WO2018040006A1

WO2018040006A1 - Control method, device and system, aerial vehicle, carrier, and operating device

Info

Publication number: WO2018040006A1
Application number: PCT/CN2016/097638
Authority: WO
Inventors: 王铭钰
Original assignee: 深圳市大疆创新科技有限公司
Priority date: 2016-08-31
Filing date: 2016-08-31
Publication date: 2018-03-08
Also published as: CN106716284A; CN106716284B

Abstract

Provided are a control method, device and system, an aerial vehicle, a carrier (120), and an operating device. The control method comprises: determining a flight mode of an aerial vehicle (210); if it is determined that the flight mode is an upright flight mode, adopting a first upright control mode to control a motion of a carrier of the aerial vehicle (220); and if it is determined that the flight mode is an inverted flight mode, adopting a first inverted control mode to control the motion of the carrier, wherein according to the same control instruction, a manner in which a motion state of the carrier changes in the first upright control mode is different from a manner in which the motion state of the carrier changes in the first inverted control mode, such that when the flight mode of the aerial vehicle changes, there is no need for a user to change their accustomed mode of operation with respect to the carrier of the aerial vehicle, thereby improving user experience.

Description

Control method, device and system, aircraft, carrier and operating device

Copyright statement

The disclosure of this patent document contains material that is subject to copyright protection. This copyright is the property of the copyright holder. The copyright owner has no objection to the reproduction of the patent document or the patent disclosure in the official records and files of the Patent and Trademark Office.

Technical field

Embodiments of the present invention relate to the field of control technologies, and in particular, to a control method, apparatus, and system, an aircraft, a carrier, and an operating device.

Background technique

With the development of flight technology, aircraft, such as UAV (Unmanned Aerial Vehicle), also known as unmanned aerial vehicles, have been developed from military to more and more civilian applications, such as UAV plant protection, UAV aerial photography. , UAV forest fire alarm monitoring, etc., and civilization is also the future development trend of UAV.

In some scenarios, a UAV can carry a payload for performing a specific task through a carrier. For example, when using UAV for aerial photography, the UAV can carry the shooting device through the pan/tilt. In some cases, depending on the flight environment, the UAV may need to fly upside down. For example, when performing forest fire monitoring, it may be necessary to photograph the target above the aircraft.

However, when the UAV is flying upside down, the UAV's flight attitude has been reversed, so that the UAV user has to change the original operating habits to adapt to the UAV's flight attitude flipping, thus giving the user the manipulation of the UAV's equipment. It is inconvenient.

Therefore, it is urgent to provide a technical solution that is convenient for the user to manipulate the equipment on the UAV when the aircraft is flying upside down.

Summary of the invention

Embodiments of the present invention provide a control method, apparatus, and system, an aircraft, a carrier, and an operating device, which are convenient for a user to manipulate a device on a UAV when the aircraft is flying upside down.

In one aspect, a control method is provided. The control method includes: determining an airplane flight mode; and controlling the aircraft by using a first erect control mode when determining that the flight mode is an upright flight mode The motion of the carrier; when determining that the flight mode is the inverted flight mode, the first inverted control mode is used to control the motion of the carrier, wherein the motion state of the carrier is controlled in the first erect control mode according to the same control command Unlike the variation of the motion state of the control carrier in the first inverted control mode, the carrier is used to carry the load.

On the other hand, a control method is provided. The control method includes: determining an airplane flight mode; and determining a posture of the aircraft by using a first erect control mode when determining that the flight mode is an upright flight mode; and adopting a first inverted control mode when determining that the flight mode is an inverted flight mode The attitude of the aircraft is controlled, wherein the manner in which the attitude of the aircraft is controlled in the first upright control mode is different from the manner in which the attitude of the aircraft is controlled in the first inverted control mode according to the same control command.

On the other hand, a control method is provided. The control method includes: determining, by the operating device of the aircraft, an airplane flight mode; the steering device transmitting the first control command to the carrier of the aircraft or the aircraft when determining that the flight mode is the upright flight mode and receiving the first control command input by the user, The first control command is configured to control a change in the attitude of the aircraft or a change in the motion state of the carrier; the steering device converts the first control command when determining that the flight mode of the aircraft is the inverted flight mode and receiving the first control command input by the user a second control command, and transmitting a second control command to the carrier of the aircraft or the aircraft, wherein the first control command controls a change manner of the attitude of the aircraft or a change manner of the motion state of the carrier and the second control command controls the attitude of the aircraft The manner of change or the state of motion of the carrier varies.

In another aspect, a control device is provided. The control device includes: a determining module, configured to determine an airplane flight mode; and a control module, configured to control the motion of the carrier of the aircraft by using the first erect control mode when the determining module determines that the flight mode is an upright flight mode, When the module determines that the flight mode is the inverted flight mode, the first inverted control mode is used to control the motion of the carrier, wherein according to the same control instruction, the motion state of the control carrier changes in the first erect control mode differently from the first The change of the motion state of the carrier is controlled in the inverted control mode, and the carrier is used to carry the load.

In another aspect, a control device is provided. The control device includes: a determining module, configured to determine an airplane flight mode; and a control module, configured to control the attitude of the aircraft in the first upright control mode when the determining module determines that the flight mode is the upright flight mode, and in determining the module When determining that the flight mode is the inverted flight mode, the first inverted control mode is used to control the attitude of the aircraft, wherein the attitude of controlling the attitude of the aircraft in the first erect control mode is different from that in the first inverted control Controls how the attitude of the aircraft changes in the system mode.

In another aspect, a control device is provided. The control device includes: a determining module, a determining module, configured to determine an airplane flight mode; and a transmitting module, configured to: when the determining module determines that the flight mode is an upright flight mode and receives a first control command input by a user, The carrier of the aircraft sends a first control instruction, and the conversion module is configured to convert the first control instruction into the second control instruction when the determining module determines that the flight mode of the aircraft is the inverted flight mode and receives the first control instruction input by the user, The transmitting module is further configured to send a second control instruction to the carrier of the aircraft or the aircraft, the first control instruction is used to control the change of the attitude of the aircraft or the motion state of the carrier, and the first control instruction controls the manner of change of the attitude of the aircraft or the carrier. The manner of change of the motion state is different from the manner in which the second control command controls the change of the attitude of the aircraft or the state of motion of the carrier, and the carrier is used to carry the load.

In another aspect, a flight control system is provided. The flight control system includes a processor and a memory, wherein the memory is configured to store instructions to cause the processor to select a respective control mode based on an airplane flight mode;

Wherein, when determining that the flight mode is the upright flight mode, the first upright control mode is used to control the motion of the carrier of the aircraft, and when the flight mode is determined to be the inverted flight mode, the first inverted control mode is used to control the motion of the carrier, wherein With the same control command, the manner in which the motion state of the carrier is controlled in the first upright control mode is different from the manner in which the motion state of the carrier is controlled in the first inverted control mode, and the carrier is used to carry the load.

In another aspect, a carrier control system is provided. The control system of the carrier includes: a processor and a memory, wherein the memory is configured to store an instruction to cause the processor to select a corresponding control mode according to an airplane flight mode; wherein, when determining that the flight mode is an upright flight mode, An erect control mode controls the motion of the carrier, and when the flight mode is determined to be the inverted flight mode, the first inverted control mode is used to control the motion of the carrier, wherein the carrier is controlled in the first erect control mode according to the same control command The manner in which the motion state changes is different from the manner in which the motion state of the carrier is controlled in the first inverted control mode, and the carrier is used to carry the load.

In another aspect, a flight control system is provided. The flight control system includes a processor and a memory, wherein the memory is configured to store instructions to cause the processor to select a respective control mode based on an aircraft flight mode, wherein the first erect is employed when determining that the flight mode is an upright flight mode The control mode controls the attitude of the aircraft, and when determining that the flight mode is the inverted flight mode, the first inverted control mode is used to control the attitude of the aircraft, wherein, according to the same control command, the first positive The manner in which the attitude of the control aircraft is controlled in the vertical control mode is different from the manner in which the attitude of the aircraft is controlled in the first inverted control mode.

In another aspect, an aircraft is provided. The aircraft includes the flight control system of the above aspect; and a plurality of propulsion devices for providing flight power to the aircraft, wherein the flight control system is communicatively coupled to the plurality of propulsion devices for controlling the operation of the plurality of propulsion devices to achieve Required posture.

In another aspect, a carrier is provided. The carrier includes: the control system according to the above aspect; and one or more rotating shaft mechanisms, wherein the rotating shaft mechanism comprises a rotating shaft and a power device for driving the rotating shaft; wherein the control system is communicatively connected with the power device for controlling the working of the power device to realize The state of motion required.

In another aspect, an operating device is provided. The manipulating device includes: a processor and a memory, wherein the memory is configured to store an instruction to cause the processor to output a corresponding control command according to an airplane flight mode: the transceiver is configured to determine, in the controller, that the flight mode is an upright flight mode and receive When the first control command input by the user is sent to the carrier of the aircraft or the aircraft, the first control command is used to control the change of the attitude of the aircraft or the change of the motion state of the carrier, and the processor is configured to determine the aircraft When the flight mode is the inverted flight mode and the first control command input by the user is received, the first control command is converted into the second control command, and the transceiver is further configured to send the second control command to the carrier of the aircraft or the aircraft, wherein The first control command controls the manner in which the attitude of the aircraft changes or the manner in which the motion state of the carrier changes, and the manner in which the second control command controls the change in the attitude of the aircraft or the manner in which the carrier motion state changes.

According to an embodiment of the present invention, by using different control modes to control the motion state of the carrier to change in different manners according to the same control command when the aircraft is in different flight modes, so that when the flight mode of the aircraft changes, there is no need to change The user's manipulation of the carrier carried by the aircraft enhances the user experience.

DRAWINGS

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings to be used in the embodiments of the present invention will be briefly described below. It is obvious that the drawings described below are only some embodiments of the present invention, Those skilled in the art can also obtain other drawings based on these drawings without paying any creative work.

1 is a schematic architectural diagram of an unmanned flight system 100 in accordance with an embodiment of the present invention.

2 is a schematic flow chart of a method of controlling an aircraft according to an embodiment of the present invention.

3A is a schematic view showing a rotation direction of a rotating shaft of a pan/tilt head in an upright flight mode, according to an embodiment of the present invention.

3B is a schematic diagram of the direction of rotation of the axis of rotation of the gimbal in the inverted flight mode, in accordance with an embodiment of the present invention.

4A is a schematic illustration of an aircraft flying upright in accordance with an embodiment of the present invention.

4B is a schematic illustration of an aircraft flying upside down in accordance with an embodiment of the present invention.

FIG. 5 is a schematic flowchart of a method for controlling an aircraft according to another embodiment of the present invention.

6 is a schematic flow chart of a method of controlling an aircraft according to another embodiment of the present invention.

Figure 7A is a schematic illustration of an aircraft flying upright in accordance with another embodiment of the present invention.

Figure 7B is a schematic illustration of an aircraft flying upside down in accordance with another embodiment of the present invention.

Figure 7C is a schematic illustration of an aircraft flying upright in accordance with another embodiment of the present invention.

Figure 7D is a schematic illustration of an aircraft in inverted flight in accordance with another embodiment of the present invention.

FIG. 8 is a schematic flow chart of a control method of an aircraft according to another embodiment of the present invention.

Figure 9 is a block diagram showing the structure of a control device in accordance with one embodiment of the present invention.

Figure 10 is a block diagram showing the structure of a control device in accordance with another embodiment of the present invention.

Figure 11 is a block diagram showing the structure of a control device according to another embodiment of the present invention.

Figure 12 is a block diagram showing the structure of a flight control system in accordance with one embodiment of the present invention.

Figure 13 is a block diagram showing the structure of a control system for a carrier in accordance with one embodiment of the present invention.

Figure 14 is a block diagram showing the structure of a flight control system in accordance with another embodiment of the present invention.

Figure 15 is a block diagram showing the structure of an operating device in accordance with one embodiment of the present invention.

Figure 16 is a block diagram showing the structure of an aircraft in accordance with one embodiment of the present invention.

Figure 17 is a schematic view showing the structure of a carrier according to an embodiment of the present invention.

detailed description

The technical solutions in the embodiments of the present invention are clearly and completely described in the following with reference to the accompanying drawings in the embodiments of the present invention. It is obvious that the described embodiments are a part of the embodiments of the present invention, but not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative efforts shall fall within the scope of the present invention.

Embodiments of the present invention provide methods and systems for controlling devices on a UAV. Embodiments of the invention may be applied to various types of UAVs. For example, the UAV can be a small UAV. In some embodiments, the UAV can be a rotorcraft, for example, driven by multiple The device is air driven multi-rotor aircraft, embodiments of the invention are not limited thereto, and the UAV may be other types of UAV or mobile device.

1 is a schematic architectural diagram of an unmanned flight system 100 in accordance with an embodiment of the present invention. This embodiment is described by taking a rotorcraft as an example.

The unmanned flight system 100 can include a UAV 110, a carrier 120, a display device 130, and a handling device 140. Among them, the UAV 110 may include a power system 150, a flight control system 160, and a rack 170. The UAV 110 can communicate wirelessly with the manipulation device 140 and the display device 130.

Rack 170 can include a fuselage and a stand (also known as a landing gear). The fuselage may include a center frame and one or more arms coupled to the center frame, the one or more arms extending radially from the center frame. The stand is attached to the fuselage for supporting the landing of the UAV 110.

The powertrain 150 can include an electronic governor (referred to as ESC) 151, one or more rotors 153, and one or more motors 152 corresponding to one or more rotors 153, wherein the motor 152 is coupled to the electronic governor 151 and the rotor 153, the motor 152 and the rotor 153 are disposed on the corresponding arm; the electronic governor 151 is configured to receive the driving signal generated by the flight controller 160, and provide a driving current to the motor 152 according to the driving signal to control The rotational speed of the motor 152. Motor 152 is used to drive the rotation of the rotor to power the flight of UAV 110, which enables UAV 110 to achieve one or more degrees of freedom of motion. In certain embodiments, the UAV 110 can be rotated about one or more axes of rotation. For example, the above-described rotating shaft may include a roll axis, a pan axis, and a pitch axis. It should be understood that the motor 152 can be a DC motor or an AC motor. In addition, the motor 152 may be a brushless motor or a brush motor.

Flight control system 160 may include flight controller 161 and sensing system 162. The sensing system 162 is used to measure the attitude information of the UAV, that is, the position information and state information of the UAV 110 in space, for example, three-dimensional position, three-dimensional angle, three-dimensional speed, three-dimensional acceleration, and three-dimensional angular velocity. The sensing system 162 may include, for example, at least one of a gyroscope, an electronic compass, an IMU (Inertial Measurement, Unit), a vision sensor, a GPS (Global Positioning System), and a barometer. The flight controller 161 is used to control the flight of the UAV 110, for example, the flight of the UAV 110 can be controlled based on the attitude information measured by the sensing system 162. It should be understood that the flight controller 161 may control the UAV 110 in accordance with pre-programmed program instructions, or may control the UAV 110 in response to one or more control commands from the steering device 140.

The carrier 120 can include an ESC 121 and a motor 122. Carrier 120 can be used to carry load 123. For example, when the carrier 120 is a pan-tilt device, the load 123 may be a photographing device (for example, a camera, a camera, etc.), and embodiments of the present invention are not limited thereto. For example, the carrier may also be used to carry a weapon or other load. Carrying device. The flight controller 161 can control the motion of the carrier 120 via the ESC 121 and the motor 122. Alternatively, as a further embodiment, the carrier 120 may further include a controller for controlling the movement of the carrier 120 by controlling the ESC 121 and the motor 122. It should be understood that the carrier 120 may be separate from the UAV 110 or may be part of the UAV 110. It should be understood that the motor 122 can be a DC motor or an AC motor. In addition, the motor 122 may be a brushless motor or a brush motor. It should also be understood that the carrier may be located at the top of the aircraft or at the bottom of the aircraft.

Display device 130 is located at the ground end of unmanned flight system 100 and can communicate with UAV 110 wirelessly and can be used to display gesture information for UAV 110. In addition, when the load 123 is a photographing device, an image photographed by the photographing device can also be displayed on the display device 130. It should be understood that the display device 130 may be a stand-alone device or may be disposed in the manipulation device 140.

The handling device 140 is located at the ground end of the unmanned flight system 100 and can communicate with the UAV 110 wirelessly for remote manipulation of the UAV 110. The manipulation device may be, for example, a remote controller or a terminal device equipped with an APP (Application) that controls the UAV, for example, a smartphone, a tablet, or the like. In the embodiment of the present invention, receiving the user's input through the manipulation device may refer to manipulating the UAV through an input device such as a pull wheel, a button, a button, a rocker, or a user interface (UI) on the terminal device on the remote controller.

According to an embodiment of the present invention, by using different control modes to control the motion state of the carrier or the attitude of the aircraft in different manners according to the same control command when the aircraft is in different flight modes, the flight mode of the aircraft is changed. When the user does not need to change the user's handling habits of the carrier carried by the aircraft, thereby improving the user experience.

It should be understood that the above-mentioned nomenclature of the components of the unmanned flight system is for the purpose of identification only and is not to be construed as limiting the embodiments of the invention.

2 is a schematic flow chart of a method of controlling an aircraft according to an embodiment of the present invention. The control method of this embodiment can be applied to different aircraft. The aircraft may for example be the UAV of Figure 1, which may be performed, for example, by the flight controller of Figure 1 or a controller of the carrier. Unless otherwise stated, the controller referred to hereinafter may refer to a controller of a flight controller or carrier. As shown in FIG. 2, the control method includes the following.

210. Determine an airplane flight mode. For example, the flight mode may include an upright flight mode And inverted flight mode. The erect flight mode may refer to a state in which the aircraft is at or corresponds to an upright flight, and the inverted flight mode may refer to a state in which the aircraft is in or corresponding to an inverted or inverted flight.

The embodiment of the present invention is not limited to the manner of determining the flight mode of the aircraft. The flight mode of the aircraft may be determined by measuring the attitude information of the aircraft, and the flight mode of the aircraft may also be determined according to the flight mode indication issued by the operating device.

220. When determining that the flight mode is the upright flight mode, the first erected control mode is used to control the motion of the carrier of the aircraft.

For example, there may be two control modes of the carrier, including: a first upright control mode and a first inverted control mode, wherein the first upright control mode corresponds to an upright flight mode, and the first inverted control mode corresponds to an inverted flight mode. That is, the first upright control mode is used to control the motion of the carrier when the aircraft is in the upright flight mode, and the first inverted control mode is used to control the motion of the carrier when the aircraft is in the inverted flight mode.

230. When determining that the flight mode is the inverted flight mode, the first inverted control mode is used to control the motion of the carrier. According to the same control command, the manner in which the motion state of the carrier is controlled in the first upright control mode is different from the manner in which the motion state of the carrier is controlled in the first inverted control mode. The carrier is used to carry the load.

For example, the motion state of the carrier may include a direction of motion and/or a magnitude of motion, which may include at least one of: an angle of rotation, a direction of rotation, a distance of translation, and a direction of translation. When the motion of the carrier is rotated, the direction of motion and the magnitude of motion are the direction of rotation and the angle of rotation, respectively. When the motion of the carrier is translation, the direction of motion and the magnitude of motion are the direction of translation and the distance of translation. Accordingly, different ways of changing the direction of motion may mean that the direction of motion is opposite, for example, the direction of translation is opposite or the direction of rotation is opposite. Different ways of changing the amplitude of motion may refer to different magnitudes of motion, for example, different distances of translation or different angles of rotation.

In particular, the different control modes of the carrier may correspond to different flight modes of the aircraft, and when the aircraft switches between different flight modes, the control of the carrier on the aircraft is correspondingly switched between different control modes. When the controller of the aircraft determines that the aircraft is in the upright flight mode and receives a control command to control the motion of the carrier, the motion state of the control carrier changes in a manner, for example, the control carrier moves in one direction, when the controller of the aircraft determines When the aircraft is in the inverted flight mode and receives the same control command, the motion state of the control carrier changes in another manner, for example, the control carrier moves in the other direction. It should be understood that the above control command may be a control command for the movement of the control carrier input by the user of the aircraft by manipulating the device.

The following describes in detail how the control mode of the carrier is switched when the flight mode is switched.

In some embodiments, depending on the same control command, the direction of motion of the control carrier in the first upright control mode is opposite to the direction of motion of the control carrier in the first inverted control mode.

Specifically, in the upright flight mode, when receiving a control command to rotate the control carrier in the first direction, the control carrier moves in the first direction in the first upright control mode, and in the inverted flight mode, when received When the same control command is issued, the carrier is controlled to move in a second direction opposite to the first direction in the first inverted control mode. For example, the first direction is clockwise and the second direction is counterclockwise, and vice versa. For another example, the first direction is the extension direction and the second direction is the contraction direction, and vice versa. It should be understood that the clockwise and counterclockwise directions of an object in an embodiment of the invention refer to the direction determined when facing the same surface of the object.

According to an embodiment of the invention, by the opposite control mode, the opposite control mode is used to control the carrier to move in the opposite direction when the aircraft is in the opposite flight mode, so that the user does not need to change the aircraft when the flight mode of the aircraft changes. The handling habits of the carrier carried, thereby enhancing the user experience.

According to an embodiment of the invention, the carrier may comprise one or more spindle mechanisms. For example, the hinge mechanism of the carrier may include at least one of the following: a roll axis mechanism, a translation axis mechanism, and a pitch axis mechanism. When the movement of the carrier of the aircraft is controlled by using the first erect control mode, the rotating shaft mechanism may be controlled to rotate in a first direction around the rotating shaft of the rotating shaft mechanism according to the first control command, and the carrier of the aircraft is controlled by using the first inverted control mode. In motion, the spindle mechanism is controlled to rotate about a rotational axis in a second direction opposite the first direction in accordance with the same control command. Embodiments of the present invention can respectively control each of the three rotating shaft mechanisms to rotate about a corresponding rotating shaft, for example, control the rolling mechanism to rotate around the rolling shaft, control the translational shaft mechanism to rotate around the translational axis, and control the pitch. The shaft mechanism rotates about the pitch axis.

Specifically, when the movement of the carrier of the aircraft is controlled by the first upright control mode, the first control command may be converted into the first drive signal to drive the motor of the spindle mechanism to rotate in the first direction, and the first handstand is employed When the control mode controls the movement of the carrier of the aircraft, the same first control command can be converted to a second drive signal to drive the motor to rotate in the second direction.

For example, in the case where the motor of the carrier is an alternating current motor, the first driving signal and the second driving signal may be three-phase alternating current signals, and the phase sequence of the first driving signal and the second driving signal are opposite. For example, a switch can be provided on the main circuit of the motor. When the aircraft is in the upright flight mode, the three-phase AC signal on the main circuit drives the motor to rotate forward by controlling the switch, and in the inverted flight mode, The motor is reversed by controlling the switching switch to change the phase sequence of any two phases of the three-phase alternating current signal on the main circuit. In addition, it is also possible to control the forward and reverse rotation of the AC motor by switching the connection between the main circuit and the starting capacitor. In the case where the motor of the carrier is a DC motor, the first driving signal and the second driving signal may be direct current signals, and the current directions of the first driving signal and the second driving signal are opposite.

Alternatively, as another embodiment, the carrier may include one or more telescoping mechanisms. When the motion of the carrier is controlled by the upright control mode, the telescopic mechanism may be extended according to the first control command to extend the first distance in the first direction, and when the motion of the carrier is controlled by the inverted control mode, the telescopic mechanism may be controlled according to the same control command. The second distance is contracted in a second direction opposite the first direction, and the first distance may be greater than or equal to the second distance. For example, in the case where the first distance is equal to the second distance, the telescopic mechanism is extended in the upright flight mode, and in the inverted flight mode, the telescopic mechanism is retracted to the original position. The first direction and the second direction may be at a predetermined angle to the fuselage of the aircraft, for example, parallel or perpendicular to the top or bottom surface of the fuselage of the aircraft. For example, the first control command may be an instruction to control the carrier to be in the shooting position. It should be understood that the first direction and the second direction may be directions along the telescopic rail of the telescopic mechanism.

According to an embodiment of the present invention, when the aircraft is in the upright flight mode, in order to obtain a larger viewing angle for a load (eg, a camera) carried by the carrier (eg, a pan/tilt), the carrier may be controlled to be in an extended state; In the inverted flight mode, in order to enable the aircraft's center of gravity to fly low and smoothly, the carrier can be controlled to be in a contracted state, thereby achieving a better flight state or shooting effect in the two flight modes.

How to determine the flight mode of the aircraft is described in detail below. For example, the following two modes may be employed: determining the flight mode based on the attitude information of the aircraft or determining the flight mode according to the indication of the operating device.

According to an embodiment of the present invention, in 210, the controller may acquire attitude information of the aircraft and determine an airplane's flight mode based on the attitude information of the aircraft.

Specifically, the attitude information may be sensed by a sensor carried by the aircraft. For example, the attitude information may include at least one of a pitch angle of the aircraft and a roll angle of the aircraft, and the sensor may include At least one of the following: a gyroscope, an electronic compass, an inertial measurement unit, and a visual sensor, the embodiment of the present invention is not limited thereto, and other sensors capable of measuring attitude information of the aircraft may be utilized. For example, if the pitch or roll angle of the aircraft is within a predetermined angular range, then the flight mode may be determined to be an inverted flight mode. The preset angle range may be an angle interval centered at 180 degrees. For example, the preset angle range may be an angle interval of 90 degrees to 270 degrees. In some embodiments, the predetermined angle range may be 180 degrees, that is, when the aircraft is flipped 180 degrees from the horizontal position during upright flight, the aircraft may be considered to be in the inverted flight mode. Accordingly, if the pitch or roll angle of the aircraft is within an angular interval centered at 0 degrees, for example, an angular interval of -90 degrees to 90 degrees, the aircraft may be considered to be in an upright flight mode. It should be understood that the foregoing preset range is only an example, and other preset angle ranges may be set according to actual needs.

Alternatively, as another embodiment, in 210, the controller may receive an airplane mode indication sent by the operating device of the aircraft, the flight mode indication is used to indicate that the flight mode is an inverted flight mode or an upright flight mode, and according to the flight mode The indication determines the flight mode.

Specifically, the user may input a flight mode indication using the steering device to indicate that the aircraft is in an upright flight mode or an inverted flight mode. In this way, the user can flexibly decide whether to adopt two control modes to control the motion of the carrier according to actual needs. For example, the flight mode indication is 1 for the upright flight mode, 0 for the inverted flight mode, or vice versa. In addition, it may also be indicated by determining whether an inverted flight mode indication issued by the steering device is received, for example, receiving an inverted flight mode indication indicates that the aircraft is in an inverted flight mode, otherwise indicating that the aircraft is in an upright flight mode.

Optionally, as another embodiment, in the case that the control method of FIG. 2 is performed by the flight controller, the flight controller may further receive a control instruction sent by the manipulation device, and send the control instruction to the controller of the carrier, so that When the controller of the carrier is in the upright flight mode, the first upright control mode is used to control the motion of the carrier, and in the inverted flight mode, the first inverted control mode is used to control the motion of the carrier.

Further, the flight controller may also send a flight mode indication to the controller of the carrier for indicating that the flight mode is an upright flight mode or an inverted flight mode.

Optionally, as another embodiment, in the case that the control method of FIG. 2 is performed by a controller of the carrier, the controller of the carrier may receive a flight mode indication sent by the flight controller or the operating device, the flight mode indication is used for The flight mode is indicated as an inverted flight mode or an upright flight mode, and the flight mode is determined based on the flight mode indication.

Optionally, as another embodiment, in the case that the control method of FIG. 2 is performed by the controller of the carrier, the controller of the carrier may utilize the sensor on the carrier to determine the attitude angle of the aircraft, and the attitude angle is preset. When the angle range is within, the flight mode is determined to be the inverted flight mode; otherwise, the flight mode is determined to be the upright flight mode.

Specifically, the sensor of the carrier may include a gyroscope, and embodiments of the present invention are not limited thereto, and other sensors capable of measuring attitude information of the aircraft may be utilized. If the pitch or roll angle of the sensor is within a preset angular range, it can be determined that the flight mode is the inverted flight mode. The preset angle range may be an angle interval centered at 180 degrees. For example, the preset angle range may be an angle interval of 90 degrees to 270 degrees. In some embodiments, the preset angle range may be 180 degrees. Accordingly, if the pitch or roll angle of the aircraft is within an angular interval centered at 0 degrees, for example, an angular interval of -90 degrees to 90 degrees, the aircraft may be considered to be in an upright flight mode. It should be understood that the foregoing preset range is only an example, and other preset angle ranges may be set according to actual needs.

Optionally, as another embodiment, in the case that the control method of FIG. 2 is performed by a controller of the carrier, the controller of the carrier may further receive the above-mentioned control command sent by the flight controller or the manipulation device.

For convenience of description, an embodiment of the present invention will be described below by taking aerial photography as an example. In this case, the carrier is a pan-tilt device and the load is a photographing device. The pan-tilt device is used to carry a photographing device (for example, a camera) on a fuselage (for example, an arm) of the aircraft to function to stabilize and adjust the angle of view of the photographing device.

3A is a schematic view showing a rotation direction of a rotating shaft of a pan/tilt head in an upright flight mode, according to an embodiment of the present invention. 3B is a schematic diagram of the direction of rotation of the axis of rotation of the gimbal in the inverted flight mode, in accordance with an embodiment of the present invention. The hinge mechanism of this embodiment can be applied to different carriers. In this embodiment, the pan/tilt is taken as an example for description.

The embodiment of the present invention will be described below by taking a three-axis pan/tilt as an example. It should be understood that the pan/tilt head device of the embodiment of the present invention may also be a single-axis pan/tilt head or a two-axis pan/tilt head.

The shaft mechanism of the three-axis pan/tilt head may include a pitch axis mechanism, a roll axis mechanism, and a translation axis mechanism, respectively, including a rotation axis such as a pitch axis, a roll axis, and a pan axis, and corresponding motors, and the motors of the respective shaft mechanisms are used to drive the corresponding The rotating shaft mechanism rotates around the corresponding rotating shaft. Each motor can be connected to a corresponding rotating shaft via a support arm. When it is necessary to adjust the shooting range of the shooting device on the gimbal, it can be activated by operating a device (for example, a remote controller) to issue a control command. The three motors are controlled or adjusted to the roll axis mechanism, the pitch axis mechanism and the lateral axis mechanism, so that the shooting device can obtain the maximum shooting range. For example, when the motor of the pitch axis mechanism rotates, the driving pitch axis mechanism rotates around the pitch axis, and when the motor of the roll axis mechanism rotates, the driving roller mechanism rotates around the roll axis, when the motor of the translation axis mechanism rotates, The drive translation axis mechanism rotates about the translation axis.

For each axis of rotation, for the same control command, see FIG. 3A, when the aircraft is in the upright flight mode, the controller controls the respective spindle mechanisms to rotate in a sequential clockwise direction about the respective axes of rotation. Referring to FIG. 3B, when the aircraft is in the inverted flight mode, the controller controls the corresponding spindle mechanism to rotate in a counterclockwise direction about the respective axis of rotation.

4A is a schematic illustration of an aircraft flying upright in accordance with an embodiment of the present invention. 4B is a schematic illustration of an aircraft flying upside down in accordance with an embodiment of the present invention.

Referring to FIG. 4A, the aircraft may include four rotors: a rotor 41, a rotor 42, a rotor 43, and a rotor 44. Where the rotor 41 is located in front of the aircraft, the rotor 42 is located behind the aircraft, the rotor 43 is located to the right of the aircraft, and the rotor 44 is located to the left of the aircraft. A pan-tilt device 45 is located below the aircraft for carrying a photographing device (not shown). When the aircraft is in the upright flight mode, the gimbal equipment is located below the aircraft. Referring to Figure 4B, when the aircraft is in the inverted flight mode, the gimbal device is located above the aircraft.

Taking the target of shooting the ground as an example, in the upright flight mode, the user can control the device to input a control command that rotates the pan/tilt device clockwise around the pitch axis. For example, the user can rotate the device on the device clockwise. Pulling the wheel, the controller can control the pan-tilt device to rotate clockwise around the pitch axis in the upright control mode, so that the shooting device is away from the aircraft body to point to the ground object, while in the inverted flight mode, the user still The control command that causes the pan-tilt device to rotate clockwise around the pitch axis can be issued according to the habit, for example, clockwise rotation of a pulling wheel on the operating device. At this time, the controller controls the pan-tilt device along the counterclockwise direction by using the inverted control mode. The direction is rotated such that the photographing device is close to the fuselage of the aircraft to point to the subject of the ground.

For example, in a vertical flight, when the shooting device needs to shoot toward the ground direction, it is necessary to control the shooting device on the pan/tilt device to rotate a preset angle in a direction away from the body by the dial of the remote controller, for example, rotating the remote controller clockwise The dial wheel, the shooting device on the gimbal device rotates away from the body. In the case of inverted flight, when the shooting device needs to shoot toward the ground direction, it is necessary to control the shooting device on the gimbal device to rotate the preset angle toward the body by the dial of the remote controller. For example, if the dial of the remote control is rotated clockwise, the photographing device on the pan/tilt head rotates toward the direction of the body. In other words, in the upright flight mode and the inverted flight mode, the same control command from the dial of the remote control controls the pan/tilt head device to rotate in the opposite direction about the pitch axis. Therefore, according to the embodiment of the present invention, the user can conveniently manipulate the rotation of the pan/tilt head apparatus regardless of whether the aircraft is flying upright or inverted, without changing the manipulation habit.

Optionally, as another embodiment, the control method of FIG. 2 may further include: receiving an image captured by the photographing device, performing an inverted process on the image captured by the photographing device when determining that the flight mode is the inverted flight mode, and performing the inverted processing The resulting image is sent to the display for display.

Specifically, the image taken by the photographing device may be inverted by the controller of the aircraft, and the inverted image may be transmitted to the ground end (for example, a manipulation device). Alternatively, as another embodiment, the image taken by the photographing device may also be inverted by the controller of the ground end of the unmanned flight system (for example, a manipulation device or a controller on the display device). Thus, although the image taken by the photographing device is inverted while the aircraft is in inverted flight, the image displayed on the display on the ground side is still erect after the inverted process, thereby improving the user experience.

It should be understood that the description of the control of the pan-tilt device in this embodiment can also be similarly applied to the control of other carriers.

The aircraft usually carries a ranging sensor under the fuselage to measure the flying height of the aircraft and control the flying height of the aircraft to avoid collision with the obstacle below. For example, the controller may control the distance to be greater than a preset value according to the distance between the aircraft sensed by the lower ranging sensor and the obstacle below. However, when the aircraft is flying upside down, the ranging sensor will not be able to sense the distance between the aircraft and the obstacle below, thus posing a safety hazard to the flight. The embodiment of Figure 5 is directed to avoiding the safety hazards associated with inverted flight, enabling shooting in inverted flight mode to be performed safely.

FIG. 5 is a schematic flowchart of a method for controlling an aircraft according to another embodiment of the present invention. The control method of this embodiment can be applied to different aircraft. The aircraft may for example be the UAV of Figure 1, which may be performed, for example, by the flight controller of Figure 1 or a controller of the carrier. As shown in FIG. 5, the control method includes the following.

510. Determine an airplane flight mode.

520. When determining that the flight mode is the upright flight mode, the first erect control mode is used to control the motion of the carrier of the aircraft.

530, when determining that the flight mode is the inverted flight mode, adopting the first inverted control mode control The movement of the carrier.

It should be understood that 510 to 530 are similar to 210 to 230 of FIG. 2, and to avoid repetition, no further details are provided herein. It should also be understood that 520 and 530 are optional. For example, if it is not necessary to control the carrier with different control modes in different flight modes, or if the aircraft does not carry a carrier, in this case, 520 and 530 may be omitted.

540. When determining that the flight mode is the upright flight mode, the second upright control mode is used to control the altitude of the aircraft.

550. When determining that the flight mode is the inverted flight mode, the second inverted control mode is used to control the height of the aircraft, wherein the second erect control mode controls the height of the aircraft according to the distance information sensed by the ranging sensor carried by the aircraft. The condition is different from the condition that the second inverted control mode controls the height of the aircraft to be satisfied.

In an embodiment in accordance with the invention, different control modes for controlling the altitude of the aircraft may correspond to different flight modes of the aircraft. When the aircraft switches between different flight modes, the control of the altitude of the aircraft is also switched between different control modes accordingly. For example, when the controller determines that the aircraft is in the upright flight mode, the height of the aircraft is controlled by the upright control mode to satisfy the first condition, and when the controller determines that the aircraft is in the inverted flight mode, the height control of the aircraft is controlled by the inverted control mode and the first The second condition with different conditions.

According to an embodiment of the invention, by controlling the height of the aircraft with different control modes when the aircraft is in different flight modes, the flight safety can still be guaranteed when the flight mode of the aircraft changes.

According to an embodiment of the invention, controlling the height of the aircraft by using the second inverted control mode may include: measuring, by the first ranging sensor carried by the aircraft, a distance between the aircraft and the first target object located above the aircraft; according to the aircraft and the The distance between a target object controls the flying height of the aircraft such that the distance between the aircraft and the first target object is less than a first predetermined value, wherein the first ranging sensor is located at the bottom of the aircraft. In other words, the condition to be controlled in controlling the altitude of the aircraft in the second inverted control mode may include that the distance between the aircraft measured by the first ranging sensor and the first target object is less than the first preset value.

Optionally, as another embodiment, the controlling the height of the aircraft by using the second inverted control mode may further include: measuring, by using a second ranging sensor carried by the aircraft, a distance between the aircraft and a second target object located below the aircraft, And controlling the flying height of the aircraft according to the distance between the aircraft and the second target object, so that the distance between the aircraft and the second target object is greater than the second A preset value in which the second ranging sensor is located at the top of the aircraft. In other words, the condition to be controlled by controlling the height of the aircraft in the second inverted control mode may further include: the distance between the aircraft sensed by the second ranging sensor and the second target object is greater than a second preset value.

According to an embodiment of the invention, controlling the height of the aircraft by using the second erect control mode may include measuring a distance between the aircraft and a third target object located below the aircraft by using a first ranging sensor carried by the aircraft, and according to the aircraft The distance from the third target object controls the flying height of the aircraft such that the distance between the aircraft and the third target object is greater than a third predetermined value. In other words, the condition to be controlled in controlling the aircraft height in the second upright control mode includes that the distance between the aircraft sensed by the first ranging sensor and the third target object is greater than a third preset value.

The distance measuring sensor may be an ultrasonic sensor or a visual sensor, or a combination of the two. For example, the two types of sensors may be used for ranging, or one of the first ranging sensor and the second ranging sensor is an ultrasonic sensor. While the other is a visual sensor, the embodiment of the present invention is not limited thereto, and the above-described ranging sensor may be any other sensor that can be used to measure the distance.

It should be understood that the first target object may be, for example, an obstacle or a subject above the aircraft. The second target object and the third target object may be the same or different, for example, may be the ground or an obstacle or a subject located below the aircraft. It should also be understood that the second preset value and the third preset value may be the same or different. Those skilled in the art can set the first preset value, the second preset value, and the third preset value according to the needs of the safe flight of the aircraft.

The embodiment of Fig. 5 will be further explained below by taking an ultrasonic sensor as an example.

An ultrasonic sensor (hereinafter referred to as a bottom ultrasonic sensor) is generally provided at the bottom of the fuselage of the aircraft for obtaining the distance between the aircraft and the obstacles below (for example, ground, air obstacles, etc.), so that the controller can control the aircraft according to the distance. Keep a preset distance from the obstacle below. For example, when the aircraft is flying upright, the flight controller senses the distance between the aircraft and the ground sensed by the bottom ultrasonic sensor, and controls the distance to be greater than a certain preset value to avoid the flying height of the aircraft being too low, resulting in a safety accident. When the aircraft is flying upside down, the flight controller controls the distance to be less than a certain preset value according to the distance between the aircraft sensed by the bottom ultrasonic sensor and the upper target object (for example, an obstacle or a subject), so as to prevent the aircraft from hitting the lower side. obstacle. Therefore, by switching the control mode, the aircraft can maintain a certain altitude flight in both flight modes, thereby ensuring flight safety. Optionally, as another embodiment, the controller may further control that the distance between the aircraft and the upper target object is greater than a fourth preset value to prevent the aircraft from reaching The target object of the party further ensures the safety of the flight.

In this embodiment, the aircraft can carry the top ultrasonic sensor in addition to the bottom ultrasonic sensor described above. Thus, when the aircraft is flying upside down, the bottom ultrasonic sensor is located above the aircraft and the top ultrasonic sensor is located below the aircraft. In this case, the bottom ultrasonic sensor can be used to obtain the distance between the aircraft and the upper target object, and the top ultrasonic sensor is used to measure the distance between the aircraft and the ground or the obstacle below, thereby further improving the flight of the aircraft during the inverted flight. safety.

6 is a schematic flow chart of a method of controlling an aircraft according to another embodiment of the present invention. The control method of this embodiment can be applied to different aircraft. The aircraft may for example be the UAV of Figure 1, which may be performed, for example, by the flight controller of Figure 1. As shown in FIG. 6, the control method includes the following.

610. Determine an airplane flight mode. Similar to 210 of FIG. 2, in order to avoid repetition, details are not described herein again.

620. When determining that the flight mode is the upright flight mode, the first upright control mode is used to control the attitude of the aircraft.

For example, there may be two control modes of the aircraft, including: a first upright control mode and a first inverted control mode, wherein the first upright control mode corresponds to an upright flight mode, and the first inverted control mode corresponds to an inverted flight mode The first upright control mode is for controlling the attitude of the aircraft when the aircraft is in the upright flight mode, and the first inverted control mode is for controlling the attitude of the aircraft when the aircraft is in the inverted flight mode. For example, the attitude of the aircraft includes at least one of the following attitude angles: heading angle, roll angle, and pitch angle. The manner of controlling the change of the attitude of the aircraft includes at least one of controlling the magnitude of the change in the attitude angle and controlling the direction of the change in the attitude angle.

630. When determining that the flight mode is the inverted flight mode, the first inverted control mode is used to control the attitude of the aircraft, wherein, according to the same control instruction, the manner of controlling the attitude of the aircraft in the first erect control mode is different from that in the first The manner in which the attitude of the aircraft is controlled in an inverted control mode.

In particular, different control modes of the attitude of the aircraft may correspond to different flight modes of the aircraft, and when the aircraft switches between different flight modes, the control of the attitude of the aircraft is correspondingly switched between different control modes. When the flight controller determines that the aircraft is in the upright flight mode and receives a control command to control the attitude of the aircraft, controlling the attitude of the aircraft changes in a manner, for example, controlling the aircraft to move in one direction, when the controller of the aircraft determines the flight When the device is in the inverted flight mode and receives the same control command, the attitude of the control aircraft is changed in another manner, for example, to control the aircraft to move in the other direction. It should be understood that the above control command may be a control command that controls the attitude of the aircraft input by the user of the aircraft by manipulating the device.

According to an embodiment of the invention, the attitude of the aircraft is controlled to be varied in different ways according to the same control command when the aircraft is in different flight modes, so that when the flight mode of the aircraft changes, there is no need to change the user. The handling habits of the aircraft enhance the user experience.

The following describes in detail how the control mode of the aircraft is switched when the flight mode is switched.

In some embodiments, the manner of controlling the change of the attitude of the aircraft may include controlling a direction in which the attitude angle changes, and controlling a change direction of the attitude angle of the aircraft in the first upright control mode according to the same control command. In the inverted control mode, the attitude angle of the controlling aircraft is reversed.

Specifically, the controlling the attitude of the aircraft by using the first erect control mode may include: converting the control command into the plurality of first speed adjustment signals to adjust the rotation speeds of the plurality of rotors of the aircraft through the plurality of first speed adjustment signals, respectively. Actuating the aircraft in a first direction about the rotating shaft; controlling the attitude of the aircraft by using the first inverted control mode includes: converting the control command into the plurality of second speed adjusting signals to adjust the plurality of second speed adjusting signals respectively The rotational speed of the rotors causes the aircraft to rotate in the second direction about the axis of rotation. For example, the above-described rotating shaft may include at least one of the following: a roll axis, a pan axis, and a pitch axis.

Optionally, as another embodiment, the method of FIG. 6 may further include: controlling the plurality of rotor rotations of the aircraft to generate a third with respect to the aircraft by using the second erect control mode when determining that the flight mode is the upright flight mode Directional thrust; when determining that the flight mode is the inverted flight mode, the second inverted control mode is used to control the plurality of rotor rotations to generate a thrust in a fourth direction relative to the aircraft, the third direction being opposite the fourth direction.

For example, assuming that a plurality of rotors are located at the top of the aircraft, in the upright flight mode, the plurality of rotors of the aircraft generate a pulling force away from the aircraft (ie, upward), and under the inverted flight mode, the plurality of rotors of the aircraft are oriented toward the aircraft (ie, upward ) The pull. Assuming that a plurality of rotors are located at the bottom of the aircraft, in the upright flight mode, the plurality of rotors of the aircraft generate a pulling force toward the aircraft (ie, upward), and under the inverted flight mode, the plurality of rotors of the aircraft are generated away from the aircraft (ie, upward). pull.

Specifically, it can be controlled by changing the manner in which the power of the rotor (electric or hydraulic, etc.) is applied. The third direction is opposite to the fourth direction. For example, in the case where the power of the rotor is electric, the controller may control the third direction to be opposite to the fourth direction by changing the direction of rotation of the motor corresponding to the plurality of rotors.

For example, in the case where the motor corresponding to the plurality of rotors is an AC motor, in the upright flight mode, a control command for controlling the aircraft to generate an upward pulling force may be converted into a first driving signal to drive the motor edge of the spindle mechanism. The first direction of rotation, and in the inverted flight mode, the same control command can be converted to a second drive signal to drive the motor to rotate in the second direction, both of which can generate lift that propels the aircraft upward. The first drive signal and the second drive signal may be three-phase alternating current signals, and the phase sequence of the first drive signal and the second drive signal are opposite. For example, a switch can be provided on the main circuit of the motor. When the aircraft is in the upright flight mode, the three-phase AC signal on the main circuit drives the motor to rotate forward by controlling the switch, and in the inverted flight mode, The motor phase is reversed by controlling the switching switch to change the phase sequence of any two phases of the three-phase alternating current signal on the main circuit. In addition, it is also possible to control the forward and reverse rotation of the AC motor by switching the connection between the main circuit and the starting capacitor. In the case where the motor of the carrier is a DC motor, the first driving signal and the second driving signal may be direct current signals, and the current directions of the first driving signal and the second driving signal are opposite.

Alternatively, as another embodiment, the embodiment of FIG. 6 can also be combined with the embodiment of FIG. Alternatively, as another embodiment, the embodiment of FIG. 6 can also be combined with the embodiment of FIG. It should be understood that the above description of FIG. 1 to FIG. 5 can be used to define the embodiment of FIG. 6. To avoid repetition, details are not described herein again.

Taking the four-rotor aircraft of FIGS. 7A to 7D as an example, the rotation direction of the rotor during the vertical flight and the inverted flight of the aircraft and how to adjust the attitude of the aircraft can be controlled by adjusting the speed of the rotor.

Figure 7A is a schematic illustration of an aircraft flying upright in accordance with another embodiment of the present invention. Figure 7B is a schematic illustration of an aircraft flying upside down in accordance with another embodiment of the present invention.

Referring to Figures 7A and 7B, the positive direction along the x-axis is the forward direction of the aircraft, and the upward arrow indicates that the upward pulling force produced when the rotor is in the horizontal position is opposite to the direction of gravity of the aircraft. It is assumed that the rotors of the quadrotor are divided into two groups: the first group includes the front rotor 71 and the rear rotor 72; the second group of rotors includes the left rotor 73 and the right rotor 74. While the motor of the rotor 71 and the motor of the rotor 72 rotate counterclockwise, the motor of the rotor 73 and the motor of the rotor 74 rotate clockwise to counteract the gyro effect and the aerodynamic torque effect. See Figure 7A, when the aircraft is flying upright, The first set of rotors rotates counterclockwise and the second set of rotors rotates clockwise; see Figure 7B, when the aircraft is flying upside down, the first set of rotors rotates clockwise and the second set of rotors rotates counterclockwise.

According to an embodiment of the invention, in the upright flight mode or the inverted flight mode, the flight attitude of the aircraft can be adjusted by controlling the rotational speed of the rotor of the aircraft.

Referring to FIG. 7A, in the upright flight mode, when it is desired that the aircraft move vertically upwards, the output power of the four motors can be increased simultaneously to increase the rotational speed of the rotor, thereby increasing the total pulling force, when the total pulling force is sufficient to overcome the whole When the weight of the machine is reached, the aircraft will rise vertically. When the aircraft is desired to perform the pitching motion, the rotation speed of the rotor 71 can be increased, and the rotation speed of the rotor 72 can be reduced. The rotation speeds of the rotor 73 and the rotor 74 remain unchanged, so that the aircraft rotates counterclockwise around the pitch axis. Similarly, the rotor 72 can be raised. The rotational speed reduces the rotational speed of the rotor 71, and the rotational speeds of the rotor 73 and the rotor 74 remain unchanged, causing the aircraft to rotate in a clockwise direction about the pitch axis. When the aircraft is desired to perform the roll motion, the rotation speed of the rotor 74 can be increased, and the rotation speed of the rotor 73 can be reduced. The rotation speeds of the rotor 71 and the rotor 72 remain unchanged, so that the aircraft rotates counterclockwise around the roll axis. Similarly, it can be improved. The rotational speed of the rotor 73 reduces the rotational speed of the rotor 74, and the rotational speeds of the rotor 71 and the rotor 72 remain unchanged, causing the aircraft to rotate in a clockwise direction about the roll axis. When the aircraft is desired to perform the translational movement, the rotation speed of the rotor 71 and the rotor 72 can be increased, and the rotation speed of the rotor 73 and the rotor 74 can be reduced, so that the aircraft rotates counterclockwise around the translation axis. Similarly, the rotation speed of the rotor 73 and the rotor 74 can be increased. The rotation speed of the rotor 71 and the rotor 72 is reduced, so that the aircraft rotates clockwise around the roll axis.

For example, referring to FIG. 7B, in the inverted flight mode, when the aircraft is expected to move vertically upwards, since the motor has been reversed under the control of the inverted control mode, the output power of the four motors can be simultaneously increased to increase the rotor. The speed of rotation increases the total pulling force, and when the total pulling force is sufficient to overcome the weight of the whole machine, the aircraft rises vertically. When the aircraft is desired to perform the pitching motion, the rotation speed of the rotor 71 can be increased, the rotation speed of the rotor 72 can be reduced, and the rotation speeds of the rotor 73 and the rotor 74 remain unchanged, so that the aircraft rotates clockwise around the pitch axis. Similarly, the rotor 72 can be raised. The rotational speed reduces the rotational speed of the rotor 71, and the rotational speeds of the rotor 73 and the rotor 74 remain unchanged, causing the aircraft to rotate counterclockwise about the pitch axis. When the aircraft is desired to perform the roll motion, the rotation speed of the rotor 74 can be increased, and the rotation speed of the rotor 73 can be reduced. The rotation speeds of the rotor 71 and the rotor 72 remain unchanged, so that the aircraft rotates clockwise around the roll axis. Similarly, it can be improved. The rotational speed of the rotor 73 reduces the rotational speed of the rotor 74, and the rotational speeds of the rotor 71 and the rotor 72 remain unchanged, causing the aircraft to rotate counterclockwise about the roll axis. When you want the aircraft to perform a translational movement, you can The rotation speed of the rotor 71 and the rotor 72 reduces the rotation speed of the rotor 73 and the rotor 74, so that the aircraft rotates clockwise around the translation axis. Similarly, the rotation speed of the rotor 73 and the rotor 74 can be increased, and the rotation speed of the rotor 71 and the rotor 72 can be reduced. , causing the aircraft to rotate counterclockwise about the roll axis.

It should be understood that the method of an embodiment of the present invention may be applied to control of at least one of the above three rotating shafts of the aircraft according to actual needs. For example, when the aircraft is turned left and right, that is, the nose and the tail are not changed, two control modes can be used only for the roll axis, and when the aircraft is turned back and forth, two types can be used only for the pitch axis. The method of controlling the mode.

It should be understood that the forward and backward motion of the aircraft may be achieved by rotating the aircraft about the pitch axis such that the aircraft produces forward and backward tilting; lateral motion of the aircraft may be achieved by rotating the aircraft about the roll axis such that the aircraft produces left and right tilt.

Figure 7C is a schematic illustration of an aircraft flying upright in accordance with another embodiment of the present invention. Figure 7D is a schematic illustration of an aircraft in inverted flight in accordance with another embodiment of the present invention.

Referring to Figures 7C and 7D, it is assumed that the rotors of the quadrotor are divided into two groups: the first set of rotors may include a left front rotor 75 and a right rear rotor 76; the second group may include a right front rotor 77 and a left rear Rotor 78. While the motor of the rotor 75 and the motor of the rotor 76 rotate counterclockwise, the motor of the rotor 77 and the motor of the rotor 78 rotate clockwise to counteract the gyro effect and the aerodynamic torque effect. The positive direction along the x-axis is the forward direction, and the upward arrow indicates that the direction of the pulling force generated when the rotor is horizontal is opposite to the direction of gravity. The flight attitude of the aircraft can be adjusted by controlling the rotational speed of the rotor of the aircraft. Referring to Figure 7C, when the aircraft is flying upright, the first set of rotors rotates clockwise and the second set of rotors rotates counterclockwise. Referring to Figure 7D, when the aircraft is flying upside down, the first set of rotors rotates counterclockwise and the second set of rotors rotates clockwise.

The control of the flight attitude of the aircraft of the embodiment of FIGS. 7C and 7D is similar to the control of the flight attitude of the aircraft of the embodiment of FIGS. 7A and 7B, respectively, and will not be described herein.

FIG. 8 is a schematic flow chart of a control method of an aircraft according to another embodiment of the present invention. The control method of this embodiment can be applied to different aircraft. The aircraft may for example be the UAV of Figure 1, which may be performed, for example, by the controller of the handling device of Figure 1. As shown in FIG. 8, the control method includes the following.

810. The aircraft's handling device determines the flight mode of the aircraft. For example, the operating device can receive an airplane mode that the user inputs by manipulating the device, and can also learn the airplane mode from the flight controller.

820. The operating device determines that the flight mode is an upright flight mode and receives a user input. When a command is commanded, a first control command is sent to the carrier of the aircraft or the aircraft, the first control command being used to control a change in the attitude of the aircraft or a change in the state of motion of the carrier.

The description of the attitude of the aircraft and the motion state of the carrier is similar to the corresponding description in the embodiment of FIGS. 1 to 7, and will not be described again.

830. The operating device converts the first control command into a second control command and sends a second to the carrier of the aircraft or the aircraft when determining that the flight mode of the aircraft is the inverted flight mode and receiving the same first control command input by the user. The control command, wherein the first control command controls the manner in which the attitude of the aircraft changes or the manner in which the motion state of the carrier changes, and the manner in which the second control command controls the change in the attitude of the aircraft or the manner in which the carrier motion changes (eg, vice versa).

Specifically, when the aircraft is in the upright flight mode and receives a first control command for controlling the attitude of the aircraft or the motion state of the carrier, transmitting a first control command to the aircraft to control the attitude of the aircraft or the motion state of the carrier Changing in a manner, for example, controlling the aircraft or carrier to move in one direction, and when the aircraft is in the inverted flight mode and receiving the same control command, transmitting a second control command different from the first control command to the aircraft to control the aircraft The attitude or the state of motion of the carrier changes in another way, for example to control the movement of the aircraft or carrier in the other direction. It should be understood that the above control command may be a control command that controls the attitude of the aircraft input by the user of the aircraft by manipulating the device.

It should be understood that after receiving the control command sent by the operating device, the controller of the flight controller or the carrier may control the attitude of the aircraft or the motion of the carrier according to the control command, and the specific control method is in the erect flight mode in the above embodiment. The control method of the attitude of the aircraft or the motion of the carrier is similar, and will not be described herein.

According to an embodiment of the invention, the same control command input by the user is converted to a different control command at the operating device when the aircraft is in different flight modes, so that when the flight mode of the aircraft changes, there is no need to change the user's view of the aircraft Control the habits to enhance the user experience. Moreover, the present embodiment does not require major modifications to the aircraft, and the design is simple and easier to implement.

Optionally, as another embodiment, the operating device may receive the flight mode indication sent by the aircraft, wherein the flight mode indication is used to indicate that the flight mode is an upright flight mode or an inverted flight mode, wherein the operating device of the aircraft determines the aircraft The flight mode may include the steering device determining the flight mode based on the flight mode indication.

In particular, the steering device may receive the flight mode indication from the aircraft in a wireless manner, for example, the flight mode indication is 1 for the upright flight mode, 0 for the inverted flight mode, or vice versa. In addition, it may also be indicated by determining whether an inverted flight mode indication issued by the aircraft is received, for example, receiving an inverted flight mode indication indicates that the aircraft is in an inverted flight mode, otherwise indicating that the aircraft is in an upright flight mode. In this case, the aircraft may determine the flight mode based on the attitude information measured by the carried sensor and notify the steering device of the current flight mode by the flight mode indication. The method for determining the flight mode is the same as the method for determining the flight mode according to the posture information in the foregoing embodiment, and details are not described herein again.

Alternatively, as another embodiment, the manipulation device may also receive an indication of the flight mode input by the user.

The control method according to the embodiment of the present invention has been described above, and a control device, a control system, a carrier, an aircraft, and a manipulation device according to an embodiment of the present invention will be described below with reference to FIGS. 9 to 17, respectively.

Figure 9 is a block diagram showing the structure of a control device 900 in accordance with one embodiment of the present invention. Control device 900 can be, for example, the controller of the flight controller or carrier of FIG. Control device 900 includes a determination module 910 and a control module 920.

The determination module 910 is for determining an airplane flight mode. The control module 920 is configured to control the motion of the carrier of the aircraft by using the first erect control mode when the determining module 910 determines that the flight mode is the upright flight mode, and adopt the first handstand when the determining module 910 determines that the flight mode is the inverted flight mode. The control mode controls the motion of the carrier, wherein, according to the same control command, the manner in which the motion state of the carrier is controlled in the first upright control mode is different from the manner in which the motion state of the carrier is controlled in the first inverted control mode, the carrier Used to carry loads. For example, the motion state of the carrier may include at least one of: an angle of rotation, a direction of rotation, a distance of translation, and a direction of translation. Additionally, the carrier can be located at the top or bottom of the aircraft.

According to an embodiment of the invention, the motion state of the carrier may include a direction of motion of the carrier, wherein the direction of motion of the carrier is controlled in the first erect control mode and the carrier is controlled in the first inverted control mode according to the same control command The direction of motion is reversed.

According to an embodiment of the present invention, the carrier may include one or more rotating shaft mechanisms, and the control module 920 may control the rotating shaft edge of the rotating shaft mechanism around the rotating shaft mechanism according to the first control instruction when the determining module 910 determines that the flying mode is the upright flight mode. The first direction is rotated, and when the determining module 910 determines that the flight mode is the inverted flight mode, the rotating shaft mechanism is controlled to rotate in the second direction about the rotating shaft according to the first control command, wherein the first direction is opposite to the second direction. The hinge mechanism may include at least one of the following: a roll axis mechanism, a translation axis mechanism, and a pitch axis mechanism.

Control module 920 may determine an airplane mode at determination module 910, in accordance with an embodiment of the present invention. In the upright flight mode, the first control command is converted into a first drive signal to drive the motor of the spindle mechanism to rotate in the first direction, and when the determination module 910 determines that the flight mode is the inverted flight mode, the first control command is Converted to a second drive signal to drive the motor to rotate in the second direction.

According to an embodiment of the invention, the determination module 910 may acquire attitude information of the aircraft and determine an airplane's flight mode based on the attitude information of the aircraft. The attitude information can be sensed by sensors carried by the aircraft. For example, the sensor may include at least one of the following: a gyroscope, an electronic compass, an inertial measurement unit, and a visual sensor. The attitude information may include at least one of a pitch angle of the aircraft and a roll angle of the aircraft.

Specifically, the determining module 910 may determine that the flight mode is an inverted flight mode when the pitch angle or the roll angle is within a preset angle range.

According to an embodiment of the present invention, the determining module 910 may receive an airplane mode indication sent by the operating device of the aircraft, and determine an airplane mode according to the flight mode indication, wherein the flight mode indication is used to indicate that the flight mode is an inverted flight mode or an upright flight mode .

Optionally, as another embodiment, the control module 920 may be further configured to control the height of the aircraft by using the second erect control mode when determining that the flight mode is the upright flight mode, and when determining that the flight mode is the inverted flight mode Controlling the height of the aircraft by using a second inverted control mode, wherein the condition for controlling the height of the aircraft in the second erect control mode is different from the second inverted control mode according to the distance information sensed by the ranging sensor carried by the aircraft The conditions under which the height of the aircraft is controlled must be met.

Specifically, the control module 920 can sense the distance between the aircraft and the first target object located above the aircraft by using the first ranging sensor carried by the aircraft, and control the flying height of the aircraft according to the distance between the aircraft and the first target object. So that the distance between the aircraft and the first target object is less than a first predetermined value, wherein the first ranging sensor is located at the bottom of the aircraft.

Optionally, as another embodiment, the control module 920 may further sense, by using a second ranging sensor carried by the aircraft, a distance between the aircraft and a second target object located below the aircraft, and according to the aircraft and the second target object. The distance between the aircraft controls the flying height of the aircraft such that the distance between the aircraft and the second target object is greater than a second predetermined value, wherein the second ranging sensor is located at the top of the aircraft.

Specifically, the control module 920 can sense the distance between the aircraft and the third target object located under the aircraft by using the first ranging sensor carried by the aircraft, and control the flying height of the aircraft according to the distance between the aircraft and the third target object. To make the aircraft and the third target object The distance between them is greater than the third preset value.

The above ranging sensor may be an ultrasonic sensor and/or a visual sensor. The above carrier may be a pan/tilt device, and the above load may be a photographing device.

Optionally, as another embodiment, the control apparatus 900 may further include: a receiving module 930, a processing module 940, and a sending module 950. The receiving module 930 is configured to receive an image captured by the photographing device. The processing module 940 is configured to perform an inverted process on the image captured by the photographing device when determining that the flight mode is the inverted flight mode. The sending module 950 is configured to send the inverted processed image to the display for display.

For the operations and functions of the various modules of the control device 900, reference may be made to the method of FIG. 2 above. To avoid repetition, details are not described herein again.

FIG. 10 is a block diagram showing the structure of a control device 1000 according to another embodiment of the present invention. Control device 1000 can be, for example, the flight controller of FIG. The control device 1000 includes a determination module 1010 and a control module 1020.

The determination module 1010 is for determining an airplane flight mode. The control module 1020 is configured to control the attitude of the aircraft by using the first erect control mode when the determining module 1010 determines that the flight mode is the upright flight mode, and adopt the first inverted control when the determining module 1010 determines that the flight mode is the inverted flight mode. The mode controls the attitude of the aircraft, wherein the manner in which the attitude of the aircraft is controlled in the first upright control mode is different from the manner in which the attitude of the first inverted control mode controls the aircraft. For example, the attitude of the aircraft may include at least one of: a heading angle, a roll angle, and a pitch angle.

Specifically, the manner of changing the attitude of the control aircraft described above includes at least one of controlling the magnitude of the change in the attitude angle and the direction of controlling the change in the attitude angle. The manner in which the attitude of the aircraft changes may include controlling a direction in which the attitude angle changes, wherein, according to the same control command, controlling a direction of change of the attitude angle of the aircraft in the first upright control mode and controlling the aircraft in the first inverted control mode The attitude angle changes in the opposite direction.

According to an embodiment of the present invention, when the determining module 1010 determines that the flight mode is the upright flight mode, the control module 1020 converts the control command into a plurality of first speed adjustment signals to respectively adjust the aircraft by the plurality of first speed adjustment signals. The rotational speed of multiple rotors, making the attitude angle of the aircraft a first direction change, wherein the control module 1020 converts the control command into a plurality of second speed adjustment signals to adjust the plurality of rotors through the plurality of second speed adjustment signals, respectively, when the determining module 1010 determines that the flight mode is the inverted flight mode The rotational speed causes the attitude angle of the aircraft to change in the second direction.

Optionally, as another embodiment, the control module 1020 is further configured to control the plurality of rotor rotations of the aircraft to generate the third direction relative to the aircraft when determining that the flight mode is the upright flight mode. Thrust; when determining that the flight mode is the inverted flight mode, the second inverted control mode is used to control the rotation of the plurality of rotors to generate a thrust in a fourth direction relative to the aircraft, the third direction being opposite to the fourth direction.

Specifically, the control module 1020 controls the third direction to be opposite to the fourth direction by changing the direction of rotation of the motor corresponding to the plurality of rotors.

For the operations and functions of the various modules of the control device 1000, reference may be made to the method of FIG. 6 above. To avoid repetition, details are not described herein again.

According to an embodiment of the invention, the attitude of the aircraft is controlled to be varied in different ways according to the same control command when the aircraft is in different flight modes, so that when the flight mode of the aircraft changes, there is no need to change the user. The habit of manipulating the aircraft enhances the user experience.

FIG. 11 is a block diagram showing the structure of a control device 1100 according to another embodiment of the present invention. Control device 1100 can be, for example, the steering device of FIG. The control device 1100 includes a determination module 1110, a transmission module 1120, and a conversion module 1130.

The determination module 1110 is for determining an airplane flight mode. The sending module 1120 is configured to send a first control instruction to the carrier of the aircraft or the aircraft when the determining module 1110 determines that the flight mode is the upright flight mode and receives the first control command input by the user of the operating device. The conversion module 1130 is configured to convert the first control instruction into a second control instruction when the determining module 1110 determines that the flight mode of the aircraft is the inverted flight mode and receives the first control instruction input by the user of the operating device, wherein the sending module 1120 further A second control command is sent to the carrier of the aircraft or the aircraft, the first control command is for controlling a change of the attitude of the aircraft or the motion state of the carrier, and the first control command controls a change manner of the attitude of the aircraft or a change of the motion state of the carrier The mode is different from the manner in which the second control command controls the change of the attitude of the aircraft or the state of motion of the carrier, and the carrier is used to carry the load. For example, the attitude of the aircraft includes at least one of the following: a heading angle, a roll angle, and a pitch angle.

Optionally, as another embodiment, the control device 1100 may further include: a receiving module 1140. The receiving module 1140 is configured to receive an airplane mode indication sent by the aircraft, wherein the flight mode indication is used to indicate that the flight mode is an upright flight mode or an inverted flight mode, wherein the determining module 1110 determines the flight mode according to the flight mode indication.

For the operations and functions of the various modules of the control device 1100, reference may be made to the method of FIG. 8 described above. To avoid repetition, details are not described herein again.

According to an embodiment of the invention, the same control command input by the user is converted to a different control command at the operating device when the aircraft is in different flight modes, so that when the flight mode of the aircraft changes, there is no need to change the user's view of the aircraft Control the habits to enhance the user experience.

Figure 12 is a block diagram of a flight control system 1200 in accordance with one embodiment of the present invention. Flight control system 1200 can be, for example, the flight control system of FIG. Flight control system 1200 can include a processor 1210 and a memory 1220 for storing instructions to cause processor 1210 to select a respective control mode based on the flight mode of the aircraft. The processor 1210 is communicatively coupled to the memory 1220 via a bus 1270.

Specifically, when determining that the flight mode is the upright flight mode, the first upright control mode is used to control the motion of the carrier of the aircraft, and when the flight mode is determined to be the inverted flight mode, the first inverted control mode is used to control the motion of the carrier, wherein According to the same control command, the change state of the motion state of the control carrier in the first upright control mode is different from the change mode of the motion state of the control carrier in the first inverted control mode, and the carrier is used to carry the load. The carrier can be located at the top or bottom of the aircraft.

According to an embodiment of the invention, the motion state of the carrier may include a direction of motion of the carrier; wherein, according to the same control command, the direction of motion of the carrier is controlled in the first erect control mode and the carrier is controlled in the first inverted control mode The direction of motion is reversed.

According to an embodiment of the present invention, the carrier may include one or more rotating shaft mechanisms, and the processor 1210 is specifically configured to control the rotating shaft mechanism around the rotating shaft mechanism according to the first control instruction when determining that the flight mode is the upright flight mode Rotating in one direction, and when determining that the flight mode is the inverted flight mode, controlling the rotating shaft mechanism to rotate in the second direction about the rotating shaft according to the first control command, wherein the first direction is opposite to the second direction.

According to an embodiment of the present invention, the processor 1210 is specifically configured to convert the first control command into a first driving signal when the flight mode is determined to be the upright flight mode, to drive the motor of the rotating shaft mechanism to rotate in the first direction, and When it is determined that the flight mode is the inverted flight mode, the first control command is converted into the second drive signal to drive the motor to rotate in the second direction.

The hinge mechanism may include at least one of the following: a roll axis mechanism, a translation axis mechanism, and a pitch axis mechanism. The motion state of the carrier includes at least one of the following: an angle of rotation, a direction of rotation, a distance of translation, and a direction of translation.

According to an embodiment of the present invention, the processor 1210 is specifically configured to acquire attitude information of the aircraft, and determine an airplane flight mode according to the attitude information of the aircraft.

Optionally, as another embodiment, the flight control system may further include: a sensor 1230. The sensor 1230 is communicatively coupled to the processor 1210 for sensing attitude information, wherein the processor 1210 receives the sensor-sensed attitude information. The sensor 1210 includes at least one of the following: a gyroscope, an electronic compass, an inertial measurement unit, and a vision sensor. The attitude information includes at least one of a pitch angle of the aircraft and a roll angle of the aircraft. The processor 1210 is specifically configured to determine that the flight mode is an inverted flight mode when the pitch angle or the roll angle is within a preset angle range.

Optionally, as another embodiment, the flight control system 1200 may further include: a transceiver 1240, in communication with the processor 1210, configured to receive an indication of a flight mode sent by the operating device of the aircraft, where the processor 1210 is specifically configured to The flight mode indication determines an airplane mode, wherein the flight mode indication is used to indicate that the flight mode is an inverted flight mode or an upright flight mode.

Optionally, as another embodiment, the processor 1210 is further configured to: when determining that the flight mode is the upright flight mode, control the altitude of the aircraft by using the second erect control mode; when determining that the flight mode is the inverted flight mode, The second inverted control mode controls the height of the aircraft, wherein the condition for controlling the height of the aircraft in the second upright control mode is different from the control in the second inverted control mode according to the distance information sensed by the ranging sensor carried by the aircraft The height of the aircraft needs to be met.

Optionally, as another embodiment, the flight control system 1200 may further include: a first ranging sensor 1250 communicatively coupled to the processor 1210 for sensing a distance between the aircraft and a first target object located above the aircraft The processor 1210 is specifically configured to control the flying height of the aircraft according to the distance between the aircraft and the first target object when determining that the flight mode is the inverted flight mode, so that the distance between the aircraft and the first target object is smaller than the first A preset value in which the first ranging sensor 1250 is located at the bottom of the aircraft.

Optionally, as another embodiment, the method further includes: a second ranging sensor 1260 communicatively coupled to the processor 1210 for sensing a distance between the aircraft and a second target object located below the aircraft, wherein the processor 1210 Also used to control the flying height of the aircraft according to the distance between the aircraft and the second target object when determining that the flight mode is the inverted flight mode, so that the aircraft and the second The distance between the target objects is greater than a second predetermined value, wherein the second ranging sensor 1260 is located at the top of the aircraft.

Optionally, as another embodiment, the first ranging sensor 1250 is further configured to sense a distance between the aircraft and a third target object located below the aircraft, and the processor 1210 is specifically configured to determine the flight mode as an upright flight. In the mode, the flying height of the aircraft is controlled according to the distance between the aircraft and the third target object such that the distance between the aircraft and the third target object is greater than a third preset value.

The above ranging sensors are ultrasonic sensors and/or visual sensors. The above carrier is a pan-tilt device, and the above load is a photographing device.

Optionally, as another embodiment, the transceiver 1240 is further configured to receive an image captured by the photographing device, where the processor 1210 is further configured to perform an inverted process on the image captured by the photographing device when determining that the flight mode is the inverted flight mode, And the second transceiver transmits the inverted image to the display for display.

For the operation and function of the flight control system 1200, reference may be made to the method of FIG. 2 above. To avoid repetition, details are not described herein again.

Figure 13 is a block diagram of a control system 1300 of a carrier in accordance with one embodiment of the present invention. Control system 1300 can be, for example, the control system of the carrier of FIG. Control system 1300 can include a processor 1310 and a memory 1320 for storing instructions to cause processor 1310 to select a respective control mode based on the flight mode of the aircraft. The processor 1310 is communicatively coupled to the memory 1320 via a bus 1350.

Specifically, when determining that the flight mode is the upright flight mode, the first erect control mode is used to control the motion of the carrier, and when the flight mode is determined to be the inverted flight mode, the first inverted control mode is used to control the motion of the carrier, wherein With the same control command, the manner in which the motion state of the carrier is controlled in the first upright control mode is different from the manner in which the motion state of the carrier is controlled in the first inverted control mode, and the carrier is used to carry the load. For example, the carrier may be a pan/tilt device and the load may be a camera device.

According to an embodiment of the present invention, the motion state of the carrier may include a moving direction of the carrier; According to the same control command, the direction of movement of the control carrier in the first upright control mode is opposite to the direction of motion of the control carrier in the first inverted control mode.

According to an embodiment of the present invention, the carrier may include one or more rotating shaft mechanisms, and the processor 1310 is specifically configured to control the rotating shaft mechanism around the rotating shaft mechanism according to the first control instruction when determining that the flying mode is the upright flying mode Rotating in one direction, and when determining that the flight mode is the inverted flight mode, controlling the rotating shaft mechanism to rotate in the second direction about the rotating shaft according to the first control command, wherein the first direction is opposite to the second direction.

According to an embodiment of the present invention, the processor 1310 is specifically configured to convert the first control instruction into a first driving signal when the flight mode is determined to be the upright flight mode, to drive the motor of the rotating shaft mechanism to rotate in the first direction, and When it is determined that the flight mode is the inverted flight mode, the first control command is converted into the second drive signal to drive the motor to rotate in the second direction. The hinge mechanism may include at least one of the following: a roll axis mechanism, a translation axis mechanism, and a pitch axis mechanism. The motion state of the carrier includes at least one of the following: an angle of rotation, a direction of rotation, a distance of translation, and a direction of translation. The processor acquires attitude information of the aircraft and determines an airplane flight mode according to the attitude information of the aircraft.

Optionally, as another embodiment, the control system 1300 further includes a sensor 1330 communicatively coupled to the processor for sensing attitude information, wherein the processor 1310 can receive the attitude information sensed by the sensor 1330. The sensor 1330 may include at least one of a gyroscope, an electronic compass, an inertial measurement unit, and a vision sensor. The attitude information may include at least one of a pitch angle of the aircraft and a roll angle of the aircraft.

According to an embodiment of the invention, the processor 1310 is specifically configured to determine that the flight mode is an inverted flight mode when the pitch angle or the roll angle is within a preset angle range.

According to an embodiment of the present invention, the control system 1300 may further include: a 1340 transceiver communicatively coupled to the processor 1310 for receiving an indication of the flight mode transmitted by the operating device of the aircraft or the controller of the aircraft, wherein the processor 1310 is specifically configured to The flight mode is determined according to the flight mode indication, wherein the flight mode indication is used to indicate that the flight mode is an inverted flight mode or an upright flight mode.

Optionally, as another embodiment, the transceiver 1340 is further configured to receive an image captured by the photographing device, where the processor is further configured to perform an inverted process on the image captured by the photographing device when determining that the flight mode is the inverted flight mode, and The inverted processed image is sent to the display for display by the second transceiver.

For the operation and function of the flight control system 1300, reference may be made to the method of FIG. 2 above. To avoid repetition, details are not described herein again.

14 is a block diagram showing the structure of a flight control system 1400 in accordance with another embodiment of the present invention. Flight control system 1400 may, for example, be the flight control system of FIG. Flight control system 1400 can include a processor 1410 and a memory 1420 for storing instructions to cause processor 1410 to select a respective control mode based on the flight mode of the aircraft. The processor 1410 is communicatively coupled to the memory 1420 via a bus 1430.

Specifically, when determining that the flight mode is the upright flight mode, the first erect control mode is used to control the attitude of the aircraft, and when the flight mode is determined to be the inverted flight mode, the first inverted control mode is used to control the attitude of the aircraft, wherein With the same control command, the manner in which the attitude of the aircraft is controlled in the first upright control mode is different from the manner in which the attitude of the aircraft is controlled in the first inverted control mode. For example, the attitude of the aircraft includes at least one of the following: a heading angle, a roll angle, and a pitch angle. For example, the manner of controlling the change of the attitude of the aircraft includes at least one of controlling the magnitude of the change in the attitude angle and the direction of controlling the change in the attitude angle.

According to an embodiment of the present invention, controlling the manner in which the attitude of the aircraft changes may include controlling a direction in which the attitude angle changes, wherein, according to the same control instruction, controlling a change direction of the attitude angle of the aircraft in the first upright control mode is In the inverted control mode, the attitude angle of the controlling aircraft is reversed.

According to an embodiment of the present invention, the processor 1410 is specifically configured to: when determining that the flight mode is the upright flight mode, convert the control command into the plurality of first speed adjustment signals to adjust the aircraft by the plurality of first speed adjustment signals respectively. Rotating the plurality of rotors such that the aircraft rotates in a first direction about the axis of rotation, and when determining that the flight mode is the inverted flight mode, converting the control command into a plurality of second speed adjustment signals to respectively pass the plurality of second speed adjustments The signal adjusts the rotational speed of the plurality of rotors such that the aircraft rotates in the second direction about the axis of rotation. For example, the rotating shaft may include at least one of the following: a roll axis, a pan axis, and a pitch axis.

Optionally, as another embodiment, the processor 1410 is further configured to: when determining that the flight mode is an upright flight mode, control the plurality of rotor rotations of the aircraft to generate a third direction relative to the aircraft by using the second erect control mode. Thrust; when determining that the flight mode is the inverted flight mode, the second inverted control mode is used to control the rotation of the plurality of rotors to generate the thrust in the fourth direction relative to the aircraft, and the third The direction is opposite to the fourth direction.

According to an embodiment of the invention, the processor 1410 is specifically configured to control the third direction to be opposite to the fourth direction by changing the direction of rotation of the motor corresponding to the plurality of rotors.

For the operation and function of the control device 1400, reference may be made to the method of FIG. 6 above. To avoid repetition, details are not described herein again.

Figure 15 is a block diagram showing the operation of a handling device 1500 in accordance with one embodiment of the present invention. The manipulation device 1500 can be, for example, the manipulation device of FIG. The manipulation device 1500 includes a processor 1510 and a memory 1520, wherein the memory 1520 is configured to store instructions to cause the processor 1510 to output a corresponding control instruction according to an airplane's flight mode. The processor 1510 is communicatively coupled to the memory 1520 via a bus 1550.

The transceiver 1530 is configured to send, when the controller determines that the flight mode is the upright flight mode and receives the first control instruction input by the operator, to send a first control instruction to the carrier of the aircraft or the aircraft, where the first control instruction is used to control the aircraft A change in posture or a change in the state of motion of the carrier. The processor 1510 is configured to convert the first control command into a second control command when determining that the flight mode of the aircraft is the inverted flight mode and receiving the first control command input by the user, and the transceiver 1530 is further used for the aircraft or the aircraft. The carrier transmits a second control command, wherein the first control command controls the manner in which the attitude of the aircraft changes or the manner in which the motion state of the carrier changes, and the manner in which the second control command controls the change of the attitude of the aircraft or the manner in which the carrier motion state changes. For example, the attitude of the aircraft includes at least one of the following: a heading angle, a roll angle, and a pitch angle.

Optionally, as another embodiment, the transceiver 1530 is further configured to receive a flight mode indication sent by the aircraft, where the flight mode indication is used to indicate that the flight mode is an upright flight mode or an inverted flight mode, wherein the processor 1510 is in accordance with the flight. The mode indication determines the flight mode.

For the operation and function of the operating device 1500, reference may be made to the method of FIG. 8 above, and in order to avoid repetition, details are not described herein again.

Figure 16 is a block diagram of an aircraft 1600 in accordance with one embodiment of the present invention. Aircraft can At 1600, a flight control system 1610 and a plurality of propulsion devices 1620 can be included. Flight control system 1610 can be a flight control system as described in the above embodiments. A plurality of propulsion devices 1620 are provided for providing flight power to the aircraft; wherein the flight control system 1610 is in communication with a plurality of propulsion devices 1620 for controlling the operation of the plurality of propulsion devices 1620 to achieve a desired attitude.

Figure 17 is a block diagram showing the structure of a carrier 1700 in accordance with one embodiment of the present invention. The carrier can include a control system 1710 and one or more spindle mechanisms 1720. Control system 1710 can be a control system as described in the above embodiments. The spindle mechanism can include a spindle and a power unit that drives the spindle to rotate; wherein the control system 1710 is communicatively coupled to the power unit for controlling the operation of the power unit to achieve a desired motion state.

It is to be understood that the phrase "one embodiment" or "an embodiment" or "an" Thus, "in one embodiment" or "in an embodiment" or "an" In addition, the particular features, structures, or characteristics of the embodiments and embodiments may be combined in any suitable manner in one or more embodiments.

It should be understood that, in various embodiments of the present invention, the size of the sequence numbers of the above processes does not mean the order of execution, and the order of execution of each process should be determined by its function and internal logic, and should not be taken to the embodiments of the present invention. The implementation process constitutes any limitation.

It should be understood that in the embodiment of the present invention, "B corresponding to A" means that B is associated with A, and B can be determined according to A. However, it should also be understood that determining B from A does not mean that B is only determined based on A, and that B can also be determined based on A and/or other information.

It should be understood that the term "and/or" herein is merely an association relationship describing an associated object, indicating that there may be three relationships, for example, A and/or B, which may indicate that A exists separately, and A and B exist simultaneously. There are three cases of B alone. In addition, the character "/" in this article generally indicates that the contextual object is an "or" relationship.

Those of ordinary skill in the art will appreciate that the elements and algorithm steps of the various examples described in connection with the embodiments disclosed herein can be implemented in electronic hardware or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the solution. A person skilled in the art can use different methods for implementing the described functions for each particular application, but such implementation should not be considered to be beyond the scope of the present invention.

A person skilled in the art can clearly understand that for the convenience and brevity of the description, the specific working processes of the above described systems, devices and units can refer to the corresponding solutions in the foregoing method embodiments. The process will not be repeated here.

In the several embodiments provided by the present application, it should be understood that the disclosed systems, devices, and methods may be implemented in other manners. For example, the device embodiments described above are merely illustrative. For example, the division of the unit is only a logical function division. In actual implementation, there may be another division manner, for example, multiple units or components may be combined or Can be integrated into another system, or some features can be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection through some interface, device or unit, and may be in an electrical, mechanical or other form.

The units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, may be located in one place, or may be distributed to multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of the embodiment.

In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

The above is only a specific embodiment of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily think of changes or substitutions within the technical scope of the present invention. It should be covered by the scope of the present invention. Therefore, the scope of the invention should be determined by the scope of the appended claims.

Claims

A control method, comprising:

Determining the flight mode of the aircraft;

Controlling movement of the carrier of the aircraft using a first erect control mode when determining that the flight mode is an upright flight mode;

Controlling movement of the carrier in a first inverted control mode when determining that the flight mode is an inverted flight mode, wherein controlling a motion state of the carrier in the first erect control mode according to the same control command The manner of variation is different from the manner in which the motion state of the carrier is controlled in the first inverted control mode, the carrier being used to carry a load.
The control method according to claim 1, wherein the motion state of the carrier comprises a moving direction of the carrier;

Wherein, according to the same control command, controlling a moving direction of the carrier in the first upright control mode is opposite to controlling a moving direction of the carrier in the first inverted control mode.
The control method according to claim 2, wherein the carrier comprises one or more rotating shaft mechanisms, and the controlling the movement of the carrier of the aircraft by using the first erect control mode comprises:

Controlling, according to the first control instruction, the rotating shaft mechanism to rotate in a first direction about a rotating shaft of the rotating shaft mechanism,

The controlling the motion of the carrier by using the first inverted control mode includes:

Controlling the spindle mechanism to rotate in a second direction about the axis of rotation in accordance with the first control command, wherein the first direction is opposite the second direction.
The control method according to claim 3, wherein the controlling the rotation of the rotating shaft mechanism in the first direction around the rotating shaft of the rotating shaft mechanism according to the first control instruction comprises:

Converting the first control command into a first drive signal to drive the motor of the spindle mechanism to rotate in the first direction,

The controlling the rotating shaft mechanism to rotate in the second direction around the rotating shaft according to the first control instruction comprises:

Converting the first control command to a second drive signal to drive the motor to rotate in the second direction.
The control method according to claim 3 or 4, wherein the rotating shaft mechanism comprises at least one of a roll axis mechanism, a translation axis mechanism, and a pitch axis mechanism.
The control method according to claim 1, wherein the motion state of the carrier comprises at least one of: an angle of rotation, a direction of rotation, a distance of translation, and a direction of translation.
The control method according to any one of claims 1 to 6, wherein the determining the flight mode of the aircraft comprises:

Obtaining posture information of the aircraft;

The flight mode of the aircraft is determined based on the attitude information of the aircraft.
The control method according to claim 7, wherein the attitude information is sensed by a sensor carried by the aircraft.
The control method according to claim 8, wherein the sensor comprises at least one of a gyroscope, an electronic compass, an inertial measurement unit, and a vision sensor.
The control method according to any one of claims 7 to 9, wherein the attitude information includes at least one of a pitch angle of the aircraft and a roll angle of the aircraft.
The control method according to claim 10, wherein the determining the flight mode of the aircraft according to the attitude information of the aircraft comprises:

The flight mode is determined to be the inverted flight mode when the pitch angle or the roll angle is within a predetermined range of angles.
The control method according to any one of claims 1 to 6, wherein the determining the flight mode of the aircraft comprises:

Receiving an airplane mode indication sent by an operating device of the aircraft, the flight mode indication being used to indicate that the flight mode is the inverted flight mode or the upright flight mode;

The flight mode is determined based on the flight mode indication.
The control method according to any one of claims 1 to 12, further comprising:

When determining that the flight mode is the upright flight mode, controlling a height of the aircraft by using a second erect control mode;

When determining that the flight mode is the inverted flight mode, controlling a height of the aircraft by using a second inverted control mode, wherein the second erecting is based on distance information sensed by the ranging sensor carried by the aircraft The conditions required to control the height of the aircraft in the control mode are different from those required to control the height of the aircraft in the second inverted control mode.
The control method according to claim 13, wherein the controlling the height of the aircraft by using the second inverted control mode comprises:

Sensing a distance between the aircraft and a first target object located above the aircraft using a first ranging sensor carried by the aircraft;

Controlling a flying height of the aircraft according to a distance between the aircraft and the first target object such that a distance between the aircraft and the first target object is less than a first preset value, wherein the A ranging sensor is located at the bottom of the aircraft.
The control method according to claim 14, wherein the controlling the height of the aircraft by using the second inverted control mode further comprises:

Sensing a distance between the aircraft and a second target object located below the aircraft using a second ranging sensor carried by the aircraft;

Controlling a flying height of the aircraft according to a distance between the aircraft and the second target object such that a distance between the aircraft and the second target object is greater than a second preset value, wherein the A second ranging sensor is located at the top of the aircraft.
The control method according to claim 14 or 15, wherein the controlling the height of the aircraft by using the second erect control mode comprises:

Sensing a distance between the aircraft and a third target object located below the aircraft using a first ranging sensor carried by the aircraft;

The flying height of the aircraft is controlled according to a distance between the aircraft and the third target object such that a distance between the aircraft and the third target object is greater than a third preset value.
The control method according to any one of claims 13 to 16, wherein the ranging sensor is an ultrasonic sensor and/or a visual sensor.
The control method according to any one of claims 1 to 17, wherein the carrier is a pan-tilt device and the load is a photographing device.
The control method according to claim 18, wherein the control method further comprises:

Receiving an image taken by the photographing device;

When it is determined that the flight mode is the inverted flight mode, the image captured by the photographing device is subjected to an inverted process;

The inverted image is sent to the display for display.
The control method according to any one of claims 1 to 19, wherein the carrier is located at the top or bottom of the aircraft.
A control method according to any one of claims 1 to 20, the method being performed by a controller of the aircraft or the carrier.
A control method, comprising:

Determining the flight mode of the aircraft;

When determining that the flight mode is an upright flight mode, controlling a posture of the aircraft by using a first erect control mode;

Controlling the attitude of the aircraft using a first inverted control mode when determining that the flight mode is an inverted flight mode, wherein controlling the attitude of the aircraft in the first erect control mode according to the same control command The manner of variation is different from the manner in which the attitude of the aircraft is controlled in the first inverted control mode.
The control method according to claim 22, wherein the manner of controlling the change in the attitude of the aircraft comprises at least one of controlling a magnitude of a change in the attitude angle and a direction of controlling a change in the attitude angle.
The control method according to claim 23, wherein the changing manner of controlling the attitude of the aircraft comprises controlling a direction in which the attitude angle changes;

Wherein, according to the same control command, the direction of change of the attitude angle of the aircraft is controlled in the first upright control mode to be opposite to the direction of change of the attitude angle of the aircraft in the first inverted control mode.
The control method according to claim 24, wherein the controlling the attitude of the aircraft by using the first erect control mode comprises:

Converting the control command into a plurality of first speed adjustment signals to adjust a rotational speed of the plurality of rotors of the aircraft through the plurality of first speed adjustment signals, respectively, such that the aircraft is first along the axis of rotation Direction rotation,

Wherein the first inverted control mode is used to control the attitude of the aircraft, including:

Converting the control command into a plurality of second speed adjustment signals to adjust a rotational speed of the plurality of rotors by the plurality of second speed adjustment signals, respectively, such that the aircraft rotates in a second direction about the rotating shaft .
The control method according to claim 25, wherein the rotating shaft comprises at least one of a roll axis, a pan axis, and a pitch axis.
The control method according to any one of claims 22 to 26, further comprising:

When determining that the flight mode is the upright flight mode, controlling a plurality of rotor rotations of the aircraft to generate a thrust in a third direction relative to the aircraft using a second upright control mode;

When determining that the flight mode is the inverted flight mode, controlling the plurality of rotor rotations to generate a thrust in a fourth direction relative to the aircraft using a second inverted control mode, the third direction and the fourth The opposite direction.
The control method according to claim 26, wherein said third direction is opposite to said fourth direction by changing a rotation direction of a motor corresponding to said plurality of rotors.
The control method according to any one of claims 22 to 27, characterized in that the attitude of the aircraft comprises at least one of a heading angle, a roll angle and a pitch angle.
A control method, comprising:

An operating device of the aircraft determines an airplane flight mode of the aircraft;

The operating device transmits the first control command to the carrier of the aircraft or the aircraft when determining that the flight mode is an upright flight mode and receiving a first control command input by a user, the first control The instructions are for controlling a change in the attitude of the aircraft or a change in a state of motion of the carrier;

The manipulating device converts the first control command into a second control command and determines to the aircraft or when determining that the flight mode of the aircraft is an inverted flight mode and receiving the first control command input by a user The carrier of the aircraft transmits the second control command, wherein the first control command controls a change manner of a posture of the aircraft or a change manner of a motion state of the carrier and the second control command controls the The manner in which the attitude of the aircraft changes or the manner in which the motion of the carrier changes is different.
The control method according to claim 30, further comprising:

The steering device receives an airplane mode indication sent by the aircraft, wherein the flight mode indication is used to indicate that the flight mode is the upright flight mode or the inverted flight mode,

Wherein the operating device of the aircraft determines the flight mode of the aircraft, including:

The steering device determines the flight mode based on the flight mode indication.
A control device, comprising:

a determination module for determining an airplane flight mode;

a control module, configured to: when the determining module determines that the flight mode is an upright flight mode, Controlling the motion of the carrier of the aircraft by using a first erect control mode, and controlling the motion of the carrier by using a first inverted control mode when the determining module determines that the flight mode is an inverted flight mode, wherein, according to the same Controlling a command for controlling a change in a state of motion of the carrier in the first erect control mode differently from a mode of controlling a state of motion of the carrier in the first inverted control mode, the carrier being used Carry the load.
A control device, comprising:

a determination module for determining an airplane flight mode;

a control module, configured to: when the determining module determines that the flight mode is an upright flight mode, control a posture of the aircraft by using a first erect control mode, and determine, in the determining module, that the flight mode is an inverted flight In the mode, controlling the attitude of the aircraft by using a first inverted control mode, wherein controlling the attitude of the aircraft in the first erect control mode is different from controlling the manner in the first inverted control mode The way the attitude of the aircraft changes.
A flight control system, comprising: a processor and a memory, wherein the memory is configured to store instructions to cause the processor to select a respective control mode based on an airplane flight mode;

Wherein the first upright control mode is used to control the motion of the carrier of the aircraft when the flight mode is determined to be the upright flight mode, and the first inverted control mode control is adopted when determining that the flight mode is the inverted flight mode The movement of the carrier, wherein, according to the same control command, controlling the motion state of the carrier in the first erect control mode is different from controlling the motion of the carrier in the first inverted control mode The manner in which the state changes, the carrier is used to carry the load.
A flight control system according to claim 34, wherein said motion state of said carrier comprises a direction of motion of said carrier; wherein said controlling said said first erect control mode in accordance with said same control command The direction of movement of the carrier is opposite to the direction of motion of the carrier in the first inverted control mode.
The flight control system according to claim 35, wherein said carrier includes one or more rotating shaft mechanisms, and said processor is specifically configured to: when determining said flight mode to said erect flight mode, a control command controlling the rotating shaft mechanism to rotate in a first direction about a rotating shaft of the rotating shaft mechanism, and controlling the rotating shaft mechanism to surround according to the first control instruction when determining that the flying mode is the inverted flying mode The rotating shaft rotates in a second direction, wherein the first direction is opposite the second direction.
The flight control system according to claim 36, wherein said processor is specifically configured to convert said first control command into a first drive signal when said flight mode is determined to be said erect flight mode Rotating the motor of the spindle mechanism in the first direction, and converting the first control command to a second drive signal to determine the driving mode when the flight mode is the inverted flight mode The motor rotates in the second direction.
A flight control system according to claim 36 or 37, wherein said spindle mechanism comprises at least one of a roll axis mechanism, a translation axis mechanism and a pitch axis mechanism.
The flight control system according to claim 34, wherein the motion state of the carrier comprises at least one of: an angle of rotation, a direction of rotation, a distance of translation, and a direction of translation.
The flight control system according to any one of claims 34 to 39, wherein the processor acquires attitude information of the aircraft, and determines an airplane flight mode according to the attitude information of the aircraft .
The flight control system of claim 40, wherein the flight control system further comprises:

And a sensor communicatively coupled to the processor for sensing the attitude information, wherein the processor receives the attitude information sensed by the sensor.
The flight control system according to claim 41, wherein said sensor comprises at least one of the following: a gyroscope, an electronic compass, an inertial measurement unit, and a visual sensor.
The flight control system according to any one of claims 40 to 42, wherein the attitude information comprises at least one of a pitch angle of the aircraft and a roll angle of the aircraft.
The flight control system according to claim 43, wherein the processor is specifically configured to determine the flight mode as the inverted when the pitch angle or the roll angle is within a preset angle range Flight mode.
The flight control system according to any one of claims 34 to 37, wherein the flight control system further comprises:

a first transceiver, communicatively coupled to the processor, for receiving an indication of a flight mode transmitted by an operating device of the aircraft, wherein the processor is specifically configured to determine the flight mode according to the flight mode indication, wherein The flight mode indication is used to indicate that the flight mode is the inverted flight mode or the upright flight mode.
The flight control system according to any one of claims 34 to 45, wherein the processor is further configured to adopt a second upright control when determining that the flight mode is the upright flight mode The mode controls a height of the aircraft; when determining that the flight mode is the inverted flight mode, controlling a height of the aircraft by using a second inverted control mode, wherein the distance information sensed by the ranging sensor carried by the aircraft is used The condition required to control the height of the aircraft in the second upright control mode is different from the condition that needs to be met to control the height of the aircraft in the second inverted control mode.
The flight control system of claim 46, wherein the flight control system further comprises:

a first ranging sensor communicatively coupled to the processor for sensing a distance between the aircraft and a first target object located above the aircraft, wherein the processor is specifically configured to determine the flight When the mode is the inverted flight mode, controlling a flying height of the aircraft according to a distance between the aircraft and the first target object such that a distance between the aircraft and the first target object is less than a A predetermined value, wherein the first ranging sensor is located at a bottom of the aircraft.
The flight control system of claim 47, wherein the flight control system further comprises:

a second ranging sensor communicatively coupled to the processor for sensing a distance between the aircraft and a second target object located below the aircraft, wherein the processor is further configured to determine the flight When the mode is the inverted flight mode, controlling a flying height of the aircraft according to a distance between the aircraft and the second target object such that a distance between the aircraft and the second target object is greater than a Two preset values, wherein the second ranging sensor is located at the top of the aircraft.
A flight control system according to claim 47 or claim 48, wherein said first ranging sensor is further for sensing a distance between said aircraft and a third target object located below said aircraft, said The processor is specifically configured to control a flying height of the aircraft according to a distance between the aircraft and the third target object when determining that the flight mode is the upright flight mode, so that the aircraft and the aircraft The distance between the third target objects is greater than a third preset value.
The flight control system according to any one of claims 46 to 49, wherein the ranging sensor is an ultrasonic sensor and/or a visual sensor.
The flight control system according to any one of claims 34 to 50, wherein the carrier is a pan-tilt device and the load is a photographing device.
The flight control system of claim 51, wherein the flight control system further comprises:

a second transceiver, communicatively coupled to the processor, for receiving an image captured by the photographing device, wherein the processor is further configured to: when the determining that the flight mode is the inverted flight mode, the photographing The image captured by the device is subjected to an inverted process, and the inverted image is transmitted by the second transceiver to the display for display.
A flight control system according to any one of claims 34 to 52 wherein the carrier is located at the top or bottom of the aircraft.
A control system for a carrier, comprising: a processor and a memory, wherein the memory is configured to store an instruction to cause the processor to select a corresponding control mode according to an airplane mode of the aircraft;

Wherein, when it is determined that the flight mode is an upright flight mode, the motion of the carrier is controlled by using a first erect control mode, and when determining that the flight mode is an inverted flight mode, the first inverted control mode is used to control the Movement of the carrier, wherein, according to the same control command, controlling the motion state of the carrier in the first erect control mode is different from controlling the motion state of the carrier in the first inverted control mode In a variant, the carrier is used to carry a load.
A flight control system, comprising: a processor and a memory, wherein the memory is configured to store instructions to cause the processor to select a respective control mode based on an airplane flight mode,

Wherein the first upright control mode is used to control the attitude of the aircraft when the flight mode is determined to be an upright flight mode, and when the flight mode is determined to be an inverted flight mode, the first inverted control mode is used to control the aircraft a posture in which, in accordance with the same control command, the manner in which the attitude of the aircraft is controlled in the first upright control mode is different from the manner in which the attitude of the aircraft is controlled in the first inverted control mode .
A flight control system according to claim 55, wherein

The manner of controlling the change of the attitude of the aircraft includes at least one of controlling a magnitude of a change in the attitude angle and a direction of controlling a change in the attitude angle.
A flight control system according to claim 56, wherein said control fly The manner in which the attitude of the walker changes includes controlling a direction in which the attitude angle changes, wherein, according to the same control command, the direction of change of the attitude angle of the aircraft is controlled in the first upright control mode with the first handstand The control mode controls the attitude angle of the aircraft to change in the opposite direction.
The flight control system according to claim 57, wherein the processor is specifically configured to convert the control command into a plurality of first speed adjustment signals when determining that the flight mode is an upright flight mode, Adjusting a rotational speed of the plurality of rotors of the aircraft by the plurality of first speed adjustment signals, respectively, such that the aircraft rotates in a first direction about the rotational axis, and when determining that the flight mode is an inverted flight mode Converting the control command into a plurality of second speed adjustment signals to adjust a rotational speed of the plurality of rotors by the plurality of second speed adjustment signals, respectively, such that the aircraft is in a second direction around the rotating shaft Rotate.
The flight control system according to claim 58, wherein the rotating shaft comprises at least one of a roll axis, a pan axis, and a pitch axis.
The flight control system according to any one of claims 55 to 59, wherein the processor is further configured to:

When determining that the flight mode is the upright flight mode, controlling a plurality of rotor rotations of the aircraft to generate a thrust in a third direction relative to the aircraft using a second upright control mode;

When determining that the flight mode is the inverted flight mode, controlling the plurality of rotor rotations to generate a thrust in a fourth direction relative to the aircraft using a second inverted control mode, the third direction and the fourth The opposite direction.
The flight control system according to claim 60, wherein said processor is specifically configured to control said third direction to be opposite said fourth direction by changing a direction of rotation of a motor corresponding to said plurality of rotors .
The flight control system according to any one of claims 55 to 61, wherein the attitude of the aircraft comprises at least one of a heading angle, a roll angle and a pitch angle.
An aircraft characterized by comprising:

a flight control system according to any one of claims 34 to 53, 55 to 62;

a plurality of propulsion devices for providing flight power to the aircraft;

Wherein the flight control system is in communication with the plurality of propulsion devices for controlling the operation of the plurality of propulsion devices to achieve the desired attitude.
A carrier, comprising:

The control system of claim 54;

One or more rotating shaft mechanisms, the rotating shaft mechanism comprising a rotating shaft and a power device for driving the rotating shaft;

Wherein the control system is in communication with the power unit for controlling the operation of the power unit to achieve the desired state of motion.
An operating device, comprising: a processor and a memory, wherein the memory is configured to store an instruction to cause the processor to output a corresponding control command according to an airplane mode of flight:

a transceiver, configured to send the first control instruction to a carrier of the aircraft or the aircraft when the controller determines that the flight mode is an upright flight mode and receives a first control command input by a user, The first control command is for controlling a change in a posture of the aircraft or a change in a motion state of the carrier,

a processor, configured to convert the first control instruction into a second control instruction when determining that the flight mode of the aircraft is an inverted flight mode and receiving the first control instruction input by a user,

The transceiver is further configured to transmit the second control command to a carrier of the aircraft or the aircraft, wherein the first control command controls a manner of change of a posture of the aircraft or a manner of change of a motion state of the carrier The manner in which the second control command controls the change in the attitude of the aircraft or the change in the state of motion of the carrier is different.
The operating device according to claim 65, wherein said transceiver is further configured to receive an airplane mode indication transmitted by said aircraft, wherein said flight mode indication is for indicating said flight mode is said erect a flight mode or the inverted flight mode, wherein the processor is specifically configured to determine the flight mode based on the flight mode indication.