the aircraft. The control method of the aircraft comprises the following steps: controlling at least one of steering and synchronization of wing flapping of the aircraft by controlling rotation of at least one of a first motor and a second motor of the aircraft based on signals generated by the sensors, wherein the first motor is for controlling flapping of a first wing of the aircraft and the second motor is for controlling flapping of a second wing of the aircraft; the signal is generated by the sensor in response to at least one of the first wing and the second wing reaching a predetermined position or based on flapping of at least one of the first wing and the second wing over a range of travel or angle.
Description
Technical Field
The present disclosure relates to the field of flight control, and in particular to an aircraft and a method of controlling an aircraft.
Background
In recent years, aircraft have become more and more popular. Existing aircraft are largely classified into winged aircraft and wingless aircraft. Winged aircraft include fixed-wing aircraft such as gliders and moving-wing aircraft such as rotary-wing aircraft and ornithopters. The double wings of the current flapping wing air vehicle are usually driven by a motor matched with a transmission structure, and when the motor works, the motor transmits power to the double wings through the transmission structure. The buoyancy and the thrust generated by the up-and-down flapping of the double wings push the flying and the advancing of the aircraft.
However, single motor driven aircraft have some problems, such as the relatively large power transmission structure of the single motor drive, which is more complicated, especially when larger aircraft require larger motors. In addition, the aircraft is prone to the problem of center of gravity shift, which not only results in poor flying attitude of the aircraft, but also increases difficulty in mass production.
Disclosure of Invention
Based on the foregoing, the present disclosure provides an aircraft and a control method of the aircraft.
In one aspect of the present disclosure, the present disclosure provides a control method of an aircraft, including: controlling at least one of steering and synchronization of wing flapping of the aircraft by controlling rotation of at least one of a first motor and a second motor of the aircraft based on signals generated by the sensors, wherein the first motor is for controlling flapping of a first wing of the aircraft and the second motor is for controlling flapping of a second wing of the aircraft; the signal is generated by the sensor in response to at least one of the first wing and the second wing reaching a predetermined position or based on flapping of at least one of the first wing and the second wing over a range of travel or angle.
In another aspect of the disclosure, the disclosure provides an aircraft comprising a sensor, a processor, a first motor, a second motor, a first wing, and a second wing, wherein the sensor is to identify a position of the first wing and the second wing; the first motor is connected with the first wing and is used for controlling the flapping of the first wing; the second motor is connected with the second wing and is used for controlling the flapping of the second wing; the processor is configured to execute a control method for an aircraft according to the present disclosure.
In yet another aspect of the present disclosure, the present disclosure provides an ornithopter comprising: a fuselage extending along a longitudinal axis of the ornithopter; the first transmission mechanism and the second transmission mechanism are respectively connected to the machine body; the first motor is arranged on the first side of the machine body and controls flapping of the first wing through the first transmission mechanism; the second motor is arranged on the opposite second side of the body and controls the flapping of the second wing through a second transmission mechanism; the sensor is arranged on the first transmission mechanism and the second transmission mechanism; an electronic control system coupled to the fuselage and controlling rotation of at least one of the first motor and the second motor based on signals generated by the sensor to control at least one of steering and synchronization of wing flapping of the ornithopter.
According to the aircraft and the control method of the aircraft, flapping of wings on two sides of the aircraft are respectively controlled through the double motors, so that the flight of the aircraft is controlled, the weight of the aircraft can be effectively reduced, the gravity center offset problem of the aircraft is relieved, and the like.
Drawings
The above and other objects, features and advantages of the present disclosure will become more apparent by describing in more detail embodiments of the present disclosure with reference to the attached drawings. The accompanying drawings are included to provide a further understanding of embodiments of the disclosure, and are incorporated in and constitute a part of this specification. The drawings, together with the embodiments of the disclosure, serve to explain the disclosure, but do not constitute a limitation of the disclosure. In the drawings, like reference numerals refer to like parts, steps or elements unless otherwise explicitly indicated. In the drawings, there is shown in the drawings,
FIG. 1 illustrates an example of an aircraft according to an embodiment of the present disclosure;
FIG. 2 is an exemplary structural schematic diagram of a dual-motor separately controlled wing on both sides of an aircraft, according to an embodiment of the disclosure;
FIG. 3 is an exploded view of an example installation of a Hall sensor according to an embodiment of the present disclosure;
fig. 4A illustrates an example of the relationship of the output level of a hall switch sensor to the distance between the wings and a predetermined position according to an embodiment of the present disclosure;
fig. 4B illustrates an example of the relationship of the output level of a linear hall sensor to the distance between the wings and a predetermined position according to an embodiment of the present disclosure;
FIG. 5 is an exploded view of an example installation of a photosensor according to an embodiment of the present disclosure;
FIG. 6 is an example flow diagram of controlling synchronization of wing flapping of an aircraft according to an embodiment of the present disclosure;
FIG. 7 illustrates a relationship between a Hall sensor and first crank gear 320 and second crank gear 322 of an aircraft at the start of a flight in accordance with an embodiment of the disclosure;
FIG. 8 is a diagram for explaining a flapping range according to an embodiment of the present disclosure;
FIG. 9 is an example flowchart of controlling steering of an aircraft according to an embodiment of the disclosure;
FIG. 10 is another example flowchart of controlling steering of an aircraft according to an embodiment of the disclosure.
Detailed Description
The technical scheme of the disclosure is clearly and completely described in the following with reference to the accompanying drawings. It is to be understood that the described embodiments are only a few, and not all, of the disclosed embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments disclosed herein without making any creative effort, shall fall within the protection scope of the present disclosure.
In the description of the present disclosure, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of describing and simplifying the present disclosure, but do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present disclosure. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Also, the use of the terms "a," "an," or "the" and similar referents do not denote a limitation of quantity, but rather denote the presence of at least one. The word "comprising" or "comprises", and the like, means that the element or item appearing before the word covers the element or item listed after the word and its equivalents, but does not exclude other elements or items. The terms "connected" or "coupled" and the like are not restricted to physical or mechanical connections, but may include electrical connections, whether direct or indirect.
In the description of the present disclosure, it is to be noted that the terms "mounted," "connected," and "connected" are to be construed broadly unless otherwise explicitly stated or limited. For example, the connection can be fixed, detachable or integrated; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present disclosure can be understood in specific instances by those of ordinary skill in the art.
In addition, technical features involved in different embodiments of the present disclosure described below may be combined with each other as long as they do not conflict with each other.
Fig. 1 shows an example of an aircraft 100 according to an embodiment of the disclosure. As shown in fig. 1, an aircraft 100 according to an embodiment of the disclosure includes a sensor 102, a processor 104, a first motor 106, a second motor 108, a first wing 110, and a second wing 112. In the present disclosure, sensor 102 may be used to identify the location of first wing 110 and second wing 112. In one embodiment, the sensor 102 may be a hall sensor, such as a hall switch sensor or a linear hall sensor, mounted as shown in fig. 3. In another embodiment, the sensor 102 may be a photosensor mounted as shown in FIG. 5. In the present disclosure, the first motor 106 and the second motor 108 may be a single-direction rotating motor or a double-direction rotating motor. First motor 106 is coupled to first wing 110 for controlling flapping of first wing 110. Second motor 108 is coupled to second wings 112 for controlling flapping of second wings 112. The processor 104 may be configured to perform a control method of the aircraft according to an embodiment of the disclosure described below in connection with fig. 6-10 to control the flight of the aircraft 100, such as to control at least one of steering of the aircraft and synchronization of wing flapping of the aircraft based on signals generated by the sensors, for example, to control synchronization of flapping of the first wing 110 and the second wing 112 shown in fig. 1.
In one embodiment, an aircraft according to embodiments of the present disclosure may be an ornithopter aircraft comprising: a fuselage extending along a longitudinal axis of the ornithopter; the first transmission mechanism and the second transmission mechanism are respectively connected to the machine body; the first motor is arranged on the first side of the machine body and controls flapping of the first wing through the first transmission mechanism; the second motor is arranged on the opposite second side of the body and controls the flapping of the second wing through a second transmission mechanism; the sensor is arranged on the first transmission mechanism and the second transmission mechanism; an electronic control system coupled to the fuselage and controlling rotation of at least one of the first motor and the second motor based on signals generated by the sensor to control at least one of steering and synchronization of wing flapping of the ornithopter. With respect to the first transmission and the second transmission, in one embodiment, the first transmission and the second transmission may be a geared transmission.
The aircraft described above with reference to fig. 1 can control the flight of the wings on both sides of the aircraft by means of the dual motors, respectively, and compared with the flight of the wings on both sides of the aircraft by means of the single motor, the power transmission mechanism of the dual motors is smaller, so that the weight of the aircraft can be reduced. In addition, according to the aircraft of the embodiment of the disclosure, because the flight of the wings on two sides of the aircraft can be respectively controlled through the double motors to control the steering of the aircraft, the steering speed and the steering angle of the aircraft can be more flexibly changed. Furthermore, the aircraft according to the embodiments of the present disclosure may not have a tail rudder mechanism for steering, and thus the weight of the aircraft may be further reduced. Furthermore, the aircraft according to the embodiment of the disclosure can control the flight of the wings at the two sides of the aircraft respectively through the double motors, so that the problem of gravity center shift of the aircraft can be relieved by controlling flapping of the wings at the two sides of the aircraft, and the problems of poor flight attitude and difficult mass production of the aircraft due to the gravity center shift are solved. Specifically, in one embodiment, when the center of gravity of the aircraft is, for example, left offset, the flapping of the wings on both sides of the aircraft can be separately controlled by the dual motors such that the lift force generated by the flapping of the left side wing of the aircraft is greater than the lift force generated by the flapping of the right side wing of the aircraft to mitigate the problem of left offset in the center of gravity of the aircraft. In one embodiment, the flapping frequency of the left side wing of the aircraft may be made greater than the flapping frequency of the right side wing of the aircraft to cause the lift generated by the flapping of the left side wing of the aircraft to be greater than the lift generated by the flapping of the right side wing of the aircraft.
It should be understood that the aircraft 100 described above in connection with FIG. 1 is merely an example of an aircraft according to an embodiment of the present disclosure and is not a limitation of the present disclosure. For example, wings of an aircraft according to embodiments of the present disclosure may be X-shaped wings, or the like, in addition to single wings as shown in fig. 1. Furthermore, the hall sensor and the photosensor described above in connection with fig. 1 are merely examples of sensors according to embodiments of the present disclosure, and are not limitations of the present disclosure. Any suitable sensor that can identify the position of the wings on both sides of the aircraft can be selected by those skilled in the art according to design requirements and sensor technology development and installed appropriately.
In the above, the present disclosure describes, in conjunction with fig. 1, an aircraft that may control the flight of wings on both sides of the aircraft by dual motors, respectively, according to an embodiment of the present disclosure. Hereinafter, the present disclosure will describe example connections of dual motors of an aircraft with wings on both sides of the aircraft and example installations of sensors according to embodiments of the present disclosure in conjunction with fig. 2-4B.
Fig. 2 is an exemplary structural schematic diagram of a dual-motor separately controlled wing on both sides of an aircraft, according to an embodiment of the disclosure. As illustrated in fig. 2, the first motor 108 of the aircraft according to embodiments of the present disclosure is coupled to the first crank 202, for example, via a gear train (not shown). The first crank 202, which is coupled to the first motor 108, is coupled, e.g., nested, to the first rocker 206. The second motor 110 is connected to the second crank 204, and the second crank 204 connected to the second motor 110 is connected to the second rocker 208. The limiting piece 210 is connected with the first crank 202, the second crank 204, the first rocker 206 and the second rocker 208 as shown in fig. 2, so as to form a linkage mechanism of the two cranks and limit the flapping stroke range or the flapping angle range of the wings of the aircraft.
By connecting the twin motors to the wings on both sides of the aircraft as shown in fig. 2, the twin motors can be made to control the wings on both sides of the aircraft, respectively.
Fig. 3 is an exploded view of an example installation of a sensor 102 when the sensor is a hall sensor (e.g., a hall switch sensor or a linear hall sensor), according to an embodiment of the present disclosure. As shown in fig. 3, on the hall bracket 304 (which may be mounted on the motor bracket 302), a first hall device 306 and a second hall device 308 are fixed. A first induction magnet 316 and a second induction magnet 318 are fixed to the first crank gear 320 (i.e., the end gear) and the second crank gear 322, respectively. By way of example only, in one embodiment, the first and second induction magnets 316, 318 may be cylindrical induction magnets having a diameter of, for example, 2 millimeters and a thickness of, for example, 2 mm. The first and second induction magnets 316 and 318 may rotate as the first and second crank gears 320 and 322 rotate.
As the first crank gear 320 and the second crank gear 322 rotate, the first sensing magnet 316 and the second sensing magnet 318 may pass through active regions (which may also be referred to as active regions) of the first hall device 306 and the second hall device 308, respectively, and trigger the first hall device 306 and the second hall device 308 to output an active level, e.g., a low level, when the hall device is a hall switch. When the first and second sensing magnets 316 and 318 leave the active areas of the first and second hall devices 306 and 308, the first and second hall devices 306 and 308 will return to the original operating state, for example, when the hall devices are hall switches, the output levels of the first and second hall devices 306 and 308 become high. When the first crank gear 320 and the second crank gear 322 make one rotation, the first sensing magnet 316 and the second sensing magnet 318 pass through the active areas of the first hall device 306 and the second hall device 308 only once.
With respect to the specific mounting locations of the sensing magnet and the hall device, in one embodiment, the first sensing magnet 316 may be mounted on the first crank gear 320 at a location where the hall device outputs a desired level when the first wing of the aircraft (i.e., the wing connected to the first rocker 206) is at the first predetermined position (e.g., the output changes from high to low, for example, when the hall device is a hall switch, or outputs a level at point E of fig. 4B, for example, when the hall device is a linear hall). The second induction magnet 318 may be mounted in a similar manner.
With respect to the first and second predetermined positions, as an example, assuming that the wings of the aircraft flap up and down (i.e., in a direction perpendicular to the horizontal plane) with a maximum range of travel or angle, and the range of flapping travel or angle is symmetric with respect to the fuselage axis, in one embodiment, the first and second predetermined positions may be the wings being in the uppermost position. In another embodiment, the first predetermined position and the second predetermined position may be with the wings in a lowest position. In yet another embodiment, the first predetermined position and the second predetermined position may be with the wings in a neutral position. In yet another embodiment, the first predetermined position may be the wing in the uppermost position and the second predetermined position may be the wing in the intermediate position. In yet another embodiment, the first predetermined position may be with the wings in the uppermost position and the second predetermined position may be with the wings in the lowermost position. That is, in the present disclosure, the first predetermined position may be equal to the second predetermined position, or may not be equal to the second predetermined position, depending on the design requirement, which is not limited by the present disclosure.
It should be understood that the foregoing description of the specific mounting location and the first and second predetermined locations of the hall device is merely an example, and not a limitation of the present disclosure. The specific installation regarding the hall device may be appropriately installed according to design requirements. With respect to the first predetermined position and the second predetermined position, in this disclosure, the first predetermined position and the second predetermined position may be any position on the aircraft where the wings on both sides are in the flapping range of travel or the flapping range of angles.
With respect to the hall devices, in one embodiment, the first hall device 306 and the second hall device 308 may be hall switches. In this case, the first induction magnet 316 may be installed on the first crank gear 320, and the output of the hall device is changed from a high level to a low level when the first wing of the aircraft is located at the first predetermined position, and the second induction magnet 318 is installed in the same manner. With this mounting, the relationship between the output level of the hall device and the distance between the predetermined positions reached by the wings is as shown in fig. 4A. In the present disclosure, if not otherwise explicitly indicated, assuming that a negative distance between the wing and the predetermined position indicates that the wing is close to the predetermined position and a positive distance indicates that the wing is far from the predetermined position. It is to be understood that this is done for convenience of description only and is not a limitation of the present disclosure. When the first and second sensing magnets 316 and 318 enter the active regions of the first and second hall devices 306 and 308, i.e., the first wing of the aircraft reaches a first predetermined position and the second wing of the aircraft reaches a second predetermined position, the first and second hall devices 306 and 308 output an active operating level, e.g., a low level, i.e., the output levels of the first and second hall devices 306 and 308 change from a high level to a low level. When the first and second sensing magnets 316 and 318 leave the active areas of the first and second hall devices 306 and 308, respectively, the first and second hall devices 306 and 308 output a high level, i.e., the output changes from a low level to a high level.
In another embodiment, the first hall device 306 and the second hall device 308 may be linear hall. In this case, the first induction magnet 316 may be installed at a position on the first crank gear 320 where the hall device outputs the highest level when the first wing of the aircraft is located at the first predetermined position, and the second induction magnet 318 may be installed in the same manner. With this mounting, the output level of the hall device is related to the distance between the wings and the predetermined position as shown in fig. 4B. When the first and second sensing magnets 316 and 318 are not in the active area of the first and second hall devices 306 and 308, the outputs of the first and second hall devices 306 and 308 are stable at a low level, such as 0.5V. When the first and second sensing magnets 316 and 318 enter the active areas of the first and second hall devices 306 and 308, the first and second hall devices 306 and 308 begin to output different voltages. The closer the first and second sensing magnets 316 and 318 are to the first and second hall devices 306 and 308, the higher the output voltage of the first and second hall devices 306 and 308, as indicated by CE in fig. 4B. When the first and second sensing magnets 316 and 318 are proximate to the first and second hall devices 306 and 308 (i.e., the first wing of the aircraft reaches the first predetermined position and the second wing of the aircraft reaches the second predetermined position), the output voltage of the first and second hall devices 306 and 308 is highest, i.e., point E of fig. 4B. When the first and second sensing magnets 316 and 318 are distant from the first and second hall devices 306 and 308, the output voltages of the first and second hall devices 306 and 308 become gradually smaller, as indicated by ED in fig. 4B, until the first and second sensing magnets 316 and 318 are separated from the active areas of the first and second hall devices 306 and 308, the first and second sensing magnets 316 and 318 again output a stable low level.
It should be understood that the relationship between the output levels of the hall switch sensor and the linear hall sensor shown in fig. 4A and 4B and the distance between the wings and the predetermined position is only for better understanding of the present disclosure by those skilled in the art, and is not a limitation of the present disclosure. For example, the ratio of the active area to the inactive area and the magnitude of the level of the output shown in fig. 4A and 4B do not represent the respective practical characteristics of the hall switch sensor and the linear hall sensor.
With respect to hall devices (e.g., hall switches or linear hall as described above), in one embodiment, the hall devices may include N-stage hall devices and S-stage hall devices. The N-level Hall device and the S-level Hall device are installed on racks of a first gear set and a second gear set which are connected with the first wing and the second wing respectively, a first induction magnet and a second induction magnet are installed on a gear of the first gear set and a gear of the second gear set respectively, and when the first wing and the second wing reach a preset position due to the installation positions of the first induction magnet and the second induction magnet, the Hall device outputs expected signals. For example, the first hall device 306 in fig. 3 is an N-class hall device and the second hall device 308 is an S-class hall device. In this case, when the two hall devices are close to each other, the polarities of the induction magnets for triggering the two hall devices are different from each other, and therefore, the two hall devices do not interfere with each other even if they are adjacent to each other. It should be understood that the foregoing mounting of the hall device is merely an example mounting of the hall device and is not a limitation of the present disclosure. Hall devices with the same polarity can be arranged on the rack where the two groups of gear sets are arranged.
Fig. 5 is an exploded view of an example installation of a sensor when the sensor is a photosensor, according to an embodiment of the present disclosure. As shown in fig. 5, the photosensor may include a transmitting end and a receiving end, and the transmitting end may include a first infrared sleeve 502 and a first infrared tube 506 or a second infrared sleeve 504 and a second infrared tube 508. The receiving end may include a first infrared receiver 518 or a second infrared receiver 520. The transmitting end and the receiving end are installed at both sides of a gear of each of the first gear set and the second gear set respectively connected to the first wing and the second wing, for example, a first gear 510 and a second gear 512 in fig. 5. In one embodiment, the first gear 510 and the second gear 512 may be the first crank gear 320 and the second crank gear 322 shown in fig. 3. And as shown in fig. 5, a first through hole 514 and a second through hole 516 are respectively opened on the first gear 510 and the second gear 512, and the through holes are opened at positions such that when the first wing and the second wing respectively reach the first predetermined position and the second predetermined position, the photoelectric sensor outputs a desired signal, for example, the output signal changes.
Regarding the first predetermined position and the second predetermined position, which are similar to the above description in the case where the sensor is a hall sensor, the description thereof is omitted here for the sake of brevity. Regarding the shape and size of the through hole, those skilled in the art can design the through hole according to design requirements, which are not limited by the present disclosure, for example, the through hole may be circular, square, rectangular, and the like. When the infrared signal processing device works, the transmitting end can transmit an infrared signal with a specific wavelength, and the receiving end receives the infrared signal transmitted by the transmitting end through the through hole, converts the received optical signal into an electric signal and transmits the electric signal to the processor for subsequent control. It should be understood that the photo sensor and the installation of the photo sensor described above with reference to fig. 5 are only examples and are not limiting to the present disclosure, for example, only one transmitting terminal and two receiving terminals may be installed, the transmitting terminal may transmit an infrared signal of a certain area, and the receiving terminals receive the photo signal transmitted from a single transmitting terminal through a through hole, instead of installing two transmitting terminals and two receiving terminals as shown in fig. 5.
It should also be understood that the hall sensor and the photosensor described above with reference to fig. 3-5 are merely examples of sensors according to embodiments of the present disclosure, and are not limitations of the present disclosure. Those skilled in the art can select and appropriately install the appropriate sensor based on cost, design requirements, sensor technology development, and the like.
In the above, the present disclosure describes an aircraft and a sensor and its installation according to an embodiment of the present disclosure in conjunction with fig. 1 to 5. Hereinafter, the present disclosure will describe a control method of an aircraft according to an embodiment of the present disclosure with reference to fig. 6 to 10.
The control method of an aircraft according to an embodiment of the present disclosure includes: at least one of steering and wing flapping synchronization of the aircraft is controlled by controlling rotation of at least one of a first motor (e.g., first motor 106 in fig. 1) and a second motor (e.g., second motor 108 in fig. 1) of the aircraft based on signals generated by sensors (e.g., hall sensors described above in connection with fig. 3-4B or photoelectric sensors described above in connection with fig. 5), as will be described in detail below in connection with fig. 6-10 with respect to specific example embodiments thereof. A first motor for controlling flapping of a first wing of the aircraft (e.g., first wing 110 in FIG. 1), a second motor for controlling flapping of a second wing of the aircraft (e.g., second wing 112 in FIG. 1); the signal is generated by the sensor in response to at least one of the first wing and the second wing reaching a predetermined position or based on a flapping of at least one of the first wing and the second wing over a range of travel or angle.
According to the control method of the aircraft, the wings on the two sides of the aircraft can be controlled to fly respectively through the double motors, and compared with the method that the wings on the two sides of the aircraft are controlled through the single motor, the power transmission mechanism of the double motors is smaller, so that the weight of the aircraft can be reduced. In addition, according to the aircraft of the embodiment of the disclosure, because the flight of the wings on two sides of the aircraft can be respectively controlled through the double motors to control the steering of the aircraft, the steering speed and the steering angle of the aircraft can be more flexibly changed. Further, an aircraft that controls the steering of the aircraft using the control method according to the embodiment of the present disclosure may not have a tail rudder mechanism for steering, and thus the weight of the aircraft may be further reduced.
FIG. 6 is an example flow diagram of controlling synchronization of wing flapping of an aircraft according to an embodiment of the present disclosure. As shown in fig. 6, a control method S600 of an aircraft according to an embodiment of the present disclosure starts at step S610. At step S610, it is determined whether flapping of the first wing and the second wing is synchronized based on the signal generated by the sensor. In one implementation, whether flapping of the first wing and the second wing is synchronized may be determined by determining whether the first wing and the second wing reach a particular location at the same time based on a signal generated by a sensor.
Regarding the specific position, in one embodiment it may be the same as the first and second predetermined positions described above, e.g. the first and second predetermined positions are both with the wing in the uppermost position, and the specific position is also with the wing in the uppermost position. In another embodiment, the specific position may be different from the first and second predetermined positions described above, e.g. both the first and second predetermined positions are with the wings in the uppermost position and the specific position is with the wings in the intermediate position. In this case, it may be determined that the wings reach the specific positions, for example, based on a predetermined time having elapsed after the wings reach the predetermined positions. For example, assuming that the wings flap evenly and the time for the wings to perform one full flap (i.e., flap down from the wing being at the highest position to the wing being at the lowest position to the wing returning to the highest position) is 2S, and the predetermined position is that the wings are at the highest position, it can be determined that the wings have reached the specific position after 0.5S has passed after it is determined that the wings have reached the predetermined position based on the signal generated by the sensor.
After that, the method proceeds to step S620. At step S620, in response to determining that the flapping of the first wing and the second wing are not synchronized, the synchronization of the flapping of the first wing and the second wing is controlled by controlling rotation of at least one of the first motor and the second motor.
To better understand the control method of the aircraft according to the embodiments of the present disclosure controls the synchronization of the aircraft. Hereinafter, the present disclosure will give specific example embodiments of determining whether flapping of the first wing and the second wing are synchronized based on the signal generated by the sensor in step S610, and controlling synchronization of flapping of the first wing and the second wing by controlling rotation of at least one of the first motor and the second motor in step S620. For convenience of description, hereinafter, unless otherwise specifically noted, it is assumed that the first predetermined position and the second predetermined position are both with the wings in the uppermost position, and the characteristic position is also with the wings in the uppermost position. Further, it is assumed that the sensor is a hall switch sensor, and the hall device outputs a low level when the sensing magnet enters the active area of the corresponding hall device.
Regarding the processing of step S610, as shown in fig. 7, it is assumed that the gear set to which the first crank gear 320 belongs drives the left wing (e.g., the first wing 110 shown in fig. 1) of the aircraft, and the gear set to which the second crank gear 322 belongs drives the right wing (e.g., the second wing 112 shown in fig. 1) of the aircraft. The first sensing magnet origin 702 is the position where the sensing magnet corresponds to the first hall device (e.g., the first hall device 306 of fig. 3), i.e., the sensing magnet is facing the hall device working surface when in this position, i.e., the left wing of the aircraft is at the highest position when the sensing magnet of the first crank gear 320 is in this position. The second sensing magnet origin 704 is the location where the sensing magnet corresponds to a second hall device (e.g., the second hall device 308 depicted in fig. 3), when the sensing magnet of the second crank gear 322 is in this position, the right wing of the aircraft is in the highest position. First and second induction magnet starting points 706 and 708 are the starting positions of the aircraft upon power-up. It can be seen that the two wings of the aircraft shown in figure 7 are not in the same starting position. Suppose further that the first crank gear 320 rotates clockwise and the second crank gear 322 rotates counterclockwise. It can be seen that the right wing sensing magnet is located closer to the right wing second sensing magnet origin 704 than the left wing to the left wing first sensing magnet origin 702. When the wings flap, the induction magnet corresponding to the second Hall device enters the effective area of the second Hall device earlier than the induction magnet corresponding to the first Hall device. When the second induction magnet enters the active area of the second hall device, i.e., reaches the origin of the second induction magnet, the second hall device will output a low level to the processor, and the processor knows that the right wing of the aircraft has reached the highest position, but the left wing of the aircraft has not reached the highest position because the second hall device has not yet output a low level to the processor. In this manner, the processor of the aircraft may determine that the flapping of the first wing and the second wing of the aircraft is not synchronized.
When it is determined that the flapping of the first wing and the second wing of the aircraft are not synchronized, the aircraft may control the flapping of the first wing and the second wing to be synchronized by controlling the rotation of at least one of the first motor and the second motor.
Specifically, in one embodiment, controlling synchronization of flapping of the first wing and the second wing by controlling rotation of at least one of the first motor and the second motor may comprise: stopping the rotation of the motor corresponding to the wing (namely, the right wing of the aircraft) which reaches a specific position in the first wing and the second wing; in response to a signal generated by the sensor indicating that the other of the first wing and the second wing (i.e., the left wing of the aircraft) reaches a particular position (e.g., the first hall device in fig. 7 outputs a low level), the motor corresponding to the wing that first reached the particular position is controlled to rotate at the same rotational speed as the rotational speed of the motor corresponding to the other wing. After that, even if the flapping states of the two wings are slightly deviated and not too large, the flapping states of the two wings can be periodically finely adjusted by detecting the output signals of the Hall devices, so that the wings keep synchronous states.
In another embodiment, controlling synchronization of flapping of the first wing and the second wing by controlling rotation of at least one of the first motor and the second motor comprises: the method comprises the steps of reducing the rotating speed of a motor corresponding to one of a first wing and a second wing which reaches a specific position first (for example, the right wing shown in fig. 7), and increasing the rotating speed of a motor corresponding to the other of the first wing and the second wing (for example, the left wing shown in fig. 7), wherein the reduced rotating speed of the motor corresponding to the wing which reaches the specific position first and the increased rotating speed of the motor corresponding to the other wing are determined based on the rotating speed of the motor corresponding to the wing which reaches the specific position first before adjustment, the rotating speed of the motor corresponding to the other wing before adjustment, the time difference between the first wing and the second wing which reach the specific position and the preset number of times of wing flapping required for synchronizing the flapping of the first wing and the second wing. Note that, in the present disclosure, the reduction amount of the rotation speed of the motor corresponding to the wing of the first wing and the second wing that reaches the specific position first may be 0, or the increase amount of the rotation speed of the motor corresponding to the other wing of the first wing and the second wing may be 0. In other words, during the control of the synchronization of the flapping of the wings of the aircraft, it is possible to reduce the rotation speed of the motor corresponding to only one of the first wing and the second wing that reaches the specific position first, or to increase the rotation speed of the motor corresponding to only the other one of the first wing and the second wing.
Specifically, the rotation speeds of the crank gears of the two reduction gear sets can be calculated according to the rotation speeds of the two motors, and then the rotation speed and the required time of the crank gears when the wings on the two sides reach the synchronous state are calculated according to the low level time sent by the Hall device.
For example, when the aircraft is powered on, when the situation that any induction magnet passes through the origin of the induction magnet is not detected, the speeds of the two crank gears are the same and are in opposite directions. Assume that the induction magnet of the second crank gear 322 reaches the origin of the induction magnet earlier than the induction magnet of the first crank gear 320, and the time difference is Δ t. And assuming that the adjusted speeds of the second crank gear 322 and the first crank gear 320 are ω _2 and ω _1, respectively, and it is required that the second crank gear 322 and the first crank gear 320 rotate 10 cycles after passing through the origin of the induction magnet, respectively, to enter the synchronous state, the angle passed by the induction magnet on the first crank gear 320 is:
θ_1＝ω_1*t＝2π*10 (1)
the angle through which the induction magnet on the second crank gear 322 passes is:
θ_2＝ω_2*t＝2π*10-ω*Δt (2)
namely, it is
ω_1*t＝ω_2*t+ω*Δt (3)
Then:
ω_1-ω_2＝ω*Δt/t (4)
in equation (4) above, ω and Δ t are known quantities, and when ω _1 is set, t can be calculated according to the following equation:
t＝2π*10/ω_1 (5)
at this time, ω _2 can be calculated according to the following equation:
ω_2＝ω_1-ω*Δt/t (6)
thus, by calculation, the value of ω _2 can be obtained. After the rotational speeds ω _1 and ω _2 of the first crank gear 320 and the second crank gear 322 are obtained, the rotational speeds of the first motor and the second motor may be obtained according to the structure of the gear set. After 10 revolutions of the first crank gear 320 and the second crank gear 322 at the rotational speeds ω _1 and ω _2, a synchronization of the two crank gears, i.e. a synchronization of the flapping of the wings on both sides of the aircraft, can be substantially achieved. Even if the complete synchronization is not realized, the purpose of the complete synchronization can be realized through fine adjustment, and then the two motors are controlled to rotate at the same speed. An example of a possible fine tuning method is as follows:
assuming that the time taken for the second crank gear 322 and the first crank gear 320 to rotate one turn is T, the rotation speeds are the same and both are ω, but the first crank gear 320 slightly exceeds the second crank gear 322 by Δ T. Δ T can be calculated, i.e. known, then the speed of the second crank gear 322, if it were to catch up to the first crank gear 320 in one revolution, would need to be adjusted temporarily to:
ω_2’＝ω+ω*ΔT/T (7)
where ω _ 2' is the adjusted rotational speed of the second crank gear. After the induction magnet of the second crank gear 322 reaches the origin 704 of the second induction magnet, the speed is changed to ω again.
After the flapping of the first wing and the second wing of the aircraft enter a synchronous state, the flapping frequency of the double wings can be controlled according to the instruction of the remote controller, so that the aircraft can fly in an expected manner. During the flight, the output signal of the sensor can be monitored to keep the synchronization of the double-wing flapping.
The control method for controlling the synchronization of the flapping of the wings of the aircraft based on the signals generated by the sensors as described above may constantly monitor whether the flapping of the wings of the aircraft are synchronized and adjust the flapping of the wings of the aircraft based on the monitoring result so that the aircraft may maintain the synchronization of the flapping of the wings throughout the flight.
In addition, in one embodiment, when the double-wing flapping of the aircraft is synchronous, the aircraft can be influenced by factors such as structure, and even if a turning command of a remote controller is not received, the aircraft cannot fly in a straight line, and the problem of automatic deflection of the flight occurs. To address this issue, the aircraft may also include at least one of a gyroscope, an accelerometer, a GPS module, and the like. The gyroscope and accelerometer can determine the state of the aircraft. If the aircraft does not receive a turn command but deflects due to the influence of structure or external factors, such as a right deflection, the processor of the aircraft may control the rotational speeds of the two motors to produce a rotational speed difference, for example, such that the flapping speed or frequency of the right wing of the aircraft is higher than the flapping speed or frequency of the left wing of the aircraft, thereby correcting the flight attitude of the aircraft.
In the above, the present disclosure describes, in conjunction with fig. 6 and 7, an example method of controlling synchronization of wing flapping of an aircraft, according to an embodiment of the present disclosure. Hereinafter, the present disclosure will describe an example method of controlling steering of an aircraft according to an embodiment of the present disclosure in conjunction with fig. 8-10.
Similar to the method described above for controlling synchronization of wings of an aircraft according to embodiments of the present disclosure, for ease of illustration, it is assumed hereinafter, unless explicitly stated otherwise, that both the first and second predetermined positions are with the wings in the uppermost position, and that the characteristic position is also with the wings in the uppermost position. Further, it is assumed that the sensor is a hall switch sensor, and the hall device outputs a low level when the sensing magnet enters the active area of the corresponding hall device.
In the present disclosure, controlling steering of the aircraft by controlling rotation of at least one of a first motor and a second motor of the aircraft based on a signal generated by a sensor includes: controlling rotation of at least one of a first motor and a second motor of the aircraft based on signals generated by the sensors such that flapping speeds or flapping frequencies of the first wing and the second wing are different to control steering of the aircraft. In one embodiment, the steering of the aircraft (e.g., turning to the right) may be controlled by causing a flapping speed of a wing of the first and second wings that corresponds to the direction of steering (e.g., the right side wing of the aircraft when turning to the right) to be lower than the other wing of the first and second wings (e.g., the left side wing of the aircraft when turning to the right). In another embodiment, the turning of the aircraft (e.g., turning to the right) may be controlled by stopping rotation of the motor corresponding to the direction of turning in response to the sensor generating a signal indicating that a wing of the first and second wings corresponding to the direction of turning (e.g., turning to the right, the right wing of the aircraft) reaches a particular position. In this embodiment, mechanical structural restrictions or motor detents may be provided at specific locations so that the wings stopped from flapping remain stationary in a fixed position, in a gliding position, to quickly complete the turn. The aforementioned control method of controlling the steering of the aircraft is suitable for both the first motor and the second motor being a unidirectional rotating motor or a bidirectional rotating motor.
In the case where the first and second motors are capable of bi-directional rotation, the turning of the aircraft may be controlled based on signals generated by the sensors to control the turning of at least one of the first and second motors of the aircraft such that at least one of the flapping speeds and the flapping ranges of the first and second wings are different. In the present disclosure, the flapping range includes a flapping stroke range or a flapping angle range. Specifically, as shown in fig. 8, the flapping range of travel may be the range of travel S between the first flapping high point 802 and the first flapping low point 804, or the range of travel S' between the second flapping high point 806 and the second flapping low point 808. The flapping angle range may be the angle theta formed by the first flapping high point 802 and the first flapping low point 804, or the angle theta' formed by the second flapping high point 806 and the second flapping low point 808.
Specifically, in one embodiment, the following steps may be performed one or more times to control the steering of the aircraft: in response to the sensor generating a signal indicating that a wing of the first and second wings that corresponds to the direction of the turn (e.g., a right wing of the aircraft when turning to the right) reaches a particular position, stopping rotation of the motor that corresponds to the direction of the turn; and after a first predetermined time after stopping the rotation of the motor corresponding to the direction of the turn, reversing the rotation of the motor corresponding to the direction of the turn. In the implementation, the wings corresponding to the steering direction can be kept to flap up and down at a fixed position without arranging mechanical structure limitation or motor clamping at a specific position, so that the steering can be quickly completed, and the structure of the aircraft is simplified.
The control method of the aircraft according to the embodiment of the disclosure described above makes the speed and angle of the steering of the aircraft more flexible and changeable because the steering of the aircraft can be controlled by controlling the flight of the wings on both sides of the aircraft respectively through the double motors. In addition, the aircraft controlled by the control method of the aircraft according to the embodiment of the present disclosure may not have a tail rudder mechanism for steering, and thus the weight of the aircraft may be further reduced.
Further, in the present disclosure, controlling the steering of the aircraft by controlling the rotation of at least one of the first motor and the second motor of the aircraft based on the signal generated by the sensor may control the rotation of at least one of the first motor and the second motor of the aircraft such that at least one of the flapping speed and the flapping range of the first wing and the second wing are different, in addition to controlling the rotation of at least one of the first motor and the second motor of the aircraft based on the signal generated by the sensor as described above, the wings on both sides of the aircraft may be controlled at a time during the flapping process, with both the first wing and the second wing being in a specific position to control the steering of the aircraft. In this embodiment, since both the first wing and the second wing of the aircraft are in specific positions at a time during the turning, this turning method can increase the synchronization of wing flapping and the stability of the aircraft during turning, enabling the aircraft to turn smoothly, as compared to the turning described above in connection with fig. 8.
For a better understanding and practice of the present disclosure by those skilled in the art, the present disclosure will hereinafter describe, in connection with fig. 9 and 10, an example embodiment for an aircraft with both the first wing and the second wing in a particular position at a time during turning. Note that fig. 9 and 10 illustrate only an example method for implementing smooth steering of an aircraft, and are not limiting of the present disclosure. In a specific implementation, the method described in fig. 9 or fig. 10 may be repeatedly implemented one or more times according to steering requirements, such as a steering angle, and the like.
FIG. 9 is an example flowchart of controlling steering of an aircraft according to an embodiment of the disclosure. As shown in fig. 9, an example method S900 of controlling steering of an aircraft according to an embodiment of the disclosure begins at step S910. At step S910, in response to the sensor generating a signal indicating that a wing of the first and second wings corresponding to the direction of the turn (e.g., a right side wing of the aircraft while turning to the right) reaches a particular position, rotation of the motor corresponding to the direction of the turn is stopped. In this embodiment, it is also possible to keep the wings of the aircraft connected to the stopped motor in a fixed position by the method described above, for example by placing mechanical structural restrictions or motor grips at specific locations. After that, the method proceeds to step S920. At step S920, in response to the sensor generating a signal indicating that the other of the first and second wings (e.g., the left wing of the aircraft when turning to the right) reaches a particular position, the motor corresponding to the direction of the turn is controlled to rotate at a rotational speed greater than the rotational speed of the other of the first and second motors.
In the embodiment, the rotating speed of the motor corresponding to the steering direction is controlled to be increased, and flapping is stopped when the wings corresponding to the steering direction quickly reach a specific position; when the other wing reaches a specific position, the two wings flap downwards at the same time. Because the rotating speed of the motor of the wing corresponding to the turning direction is faster than that of the motor of the other wing, the wing corresponding to the turning direction can reach a specific position faster, and then the other wing can flap synchronously again after reaching the specific position. The flapping speeds of the wings on the two sides of the aircraft are different, the wings on the two sides of the aircraft are stressed unevenly, steering action is generated, the wings on the two sides of the aircraft are synchronous to a certain extent in the steering process, and therefore stable steering of the aircraft is achieved.
In the case where the motor of the aircraft is rotatable in both directions, the steering of the aircraft may also be controlled by the method shown in fig. 10. As shown in fig. 10, an example method S1000 of controlling steering of an aircraft according to an embodiment of the disclosure begins at step S1010. At step S1010, in response to the sensor generating a signal indicating that a wing of the first and second wings corresponding to the direction of the turn (e.g., a right side wing of the aircraft when turning to the right) reaches a particular position, the rotational speed of the motor corresponding to the direction of the turn is reduced. After that, the method proceeds to step S1020. At step S1020, after a second predetermined time after decreasing the rotation speed of the motor corresponding to the direction of turning, the rotation of the motor corresponding to the direction of turning is stopped. After that, the method proceeds to step S1030. At step S1030, after a third predetermined time after stopping the rotation of the motor corresponding to the steered direction, the rotation of the motor corresponding to the steered direction is reversed. In the present disclosure, the second predetermined time, the third predetermined time, and the reduced rotation speed of the motor corresponding to the turning direction are set such that the wing corresponding to the turning direction flaps within a predetermined flapping range associated with the turning and reaches a specific position simultaneously with the other of the first wing and the second wing, and wherein the predetermined flapping range associated with the turning is smaller than the flapping range of the other wing.
For example, assume that the synchronous rotational speed of the right crank gear (e.g., the first crank gear 320 of fig. 3) and the left crank gear (e.g., the second crank gear 322 of fig. 3) is ω. To smoothly turn to the right, the flapping range of the right wing may be made smaller than the flapping range of the left wing, and at a moment in time during flapping, both the right and left wings are in a particular position. Specifically, assuming that during normal flight the flapping ranges of the right and left wings are reciprocated from the first flapping high point 802 to the first flapping low point 804 to the first flapping high point 802 as shown in FIG. 8, when a right turn is desired, the right wing needs to be reduced in flapping range, which may be changed, for example, to a second flapping high point 806 to a second flapping low point 808 to a second flapping high point 806, i.e., a predetermined steering related flapping range.
Also, to flap in synchronization with the left wing, in one embodiment, the right wing and the left wing may be caused to reach the flapping neutral position 810 simultaneously during flapping. In another embodiment, the left wing may be caused to flap to the first flapping high point 802 when the right wing flaps to the second flapping high point 806 and to flap to the first flapping low point 804 when the right wing flaps to the second flapping low point 808. To achieve this, in one embodiment, it may be assumed that the crank gear magnet is at the origin of the magnet and the wings are in a neutral position, i.e., in this embodiment the predetermined position and the particular position are such that the wings of the aircraft are in a neutral position and the left side wings flap from the neutral position to the configurationAt the top, the crank gear rotates 90 degrees, and the required time is
Where θ is 90 ° and ω is the rotational speed of the crank gear connected to the left wing. Thus, during a smooth turn, the flapping of the right wings may proceed as follows:
1. when the right wing is sensed to reach a certain position (e.g., the hall switch sensor outputs a low level), the deceleration is started, e.g., 4/5 where the speed changes to the original speed;
2. passing a second predetermined time, e.g.
And then, the motor stops rotating, and at the moment, the angle rotated by the crank gear is as follows:
3. after a third predetermined time, e.g.
Thereafter, the motor rotates in the reverse direction. Meanwhile, in order to ensure that the right wing synchronously arrives at the middle position of the flapping wing when the left wing returns to the middle position of the flapping wing from a high point, the speed of the motor in the reverse rotation is as follows:
when the right wing of the aircraft flaps using the flapping process described above, a stable turn (right turn) of the aircraft is achieved. It should be further noted that after the motor stops rotating, the motor is driven to rotate reversely after stopping rotating for a period of time, so as to reduce the influence of the reverse electromotive force of the motor, reduce the reverse working current and prolong the service life of the motor. Of course, when the rotation speed of the motor is not high, the motor may also be rotated in the reverse direction immediately after stopping the rotation, that is, the third predetermined time may be 0. In this case, even if a back electromotive force is present, the motor is not greatly affected. In a further embodiment, the motor driving chip is provided with a back electromotive force processing function, the processor can control the motor to rotate reversely immediately, and the back electromotive force is processed by the motor driving chip. Another embodiment is that if the motor is a micro dc servo motor, the motor driving module may be a closed-loop control module, and still can realize the reverse rotation of the motor in a very short time. In the above embodiment, because the flapping ranges of the wings on the two sides of the aircraft are different, the aircraft is subjected to different forces, and further the steering action is realized.
It should be understood that the above-mentioned embodiments are only for better understanding of the present disclosure by those skilled in the art, and do not limit the present disclosure, for example, all the parameters in the above-mentioned embodiments are only examples and do not limit the present disclosure, and those skilled in the art can appropriately set all the relevant parameters according to design requirements and the like based on understanding the idea of the present disclosure.
Further, while the above embodiments have been described assuming that the sensor is a hall switch sensor, it should be understood that this is by way of example only and not a limitation of the present disclosure. The hall switch sensors in the above embodiments may be replaced by any suitable sensor by those skilled in the art, i.e., any sensor that can detect the position of the left and right wings of the aircraft, such as the linear hall sensors described in connection with fig. 4B or the photoelectric sensors described in connection with fig. 5 in this disclosure. Furthermore, in case the sensor is a linear sensor, i.e. a sensor whose output is linear in relation to the flapping range when the wings of the aircraft flap within a certain flapping range, such as the linear hall sensor described in connection with fig. 4B, smooth turning of the aircraft may also be achieved by controlling the flapping of the one of the first and second wings corresponding to the turning direction within the predetermined turning-related flapping range and the simultaneous arrival at a specific position with the other of the first and second wings based on the association of the active area of the linear sensor with the predetermined turning-related flapping range, wherein the predetermined turning-related flapping range is smaller than the flapping range of the other of the first and second wings. Specifically, if turning to the right, for example, the effective area CD in fig. 4B may be associated with the flapping range between the second flapping high point 806 to the second flapping low point 808 shown in fig. 8, and specifically, points C, D, and E of the effective area in fig. 4B may be associated with the second flapping high point 806, the second flapping low point 808, and the flapping middle position 810 in fig. 8, respectively. The aircraft is then controlled to turn to the right based on the correlation.
In addition, in one embodiment, inertial navigation sensors such as gyroscopes and accelerometers may also be present on the aircraft to detect the attitude of the aircraft. If the inertial navigation sensor detects that the flight attitude of the aircraft is abnormal in the turning process, such as the pitch angle and the roll angle are changed too much, the processor adjusts the flapping frequency of the double wings, such as the double wing flapping speed difference is reduced, so that the flight attitude is stabilized.
The present disclosure has thus far described an aircraft and a control method of the aircraft according to embodiments of the present disclosure, which can control flight of wings on both sides of the aircraft by dual motors, respectively, whose power transmission mechanism is small compared to flight of wings on both sides of the aircraft by a single motor, and thus can reduce the weight of the aircraft, in conjunction with the accompanying drawings. In addition, according to the aircraft and the control method of the aircraft, the flight of the wings on two sides of the aircraft can be controlled through the double motors respectively to control the steering of the aircraft, so that the steering speed and the steering angle of the aircraft are more flexible and changeable. Furthermore, the aircraft according to the embodiments of the present disclosure may not have a tail rudder mechanism for steering, and thus the weight of the aircraft may be further reduced. Further, the method of controlling the steering of the aircraft of the present disclosure may achieve smooth steering of the aircraft since synchronization of the wings of the aircraft may be achieved during the steering. In addition, the aircraft according to the embodiment of the disclosure can respectively control the flight of the wings at two sides of the aircraft through the double motors, so that the problem of gravity center shift of the aircraft can be relieved by controlling flapping of the wings at two sides of the aircraft, and the problems of poor flight attitude and difficult mass production of the aircraft due to the gravity center shift are solved.
It is to be understood that the above description is only illustrative of some embodiments of the disclosure and of the principles of the technology employed. It will be appreciated by those skilled in the art that the scope of the disclosure herein is not limited to the particular combination of features described above, but also encompasses other embodiments in which any combination of the features described above or their equivalents does not depart from the spirit of the disclosure. For example, the above features and (but not limited to) the features disclosed in this disclosure having similar functions are replaced with each other to form the technical solution.
Further, while operations are depicted in a particular order, this should not be understood as requiring that such operations be performed in the particular order shown or in sequential order. Under certain circumstances, multitasking and parallel processing may be advantageous. Likewise, while several specific implementation details are included in the above discussion, these should not be construed as limitations on the scope of the disclosure. Certain features that are described in the context of separate embodiments can also be implemented in combination in a single embodiment. Conversely, various features that are described in the context of a single embodiment can also be implemented in multiple embodiments separately or in any suitable subcombination.
Although the subject matter has been described in language specific to structural features and/or methodological acts, it is to be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are disclosed as example forms of implementing the claims.
Claims (14)
1. A method of controlling an aircraft, comprising:
controlling at least one of steering and synchronization of wing flapping of the aircraft by controlling rotation of at least one of a first motor and a second motor of the aircraft based on signals generated by a sensor,
wherein the first motor is configured to control flapping of a first wing of the aircraft and the second motor is configured to control flapping of a second wing of the aircraft; the signal is generated by a sensor in response to at least one of the first wing and the second wing reaching a predetermined position or based on flapping of at least one of the first wing and the second wing over a range of travel or angle.
2. The method of claim 1, wherein controlling steering of the aerial vehicle by controlling rotation of at least one of a first motor and a second motor of the aerial vehicle based on signals generated by a sensor comprises:
controlling turning of at least one of a first motor and a second motor of the aircraft based on signals generated by a sensor such that flapping speeds of the first wing and the second wing are different to control steering of the aircraft; or
Controlling turning of at least one of a first motor and a second motor of the aircraft based on signals generated by a sensor such that at least one of flapping speed and flapping range of the first wing and the second wing are different to control steering of the aircraft if the first motor and the second motor are capable of bi-directional rotation,
wherein the flapping range comprises a flapping stroke range or a flapping angle range.
3. The method of claim 2, wherein the controlling the turning of the aircraft based on the signals generated by the sensors to control the rotation of at least one of a first motor and a second motor of the aircraft such that flapping speeds of the first wing and the second wing are different comprises:
stopping rotation of a motor corresponding to the direction of the turn in response to a sensor generating a signal indicating that a wing of the first and second wings that corresponds to the direction of the turn reaches a particular position; or
Wherein the controlling rotation of at least one of a first motor and a second motor of the aircraft based on the signals generated by the sensors such that at least one of a flapping speed and a flapping range of the first wing and the second wing are different to control steering of the aircraft comprises performing the following steps one or more times:
stopping rotation of a motor corresponding to the direction of the turn in response to a sensor generating a signal indicating that a wing of the first and second wings that corresponds to the direction of the turn reaches a particular position;
reversing rotation of the motor corresponding to the steered direction after a first predetermined time after stopping rotation of the motor corresponding to the steered direction.
4. The method of claim 1, wherein controlling steering of the aerial vehicle by controlling rotation of at least one of a first motor and a second motor of the aerial vehicle based on signals generated by a sensor comprises:
controlling rotation of at least one of a first motor and a second motor of the aircraft based on signals generated by a sensor such that flapping speeds of the first wing and the second wing are different and at a time during flapping both the first wing and the second wing are in a particular position to control steering of the aircraft; or
Controlling turning of at least one of a first motor and a second motor of the aircraft based on signals generated by sensors such that at least one of flapping speed and flapping range of the first wing and the second wing are different, and at a moment during flapping, both the first wing and the second wing are in specific positions to control steering of the aircraft, with the first motor and the second motor being capable of bi-directional rotation,
wherein the flapping range comprises a flapping stroke range or a flapping angle range.
5. The method of claim 4, wherein the controlling rotation of at least one of a first motor and a second motor of the aircraft based on the signals generated by the sensors such that flapping speeds of the first wing and the second wing are different and at a time during flapping, both the first wing and the second wing are in a particular position to control steering of the aircraft comprises performing one or more of the following:
stopping rotation of a motor corresponding to the direction of the turn in response to a sensor generating a signal indicating that a wing of the first and second wings that corresponds to the direction of the turn reaches a particular position;
controlling a motor corresponding to the direction of the turn to rotate at a rotational speed greater than a rotational speed of the other of the first motor and the second motor in response to a sensor generating a signal indicating that the other of the first wing and the second wing reaches the particular position.
6. The method of claim 4, wherein controlling rotation of at least one of a first motor and a second motor of the aircraft based on the signal generated by the sensor such that at least one of a flapping speed and a flapping range of the first wing and the second wing are different, and at a moment in time during flapping, both the first wing and the second wing are in a particular position comprises performing one or more of the following:
in response to a sensor generating a signal indicating that a wing of the first and second wings corresponding to the direction of the turn reaches a particular position, reducing a rotational speed of a motor corresponding to the direction of the turn;
stopping rotation of the motor corresponding to the direction of the turn after a second predetermined time after decreasing the rotation speed of the motor corresponding to the direction of the turn;
reversing rotation of the motor corresponding to the direction of the turn after a third predetermined time after stopping rotation of the motor corresponding to the direction of the turn,
wherein the second predetermined time, the third predetermined time, and the reduced rotational speed of the motor corresponding to the turning direction are set such that the wing corresponding to the turning direction flaps within a predetermined flap range associated with turning and reaches the specific position simultaneously with the other of the first wing and the second wing, and wherein the predetermined flap range associated with turning is smaller than the flap range of the other wing.
7. The method of claim 4, wherein the sensor is a linear sensor, and wherein controlling rotation of at least one of a first motor and a second motor of the aircraft based on signals generated by the sensor such that at least one of a flapping speed and a flapping range of the first wing and the second wing are different, and at a time during flapping, both the first wing and the second wing are in a particular position to control steering of the aircraft comprises:
controlling a wing corresponding to the turning direction of the first wing and the second wing to flap within a predetermined turning-related flapping range and to reach the specific position simultaneously with the other wing of the first wing and the second wing based on the association of the active area of the linear sensor with the predetermined turning-related flapping range,
wherein the predetermined turning-related flapping range is less than the flapping range of the other of the first wing and the second wing.
8. The method of claim 1, wherein controlling synchronization of wing flapping of the aircraft by controlling rotation of at least one of a first motor and a second motor of the aircraft based on signals generated by a sensor comprises:
determining whether flapping of the first wing and the second wing is synchronized based on a signal generated by a sensor;
controlling synchronization of flapping of the first wing and the second wing by controlling rotation of at least one of the first motor and the second motor in response to determining that flapping of the first wing and the second wing are not synchronized,
wherein whether flapping of the first wing and the second wing is synchronized is determined by determining whether the first wing and the second wing arrive at a particular location at the same time based on a signal generated by a sensor.
9. The method of claim 8, wherein controlling synchronization of flapping of the first wing and the second wing by controlling rotation of at least one of the first motor and the second motor comprises:
stopping rotation of a motor corresponding to a wing of the first wing and the second wing that reaches the specific position first,
in response to a signal generated by a sensor and indicating that the other wing of the first wing and the second wing reaches the specific position, controlling the motor corresponding to the wing which reaches the specific position first to rotate at the same rotating speed as the rotating speed of the motor corresponding to the other wing.
10. The method of claim 8, wherein controlling synchronization of flapping of the first wing and the second wing by controlling rotation of at least one of the first motor and the second motor comprises:
reducing the rotation speed of a motor corresponding to the wing of the first wing and the second wing which reaches the specific position first,
increasing the rotating speed of the motor corresponding to the other wing of the first wing and the second wing,
wherein the reduced rotation speed of the motor corresponding to the wing which reaches the specific position first and the increased rotation speed of the motor corresponding to the other wing are determined based on the rotation speed of the motor corresponding to the wing which reaches the specific position first before adjustment, the rotation speed of the motor corresponding to the other wing before adjustment, the time difference between the first wing and the second wing reaching the specific position, and the preset number of times of wing flapping required for synchronizing the flapping of the first wing and the second wing.
11. The method of any of claims 1-10, wherein the sensor is one of a hall sensor and a photosensor.
12. The method of claim 11, wherein when the sensor is a hall sensor, the hall sensor comprises an N-level hall sensor and an S-level hall sensor, the N-level hall sensor and the S-level hall sensor are mounted on a frame of a first gear set and a second gear set connected to the first wing and the second wing, respectively, and an induction magnet is mounted on a gear of each of the first gear set and the second gear set, the induction magnet being mounted in a position such that an output signal of the hall sensor changes when the first wing and the second wing reach the predetermined position; or
When the sensor is a photoelectric sensor, the photoelectric sensor comprises an emitting end and a receiving end, the emitting end and the receiving end are installed on two sides of a gear of a first gear set and a gear of a second gear set which are respectively connected with the first wing and the second wing, a through hole is formed in each gear of the first gear set and the second gear set, and the output signal of the photoelectric sensor is changed when the first wing and the second wing reach the preset position due to the arrangement position of the through hole.
13. An aircraft comprising a sensor, a processor, a first motor, a second motor, a first wing, and a second wing, wherein
The sensor is used for identifying the positions of the first wing and the second wing;
the first motor is connected with the first wing and is used for controlling flapping of the first wing;
the second motor is connected with the second wing and is used for controlling the flapping of the second wing;
the processor is configured to perform the method of any one of claims 1-12.
14. An ornithopter comprising:
a fuselage extending along a longitudinal axis of the ornithopter;
the first transmission mechanism and the second transmission mechanism are respectively connected to the machine body;
the first motor is arranged on the first side of the machine body and controls the flapping of the first wings through the first transmission mechanism;
the second motor is arranged on the opposite second side of the body and controls the flapping of the second wings through the second transmission mechanism;
the sensor is arranged on the first transmission mechanism and the second transmission mechanism;
an electronic control system coupled to the fuselage and controlling rotation of at least one of the first and second motors based on signals generated by the sensor to control at least one of steering and synchronization of wing flapping of the ornithopter.
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| CN202011086908.0A CN112224408A (en) | 2020-10-12 | 2020-10-12 | Aircraft and control method for aircraft |
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Cited By (1)
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| CN112965531A (en) * | 2021-03-04 | 2021-06-15 | 中国矿业大学 | Microminiature aircraft for unmanned detection of coal mine goaf and method thereof |
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