TW202323145A - System for controlling powerless fixed-wing airplane - Google Patents

Abstract

A system for controlling powerless fixed-wing airplane is disclosed in the present invention. The system includes a transducer, a remote controller, a communication module, a controller, a motor assembly, a first propeller, a second propeller, and a battery. The transducer is utilized to obtain a yaw angle and a roll angle of a powerless fixed-wing airplane. The remote controller is utilized to generate a velocity command and a direction command. The communication module, the controller, and the motor assembly are utilized to make the first propeller, and the second propeller rotate to control velocity and direction of the powerless fixed-wing airplane.

Description

Fixed-wing unpowered aircraft control system

The invention relates to a system, in particular to a control system for a fixed-wing unpowered aircraft.

Since the Wright Brothers invented the airplane, it is no longer a dream for humans to soar in the sky like birds. Nowadays, human beings want to experience the fun of flying. In addition to taking a real plane, there are also many different aircraft models for operating experience, such as: simple paper planes, complex and sophisticated remote control planes, etc. Although paper airplanes are easy to make, they are quite different from real airplanes; the disadvantages of remote-controlled airplanes are that they are expensive and afraid of falling, but in the early stages of learning, falling airplanes is inevitable. Therefore, a foam airplane that is similar in shape to a real airplane, durable, and cheap has sprung up rapidly in recent years, becoming an airplane model that almost every child owns.

Please refer to the first figure and the second figure, wherein, the first figure shows a perspective view of the foam aircraft of the prior art; and, the second figure shows the use state diagram of the prior art. As shown in the figure, a foam aircraft PA1 includes a fuselage body PA11 , a first wing PA12 and a second wing PA13 . The foam aircraft PA1 has a roll (Roll) axis X1, a yaw (Yaw) axis X2 and a pitch (Pitch) axis X3. The roll axis X1 defines a roll angle, the yaw axis X2 defines a yaw angle, and the pitch axis X3 defines a pitch angle. This is common knowledge in the technical field, so it will not be repeated here. A user U1 can use the hand HR1 to throw the foam plane PA1.

Compared with the paper airplane, the foam airplane PA1 looks more like a real airplane, and it can fly farther from the PAD; compared with the remote control airplane, the foam airplane PA1 is more resistant to falling due to its material, and the price is cheaper. However, the flight distance PAD is usually related to the wind direction, the height PAH of the user U1, and strength. Generally, the user U1 is a young child with a height PAH of about 100 cm, and his strength cannot be compared with that of an adult. The distance to PAD is relatively short, and it is impossible to control the acceleration, deceleration and steering of the foam aircraft PA1 by itself. Therefore, there is room for improvement in the prior art.

In view of the large difference between paper airplanes and real airplanes in the previous technology, remote-controlled airplanes are expensive and afraid of falling, and the flight distance of foam airplanes is affected by wind direction, user's height and strength, and it is impossible for users to automatically Control the acceleration, deceleration and steering of the foam aircraft and various problems derived from it. One of the main objectives of the present invention is to provide a fixed-wing unpowered aircraft control system to solve at least one problem in the prior art.

In order to solve the problems of the prior art, the present invention adopts the necessary technical means to provide a fixed-wing unpowered aircraft control system, which is arranged on a fixed-wing unpowered aircraft, and is used to lift off the ground when the fixed-wing unpowered aircraft is subjected to an external force. Finally, control the flight of the fixed-wing unpowered aircraft. The fixed-wing unpowered aircraft has a fuselage body, a first wing and a second wing. The fixed-wing unpowered aircraft control system includes a sensing module, a remote control module, a communication module, a control module, a motor assembly, a first propeller, a second propeller and a power supply module. The sensing module is used for sensing a yaw angle and a roll angle of the fixed-wing unpowered aircraft at each sensing time point, and the yaw angle is defined by a yaw axis. The remote control module is used to generate a steering command and a speed command in an operable manner. The communication module communicates with the remote control module to receive steering commands and speed commands. The control module is electrically connected to the sensing module and the communication module, and has at least one control rule built in. The control rule is defined according to the yaw angle, roll angle, steering command and speed command and transmits a set of first flight state control signals with a second set of flight state control signals.

The motor assembly is electrically connected to the control module for receiving a set of first flight state control signals and a set of second flight state control signals. The first propeller is arranged on the first wing, is connected with the motor assembly, has a first central axis parallel to the roll axis, and is driven by the motor assembly to rotate according to the first flight state control signal. The second propeller is arranged on the second wing, connected with the motor assembly, has a second central axis parallel to the roll axis, and is driven by the motor assembly to rotate according to the second flight state control signal. The power supply module is used to provide a main power to the sensing module, the communication module, the control module and the motor assembly. Wherein, the fixed-wing unpowered aircraft is controlled by the first flight state control signal and the second flight state control signal to accelerate, decelerate or turn, and the first flight state control signal includes a first balance signal, a first steering signal and A first speed signal, the second flight state control signal includes a second balance signal, a second steering signal and a second speed signal.

On the basis of the above-mentioned necessary technical means, an auxiliary technical means derived from the present invention is to make the control module in the control system of the fixed-wing unpowered aircraft further include a balance unit, a speed unit and a steering unit. The balance unit defines the first balance signal and the second balance signal by using the control rule. The speed unit defines a first speed signal and a second speed signal by using a control rule. The steering unit defines a first steering signal and a second steering signal by using a control rule.

On the basis of the above-mentioned necessary technical means, an auxiliary technical means derived from the present invention is to make the control module in the control system of the fixed-wing unpowered aircraft further include a selection unit, and the selection unit is operated to select a plurality of control modes. One is to enable the control module to define the first flight state control signal and the second flight state control signal in the control mode.

On the basis of the above-mentioned necessary technical means, an auxiliary technical means derived from the present invention is to make the control mode in the fixed-wing unpowered aircraft control system further include a first mode. In the first mode, the control rule uses the roll angle A first balance signal and a second balance signal are defined, and a first turn signal and a second turn signal are defined by using the roll angle and the turn command.

On the basis of the above-mentioned necessary technical means, an auxiliary technical means derived from the present invention is to make the control mode in the fixed-wing unpowered aircraft control system further include a second mode. In the second mode, the control rule uses the yaw The angle defines the first balance signal and the second balance signal, and uses the yaw angle and the steering command to define the first turn signal and the second turn signal.

On the basis of the above-mentioned necessary technical means, an auxiliary technical means derived from the present invention is to make the control mode in the control system of the fixed-wing unpowered aircraft further include a third mode. In the third mode, the control rule uses the yaw One of the angle and the roll angle defines a first balance signal and a second balance signal, and the other of the yaw angle and the roll angle and the steering command define a first turn signal and a second turn signal.

On the basis of the above-mentioned necessary technical means, an auxiliary technical means derived from the present invention is to make the control module in the control system of the fixed-wing unpowered aircraft further include a balance stop unit, which is electrically connected to the steering unit and the balance The unit is used to make the balance unit stop defining the first balance signal and the second balance signal when the steering command is received, and make the balance unit continue to define the first balance signal and the second balance signal when the steering command is not received Signal.

On the basis of the above-mentioned necessary technical means, an auxiliary technical means derived from the present invention is to make the control rules in the fixed-wing unpowered aircraft control system include a conversion relation, and the conversion relation includes a corresponding first flight state control The output value of the signal and the second flight state control signal, an input value and a conversion value, the output value is equal to the product of the input value and the conversion value, and the input value is the corresponding steering command, the yaw angle of any two adjacent time points The difference or the difference between the roll angles of any two adjacent time points.

On the basis of the above-mentioned necessary technical means, an auxiliary technical means derived from the present invention is to make the first flight state control signal in the fixed-wing unpowered aircraft control system further include a first adjustment signal, a second flight state control signal It further includes a second adjustment signal, the control module further includes an adjustment unit, the adjustment unit is used to define the first adjustment signal and the second adjustment signal by using control rules when the remote control module generates an adjustment command, and the adjustment command and related to the roll angle.

On the basis of the above-mentioned necessary technical means, an auxiliary technical means derived from the present invention is to make the sensing module in the control system of the fixed-wing unpowered aircraft further include a three-axis gyroscope, a three-axis acceleration unit and a magnetic The measuring unit, the three-axis gyroscope, the three-axis acceleration unit and the magnetic measuring unit are used to sense the yaw angle and the roll angle.

On the basis of the above-mentioned necessary technical means, an auxiliary technical means derived from the present invention is to make the motor assembly in the control system of the fixed-wing unpowered aircraft include a motor drive module, a first motor and a second motor. The motor driving module is used for receiving the first flight state control signal and the second flight state control signal. The first motor is electrically connected to the motor driving module and connected to the first propeller, and is used for driving the first propeller to rotate according to the first flight state control signal. The second motor is electrically connected to the motor driving module and connected to the second propeller for driving the second propeller to rotate according to the second flight state control signal.

Based on the above, the fixed-wing unpowered aircraft control system provided by the present invention is installed in the fixed-wing unpowered aircraft to control the flight of the fixed-wing unpowered aircraft. Compared with the prior art, the present invention uses the sensing module, remote control module, communication module, control module, motor assembly, first propeller, second propeller and power supply module to define the first flight state control signal With the second flight state control signal, the fixed-wing unpowered aircraft can be operated to accelerate, decelerate and turn, and the flight distance will not be limited by the wind direction, the height and strength of the user. In addition, the balance stop unit prevents the balance signal from affecting the turn signal. In addition, different control modes can be switched according to fixed-wing unpowered aircraft of different sizes, and a single remote control module can also be used to correspond to different control modes. The upper and lower limits can also prevent the fixed-wing unpowered aircraft from turning over and falling, so that the user can control the fixed-wing unpowered aircraft more safely. The adjustment unit can also adjust the effect of the roll angle in response to the state of the fixed-wing unpowered aircraft itself.

The specific implementation manner of the present invention will be described in more detail below with reference to schematic diagrams. The advantages and features of the present invention will be more clear from the following description and claims. It should be noted that all the drawings are in very simplified form and use imprecise scales, which are only used to facilitate and clearly assist the purpose of illustrating the embodiments of the present invention.

Please refer to the third figure to the fifth figure together, wherein, the third figure shows the block diagram of the fixed-wing unpowered aircraft control system provided by the preferred embodiment of the present invention; the fourth figure shows the preferred embodiment of the present invention The schematic diagram of the control system of the fixed-wing unpowered aircraft provided; and, the fifth diagram shows the schematic diagram of the present invention installed in the foam aircraft. As shown in the figure, a fixed-wing unpowered aircraft control system 1 is set in a fixed-wing unpowered aircraft to control the flight of the fixed-wing unpowered aircraft after the fixed-wing unpowered aircraft is lifted off the ground by an external force, and includes a A sensing module 11 , a remote control module 12 , a communication module 13 , a control module 14 , a motor assembly 15 , a first propeller 16 , a second propeller 17 and a power supply module 18 .

It should be noted that the fixed-wing unpowered aircraft is shown here as a foam aircraft 2, and the foam aircraft 2 is the same as the foam aircraft PA1 of the prior art, including a fuselage body 21, a first wing 22 and a The second wing 23 has a roll (Roll) axis X1, a yaw (Yaw) axis X2 and a pitch (Pitch) axis X3. The roll axis X1 defines a roll angle, the yaw axis X2 defines a yaw angle, and the pitch axis X3 defines a pitch angle. The above-mentioned foam airplane 2 is only for illustration, and is not a limitation. The fixed-wing unpowered airplane can also be an airplane made of materials such as cardboard, pearl board, and balsa wood. It itself has a fixed wing structure and does not Devices with any built-in flight power.

The sensing module 11 is used for sensing a yaw angle Y1 (marked in the sixth figure) and a roll angle R1 (marked in the seventh figure) of the foam aircraft 2 at each sensing time point. In this embodiment, the sensing module 11 further includes a three-axis gyroscope 111, a three-axis acceleration unit 112 and a magnetic force measurement unit 113, the three-axis gyroscope 111, the three-axis acceleration unit 112 and the magnetic force measurement unit 113 is used to sense the yaw angle Y1 and the roll angle R1.

The remote control module 12 is used to generate a steering command and a speed command, and has an operation interface 121 . In this embodiment, the remote control module 12 draws a picture of a mobile phone, and the operation interface 121 is the screen of the mobile phone, and has a first operation area 1211 and a second operation area 1212 , but it is not limited thereto. The remote control module 12 can also be a component or device with remote control function such as a remote control, a remote control device, etc. The operation interface 121 can also include a joystick, an operation button, etc. for the user to operate.

The communication module 13 communicates with the remote control module 12 for receiving steering commands and speed commands. In this embodiment, the communication module 13 communicates with the remote control module 12 through Bluetooth, but it is not limited thereto.

The control module 14 is electrically connected to the sensing module 11 and the communication module 13, has at least one control rule built in, and uses the control rule, yaw angle Y1, roll angle R1, steering command and speed command to define and transmit a set of A first flight state control signal and a group of second flight state control signals. Wherein, the first flight status control signal includes a first balance signal, a first steering signal and a first speed signal, and the second flight status control signal includes a second balance signal, a second steering signal and a second speed signal Signal. In this embodiment, the control module 14 further includes a balance unit 141 , a speed unit 143 , a steering unit 142 , a selection unit 144 , a balance stop unit 145 and an adjustment unit 146 . In this embodiment, the sensing module 11, the communication module 13 and the control module 14 form a circuit board B1, and a Micro:bit hardware learning board can be used in practice.

The motor assembly 15 is electrically connected to the control module 14 for receiving the first flight state control signal and the second flight state control signal, and includes a motor drive module 151 , a first motor 152 and a second motor 153 . The motor driving module 151 is used for receiving a first flight state control signal and a second flight state control signal. The first motor 152 is used for receiving a first flight state control signal, and driving the first propeller 16 to rotate according to the first flight state control signal. The second motor 153 is used for receiving the second flight state control signal, and driving the second propeller 17 to rotate according to the second flight state control signal. The motor driving module 151 can be a driver or a servo driver.

The first propeller 16 is disposed on the first wing 22, connected to the first motor 152, and has a first central axis A1 parallel to the rolling axis X1. The second propeller 17 is disposed on the second wing 23, connected to the second motor 153, and has a second central axis A2 parallel to the rolling axis X1.

In addition, the fixed-wing unpowered aircraft control system 1 may also include a wheel assembly (not shown). The wheel assembly is arranged at the bottom of the fuselage body 21 to prevent the first propeller 16 and the second propeller 17 from colliding with the ground when the foam aircraft 2 is on the ground. In addition, the positions of the first propeller 16, the second propeller 17 and the wheel assembly make the overall structure of the fixed-wing unpowered aircraft control system 1 disposed behind the foam aircraft 2 closer to a real aircraft.

The power supply module 18 is used to provide a main power to the sensing module 11 , the communication module 13 , the control module 14 and the motor assembly 15 . In the figure, since the outlines of the control module 14 and the motor assembly 15 are indicated by dotted lines, the power supply module 18 is not shown connected to the control module 14 and the motor assembly 15 , which is hereby explained.

Next, please refer to the fifth figure to the seventh figure together, wherein, the sixth figure is a schematic diagram showing a yaw angle; and the seventh figure is a schematic diagram showing a roll angle. In order to clearly illustrate the yaw angle and roll angle, only the foam aircraft 2 is drawn in the diagram, and the control system 1 of the fixed-wing unpowered aircraft is not drawn, so as to avoid the lines being too confusing.

When the foam plane 2 rotates into the foam plane 2' with the yaw axis X2 as the center of rotation, the angle formed by the nose direction D1' of the rotated foam plane 2' and the roll axis X1 is defined as the yaw Angle Y1, as shown in the sixth figure. Because the nose direction D1' is set to be the same as the roll axis X1, it can also be regarded as the angle formed by the nose direction D1 and the nose direction D1'. Generally speaking, when the foam plane 2 rotates clockwise, the yaw angle Y1 is defined as a positive value, for example: 5 degrees, 10 degrees, etc., which is the sixth figure; when the foam plane 2 rotates counterclockwise, then The yaw angle Y1 will be defined as a negative value, for example: -3 degrees, -7 degrees, etc.

When the foam plane 2 rotates around the roll axis X1 to form a foam plane 2', the angle formed by the wing extension direction D2' of the rotated foam plane 2' and the pitch axis X3 is defined as the roll angle R1, as shown in the seventh figure. Because the wing extension direction D2 is set to be the same as the pitch axis X3, it can also be regarded as the angle formed by the wing extension direction D2' and the wing extension direction D2. Generally speaking, when the foam plane 2 rotates clockwise, the roll angle R1 will be defined as a positive value, for example: 5 degrees, 10 degrees, etc.; when the foam plane 2 rotates counterclockwise, the roll angle R1 will be defined as Negative values, such as -3 degrees, -7 degrees, etc., are the seventh picture.

Finally, please refer to the third figure, the fifth figure and the eighth figure to the tenth figure together. Among them, the eighth figure is a schematic diagram showing the acceleration of the foam aircraft controlled by the present invention; A schematic diagram of steering; and, Figure 10 is another schematic diagram showing the steering of the foam aircraft controlled by the present invention. The foam plane 2 is lifted off the ground by an external force, and can be thrown by the user U1 with the hand HR1 as in the prior art, or can be held by the user U1 with the hand HR1 to lift off the ground. After the foam plane 2 leaves the ground, the user U1 can operate the remote control module 12 to control the foam plane 2 to fly.

The user U1 can operate the first operating area 1211 to control the acceleration of the foam plane 2, as shown in the eighth figure. In more detail, the remote control module 12 generates a speed command. The speed unit 143 defines a first speed signal and a second speed signal by using a control rule after receiving the speed command. Generally speaking, the speed command will affect the shaft horse power (power) of the first propeller 16 and the second propeller 17 , and the larger the shaft power, the faster the foam aircraft 2 will move.

After the foam aircraft 2 flies, the sensing module 11 senses the yaw angle Y1 and the roll angle R1 of the foam aircraft 2 at each time point. The balance unit 141 uses the yaw angle Y1 or the roll angle R1 to define a first balance signal and a second balance signal. The purpose of the first balance signal and the second balance signal is to keep the foam aircraft 2 flying at a fixed yaw angle Y1 or roll angle R1 when no steering command is received.

The steering unit 142 uses the steering command and the yaw angle Y1 or the steering command and the roll angle R1 to define the first steering signal and the second steering signal.

In this embodiment, the selection unit 144 is operable to select one of a plurality of control modes. The control modes include a first mode M1, a second mode M2 and a third mode M3.

In the first mode M1, the balance unit 141 uses the roll angle R1 to define a first balance signal and a second balance signal, and the steering unit 142 uses the steering command and the roll angle R1 to define a first turn signal and a second turn signal; In the second mode M2, the balance unit 141 will use the yaw angle Y1 to define the first balance signal and the second balance signal, and the steering unit 142 will use the steering command and the yaw angle Y1 to define the first steering signal and the second steering signal. signal; in the third mode M3, the balance unit 141 will use one of the yaw angle Y1 and the roll angle R1 to define the first balance signal and the second balance signal, and the steering unit 142 will use the yaw angle Y1 and the roll angle The other of R1 and the turn command define a first turn signal and a second turn signal. That is to say, if the balance unit 141 uses the yaw angle Y1, the steering unit 142 will use the roll angle R1, and vice versa.

Therefore, the fixed-wing unpowered aircraft control system 1 has multiple control modes, which can be selected by the user U1 , and can also be switched to different control modes according to different foam aircraft 2 . The first mode M1 is more suitable for the common foam aircraft 2 of 48-49 cm, while the second mode M2 is more suitable for the larger foam aircraft 2 of 120 cm.

Although in this embodiment, the fixed-wing unpowered aircraft control system 1 has multiple control modes for the user U1 to choose from, even if the fixed-wing unpowered aircraft control system 1 does not have multiple control modes, it can still be used by the user U1 to control the foam aircraft 2, does not affect its implementation.

Taking the first mode M1 as an example, when the sensing module 11 senses that the roll angle R1 is 0 degrees at the first sensing time point, and senses that the roll angle R1 becomes 6 degrees at the second sensing time point, the balance unit 141 will generate the first balance signal and the second balance signal according to 6 degrees and 0 degrees, so that the foam plane 2 can return to the roll angle R1 at the previous sensing time point, so as to control the balance state of the foam plane 2 . The change of roll angle R1 may be caused by environmental factors such as wind direction. The sensing response time of the sensing module 11 is 1 ms, so there is no problem of untimely sensing.

Next, when the user U1 can operate the second operating area 1212 to generate a steering command to control the steering of the foam aircraft 2, as shown in the eighth and ninth figures. When the user U1 starts to operate the second operating area 1212 , the steering unit 142 defines a first steering signal and a second steering signal according to the steering command and the roll angle R1 . Therefore, the foam plane 2' will start to turn to the left, because the foam plane 2' rotates counterclockwise, therefore, according to the definition, the roll angle R1 of the foam plane 2' is a negative value at this time, which will be smaller than the eighth figure The roll angle R1 of the foam plane 2. Also because the foam plane 2' starts to turn, and is affected by the center of gravity, the yaw angle Y1 of the foam plane 2' will also change, and the diagram draws the nose direction D1' and the wing extension direction D2' of the foam plane 2' It is different from the nose direction D1 of the foam plane 2 and the wing extension direction D2 to indicate that the foam plane 2 turns to the left to form the foam plane 2 ′.

Preferably, in order to prevent the steering command from being affected by the first balance signal and the second balance signal, the balance stop unit 145 will stop the balance unit 141 from defining the first balance signal and the second balance signal when receiving the steering command, And when the steering command is not received, the balance unit 141 continues to define the first balance signal and the second balance signal.

When the user U1 continues to operate the second operating area 1212 to the end, the foam plane 2' will continue to turn left to form a foam plane 2''. Considering that the roll angle R1 is too large or the change of the yaw angle Y1 per second is too large, it will cause the foam aircraft 2 to turn over and fall directly. Therefore, in this embodiment, the two ends of the second operating area 1212 are steering upper and lower limits.

For a foam aircraft 2 of 48-49 cm, the upper and lower limits of the roll angle R1 are 45 degrees to -45 degrees, and the upper and lower limits of the variation of the yaw angle Y1 per second are 10 degrees to -10 degrees. Therefore, when the user U1 operates the second operating area 1212 to the leftmost end, the foam plane 2' will turn left to become the foam plane 2'', and the roll angle R1 of the foam plane 2'' is -45 degrees , the diagram also draws the nose direction D1'' and the wing extension direction D2'' of the foam plane 2'' which are different from the nose direction D1' and the wing extension direction D2' of the foam plane 2', to represent The foam plane 2' continues to turn to the left to form a foam plane 2'' with a roll angle R1 of -45 degrees.

In this embodiment, the control rule includes a transformation relation. The conversion relational expression includes an output value, an input value and a conversion value, wherein the output value is the product of the input value and the conversion value. The output value is associated with the first flight state control signal and the second flight state control signal, and the input value is associated with the steering command, yaw angle or roll angle.

For example, when the speed value in the speed command is the input value, the output value is the shaft horsepower value to be achieved by the first propeller 16 and the second propeller 17 in the first speed signal and the second speed signal. The conversion value is set according to the conversion relationship between the speed value and the shaft horsepower value. If the conversion value is 1, when the user U1 operates the first operating area 1211 to 800, the first speed signal and the second speed signal will control the first propeller 16 and the second propeller 17 to reach 800 shaft horsepower.

When the angle value in the steering command is the input value, the output value is the shaft horsepower change value to be given to the first propeller 16 and the second propeller 17 in the first steering signal and the second steering signal, wherein the first propeller 16 and the second The change values of the shaft horsepower of the two propellers 17 have a sign difference, so that the roll angle R1 reaches the angle value in the steering command. The conversion value is also set according to the conversion relationship between the angle value and the shaft horsepower value. For example, the conversion value is 2, the angle value in the steering command is -45 degrees, the current roll angle R1 is 0 degrees, the shaft horsepower change value of the first turn signal is -90, and the shaft horsepower of the second turn signal The change value is 90, therefore, the first steering signal and the first speed signal will make the shaft horsepower value of the first propeller 16 become 800-90=710, and the second steering signal and the second speed signal will make the second The shaft horsepower value of propeller 17 becomes 800+90=890. At this time, the shaft horsepower value of the second propeller 17 (right side) is relatively large, so the foam plane 2 can be controlled to turn left.

Since the roll angle R1 or the yaw angle Y1 may be used in different control modes, the value of the second operation area 1212 will be transformed first to form an angle value. For example, the left end of the second operating area 1212 is -100, and the right end is 100. When using the roll angle R1, the value in the second operating area 1212 will be divided by 2.3 before forming an angle value; when using the yaw angle Y1 , the value of the second operation area 1212 will be divided by 10 to form an angle value. The purpose of conversion is to prevent the angle value from exceeding the upper and lower limit values, and also allow the single second operation area 1212 to respond to different control modes.

When the difference between the roll angle R1 in the balance command is the input value, the output value is the shaft horsepower change value to be given to the first propeller 16 and the second propeller 17 in the first balance signal and the second balance signal, wherein, the first The shaft horse power variation values of the propeller 16 and the second propeller 17 have a sign difference. The conversion value is also set according to the conversion relationship between the angle value and the shaft horsepower value. For example, the conversion value is 2, and the difference between the roll angle R1 at two adjacent sensing time points in the balance instruction is -6 degrees (the first sensing time point is 0 degrees, and the second sensing time point is 6 degrees degrees), the shaft horsepower variation value of the first balance signal is 12, and the shaft horsepower variation value of the second balance signal is -12. Therefore, the first balance signal and the first speed signal will make the shaft horsepower of the first propeller 16 The horsepower value becomes 800+12=812, the second balance signal and the second speed signal will make the shaft horsepower value of the second propeller 17 become 800−12=788. At this time, the shaft horsepower value of the first propeller 16 (left side) is relatively large, so the foam plane 2 can be controlled to balance to the right.

Preferably, the first flight state control signal further includes a first adjustment signal, and the second flight state control signal further includes a second adjustment signal, and the adjustment unit 146 is used to control when the remote control module 12 generates an adjustment command. The rule defines the first adjustment signal and the second adjustment signal, and the adjustment command is related to the roll angle. When the user U1 only operates the first operating area 1211 and finds that the roll angle R1 of the foam aircraft 2 is not 0 degrees, for example: 2 degrees, it means that the roll angle R1 may be 2 due to the assembly relationship or the structural relationship. The normal flight status (level flight) of the foam aircraft 2 is only at a certain temperature. Therefore, the user U1 can set 2 degrees to generate the first adjustment signal and the second adjustment signal, so that in the above-mentioned mode using the roll angle R1, the basis for generating the balance signal and the steering signal is not to subtract 0 degrees, but to Subtract 2 degrees.

This embodiment takes the first mode M1 as an example, and other control modes can be deduced by analogy. After the above description, the independent fixed-wing unpowered aircraft itself is a device that does not have flight power, and the fixed-wing unpowered aircraft control system 1 of the present invention and the whole of the fixed-wing unpowered aircraft it is provided with can be regarded as a device with A flight powered device.

In summary, the fixed-wing unpowered aircraft control system provided by the present invention is installed in the fixed-wing unpowered aircraft to control the flight of the fixed-wing unpowered aircraft. Compared with the prior art, the present invention uses the sensing module, remote control module, communication module, control module, motor assembly, first propeller, second propeller and power supply module to define the first flight state control signal With the second flight state control signal, the fixed-wing unpowered aircraft can be operated to accelerate, decelerate and turn, and the flight distance will not be limited by the wind direction, the height and strength of the user. In addition, the balance stop unit prevents the balance signal from affecting the turn signal. In addition, different control modes can be switched according to fixed-wing unpowered aircraft of different sizes, and a single remote control module can also be used to correspond to different control modes. The upper and lower limits can also prevent the fixed-wing unpowered aircraft from turning over and falling, so that the user can control the fixed-wing unpowered aircraft more safely. The adjustment unit can also adjust the effect of the roll angle in response to the state of the fixed-wing unpowered aircraft itself.

Through the above detailed description of the preferred embodiments, it is hoped that the characteristics and spirit of the present invention can be described more clearly, and the scope of the present invention is not limited by the preferred embodiments disclosed above. On the contrary, the intention is to cover various changes and equivalent arrangements within the scope of the claimed patent scope of the present invention.

PA1,2,2’,2’’: foam plane PA11,21: fuselage body PA12,22: First wing PA13,23: Second wing PAD: flying distance PAH: Height 1: Fixed-wing unpowered aircraft control system 11: Sensing module 111: Three-axis gyroscope 112: Three-axis acceleration unit 113:Magnetic measuring unit 12: Remote control module 121: Operation interface 1211: The first operating area 1212: Second operating area 13: Communication module 14: Control module 141: Balance unit 142: Steering unit 143: Speed unit 144: select unit 145: balance stop unit 146: Adjustment unit 15:Motor assembly 151:Motor drive module 152: The first motor 153: Second motor 16: 1st propeller 17: Second propeller 18: Power supply module A1: First central axis A2: Second central axis B1: circuit board D1, D1’, D1’’: direction of machine head D2, D2’, D2’’: Wing extension direction HR1: hand M1: first mode M2: second mode M3: third mode R1: roll angle U1: User X1: roll axis X2: Yaw axis X3: pitch axis Y1: Yaw angle

The first figure is a three-dimensional view showing a foam aircraft of the prior art; The second diagram is a diagram showing the state of use of the prior art; The third figure shows the block diagram of the fixed-wing unpowered aircraft control system provided by the preferred embodiment of the present invention; The fourth figure shows a schematic diagram of the fixed-wing unpowered aircraft control system provided by the preferred embodiment of the present invention; The fifth figure is a schematic diagram showing that the present invention is installed in a foam aircraft; Figure 6 is a schematic diagram showing the yaw angle; Figure 7 is a schematic diagram showing the roll angle; The eighth figure is a schematic diagram showing the acceleration of the foam aircraft controlled by the present invention; The ninth figure is a schematic diagram showing the steering of the foam aircraft controlled by the present invention; and Figure 10 is another schematic diagram showing the steering of the foam aircraft controlled by the present invention.

1: Fixed-wing unpowered aircraft control system

11: Sensing module

111: Three-axis gyroscope

112: Three-axis acceleration unit

113:Magnetic measuring unit

12: Remote control module

121: Operation interface

13: Communication module

14: Control module

141: Balance unit

142: Steering unit

143: Speed unit

144: select unit

145: balance stop unit

146: Adjustment unit

15:Motor assembly

151:Motor drive module

152: The first motor

153: Second motor

18: Power supply module

M1: first mode

M2: second mode

M3: third mode

Claims (11)

A fixed-wing unpowered aircraft control system, which is installed in a fixed-wing unpowered aircraft, is used to control the flight of the fixed-wing unpowered aircraft after the fixed-wing unpowered aircraft is lifted off the ground by an external force. The powered aircraft system has a fuselage body, a first wing and a second wing, and the fixed-wing unpowered aircraft control system includes: A sensing module is used for sensing a yaw angle and a roll angle of the fixed-wing unpowered aircraft at each sensing time point, and the roll angle is defined by a roll axis; A remote control module is used to generate a steering command and a speed command by being operated; A communication module, which communicates with the remote control module to receive the steering command and the speed command; A control module, which is electrically connected to the sensing module and the communication module, has at least one control rule built in, and the at least one control rule is based on the yaw angle, the roll angle, the steering command and the speed command defining and transmitting a set of first flight state control signals and a set of second flight state control signals; A motor assembly, electrically connected to the control module, for receiving the set of first flight state control signals and the set of second flight state control signals; A first propeller is arranged on the first wing, connected to the motor assembly, has a first central axis parallel to the roll axis, and is driven by the motor assembly to rotate according to the set of first flight state control signals ; A second propeller is arranged on the second wing, connected to the motor assembly, has a second central axis parallel to the roll axis, and is driven by the motor assembly to rotate according to the set of second flight state control signals ;as well as a power supply module for providing a main power to the sensing module, the communication module, the control module and the motor assembly; Wherein, the fixed-wing unpowered aircraft is controlled by the group of first flight state control signals and the group of second flight state control signals to accelerate, decelerate or turn, and the group of first flight state control signals includes a first balance signal . A first steering signal and a first speed signal, the group of second flight state control signals includes a second balance signal, a second steering signal and a second speed signal. The fixed-wing unpowered aircraft control system as described in claim 1, wherein the control module further includes: a balance unit, using the at least one control rule to define the first balance signal and the second balance signal; a speed unit, using the at least one control rule to define the first speed signal and the second speed signal; and A steering unit uses the at least one control rule to define the first steering signal and the second steering signal. The fixed-wing unpowered aircraft control system as described in claim 1, wherein the control module further includes a selection unit, which is operated to select one of a plurality of control modes, so that the control module The set of first flight state control signals and the set of second flight state control signals are defined in the above control mode. The fixed-wing unpowered aircraft control system according to claim 3, wherein the control modes further include a first mode, and in the first mode, the at least one control rule uses the roll angle to define the first The balance signal and the second balance signal are used to define the first turn signal and the second turn signal by using the roll angle and the turn command. The fixed-wing unpowered aircraft control system as described in claim 3, wherein the control modes further include a second mode, and in the second mode, the at least one control rule uses the yaw angle to define the first A balance signal and the second balance signal, and use the yaw angle and the steering command to define the first steering signal and the second steering signal. The fixed-wing unpowered aircraft control system according to claim 3, wherein the control modes further include a third mode, and in the third mode, the at least one control rule uses the yaw angle and the roll angle one of them defines the first balance signal and the second balance signal, and uses the other of the yaw angle and the roll angle and the steering command to define the first turn signal and the second turn signal . The fixed-wing unpowered aircraft control system as described in claim 3, wherein, the control module further includes a balance stop unit, and the balance stop unit is electrically connected to the steering unit and the balance unit for receiving the When a steering command is given, the balance unit stops defining the first balance signal and the second balance signal, and when the steering command is not received, the balance unit continues to define the first balance signal and the second balance signal Signal. The fixed-wing unpowered aircraft control system as described in Claim 1, wherein the at least one control rule includes a conversion relational expression, and the conversion relational expression includes a pair of the first flight state control signal of the corresponding group and the second flight state control signal of the group An output value of the state control signal, an input value and a conversion value, the output value is equal to the product of the input value and the conversion value, and the input value corresponds to the steering command, the above-mentioned deviation at any two adjacent time points The difference of flight angle or the difference of the above-mentioned roll angle at any two adjacent time points. The fixed-wing unpowered aircraft control system as described in Claim 1, wherein, the set of first flight state control signals further includes a first adjustment signal, and the set of second flight state control signals further includes a second adjustment signal, the The control module further includes an adjustment unit, which is used to define the first adjustment signal and the second adjustment signal by using the at least one control rule when the remote control module generates an adjustment command, and the adjustment command is related to the roll angle. The fixed-wing unpowered aircraft control system as described in claim 1, wherein the sensing module further includes a three-axis gyroscope, a three-axis acceleration unit and a magnetic measurement unit, the three-axis gyroscope, the three-axis The axial acceleration unit and the magnetic measuring unit are used to sense the yaw angle and the roll angle. The fixed-wing unpowered aircraft control system as described in claim 1, wherein the motor assembly includes: A motor drive module is used to receive the set of first flight state control signals and the set of second flight state control signals; A first motor, which is electrically connected to the motor drive module and connected to the first propeller, is used to drive the first propeller to rotate according to the set of first flight state control signals; and A second motor is electrically connected to the motor driving module and connected to the second propeller, and is used to drive the second propeller to rotate according to the set of second flight state control signals.

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