Aircraft control method and apparatus

Abstract

The application discloses a kind of aircraft control method and device, it is related to aircraft control technology, the method is used for the control of dual-engine or multi-engine fixed-wing aircraft, aircraft control device includes throttle control device and throttle bus, and at least two electronic speed controllers connected with throttle bus, each electronic speed controller controls an electric motor, and each electronic speed controller sends the first electric governor data of itself to throttle bus, and the first electric governor data includes the first output throttle value and first rotating speed of itself;Second electric governor data is obtained from throttle bus, and the second electric governor data includes the second output throttle value and second rotating speed of other electronic speed controllers except itself;Third output throttle value is calculated according to second electric governor data, and third output throttle value is used to adjust the rotating speed of electric motor controlled by each electronic speed controller itself, solve the problem that the rudder of aircraft is controlled to offset the yaw force generated due to different thrust in prior art, inconvenient operation.

Description

Technical Field

[0001] This invention relates to the field of aircraft control technology, and more specifically to an aircraft control method and apparatus. Background Technology

[0002] In twin-engine or multi-engine fixed-wing model aircraft, during flight, there may be differences in the actual flight parameters between the two or more motors. Flight parameters include KV value (RPM, which is the increase in the idle speed of the brushless motor for every 1 volt increase in input voltage).

[0003] Because of the differences in parameters (KV values) between motors of the same model, the thrust generated by different motors is different at the same throttle value. This difference is more pronounced when the throttle is higher. The difference in thrust on both sides of the aircraft will cause the model aircraft to generate a yaw force, making it impossible for the model aircraft to fly in a straight line.

[0004] In related technologies, the yaw force caused by different thrust is counteracted by controlling the aircraft's rudder, allowing the model aircraft to maintain straight flight during flight. Without a stability augmentation system (flight control), this method is inconvenient. During flight, different speeds result in different rudder deflections, which can be controlled on the remote control using a joystick or joystick fine-tuning. However, joystick control offers poor tactile feedback, making it impossible to constantly adjust the fine-tuning. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to overcome the inconvenience of operation in the prior art of using the rudder of the aircraft to counteract the yaw force caused by different thrust, thereby providing an aircraft control method and device.

[0006] To address the aforementioned technical problems, the present invention discloses at least one aircraft control method and apparatus.

[0007] In a first aspect, the present invention discloses an aircraft control method for controlling a twin-engine or multi-engine fixed-wing aircraft. The aircraft includes an aircraft control device, which includes a throttle control device and a throttle bus, and at least two electronic speed controllers connected to the throttle bus. Each electronic speed controller controls one motor, and the process of the electronic speed controller controlling the motor includes:

[0008] Each of the electronic governors sends its own first ESC data to the throttle bus, the first ESC data including its own first output throttle value and first speed;

[0009] Each of the electronic speed controllers obtains second ESC data from the throttle bus, the second ESC data including the second output throttle value and second speed of the other electronic speed controllers besides itself;

[0010] Each of the electronic speed controllers calculates a third output throttle value based on the second ESC data, the third output throttle value being used to adjust the rotational speed of the motor controlled by each of the electronic speed controllers.

[0011] Optionally, before each of the electronic speed controllers sends its own first ESC data to the throttle bus, the process of the electronic speed controller controlling the motor further includes: each of the electronic speed controllers obtaining input throttle data from the throttle bus; and each electronic speed controller calculating its own first ESC data based on the input throttle data.

[0012] Optionally, each of the electronic speed controllers calculates the third output throttle value based on the second ESC data by: the electronic speed controller that is not at the lowest speed following the speed of the electronic speed controller at the lowest speed, and calculating the third output throttle value through the first PID control.

[0013] Optionally, each of the electronic speed controllers calculates the third output throttle value based on the second ESC data by: each of the electronic speed controllers following the average speed of all electronic speed controllers and calculating the third output throttle value through a second PID control.

[0014] Optionally, the calculation of the third output throttle value through the first PID control is performed using the formula:

[0015] A OUT =A in Kp*E rpm (t)+Ki*∫E rpm (t)+Kd*dE rpm (t) / dt 计算 The third output throttle value, where A OUT The third output throttle value is Ain, which is the input throttle value in the input throttle data. Kp is the proportional constant, Ki is the integral constant, Kd is the differential constant, and Erpm is the current speed of the electronic speed controller minus the speed of the electronic speed controller at the lowest speed.

[0016] Optionally, the calculation of the third output throttle value through the second PID control is performed using the formula:

[0017] A out =A in +A 均值 -A out(n-1) +Kp*E rpm (t)+Ki*∫E rpm (t)+Kd*dE rpm(t) / dt calculates the third output throttle value, Ain is the input throttle value in the input throttle data, A_mean is the average of the throttle output values ​​of all electronic governors, Aout(n-1) is the previous throttle output value, Kp is the proportional constant, Ki is the integral constant, Kd is the differential constant, and E rpm The average speed of all electronic speed controllers is minus the speed of the current electronic speed controller.

[0018] Optionally, each of the electronic speed controllers calculates the third output throttle value based on the second ESC data, including:

[0019] The electronic governor at the lowest speed calculates the third output throttle value based on the input throttle data.

[0020] Secondly, embodiments of the present invention disclose an aircraft control device, including a throttle control device and a throttle bus, and at least two electronic speed governors connected to the throttle bus, each of the electronic speed governors controlling one motor, and each of the electronic speed governors comprising:

[0021] The self-electro-controlled data transmission module is used to send its own first ESC data to the throttle bus. The first ESC data includes its own first output throttle value and first speed.

[0022] Other ESC data acquisition modules are used to acquire second ESC data from the throttle bus, the second ESC data including the second output throttle value and second speed of other electronic governors besides themselves;

[0023] The output throttle calculation module is used to calculate a third output throttle value based on the second ESC data. The third output throttle value is used to adjust the rotational speed of the motor controlled by each of the ESCs.

[0024] Thirdly, the present invention also discloses a computer device, including: a processor, a memory, and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the computer device is running, the processor communicates with the memory via the bus, and when the machine-readable instructions are executed by the processor, the steps of the first aspect above, or any possible implementation of the first aspect, are performed.

[0025] Fourthly, the present invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, performs the steps of the first aspect or any possible implementation thereof.

[0026] The technical solutions provided by the embodiments of the present invention can have the following beneficial effects:

[0027] The electronic speed controllers (ESCs) communicate with each other, and each ESC analyzes and processes the acquired data internally. This allows for the control of two or more ESCs (electronic speed controllers) with the same throttle, enabling motors with different KV values ​​to achieve the same speed at the same throttle value. This effectively solves the problem of twin-engine or multi-engine fixed-wing model aircraft being unable to maintain normal straight flight due to differences in motor parameters. It allows for the control of two or more motors with different KV values ​​to achieve the same speed at the same throttle, freeing twin-engine or multi-engine fixed-wing model aircraft from the limitation of rudder control when carrying motors with different KV values. It also solves the thrust imbalance problem caused by different KV values ​​in twin-engine or multi-engine fixed-wing electric model aircraft, enabling level flight when carrying motors with different KV values, making it easier for the aircraft to maintain straight flight. This effectively solves the problem of using the same throttle to achieve the same speed for all motors in twin-engine or multi-engine fixed-wing electric model aircraft carrying motors with different KV values, effectively reducing the requirements for motors in twin-engine or multi-engine fixed-wing electric model aircraft. Attached Figure Description

[0028] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0029] Figure 1 A flowchart of an aircraft control method provided by an embodiment of the present invention is shown;

[0030] Figure 2 A flowchart of another aircraft control method provided by an embodiment of the present invention is shown;

[0031] Figure 3 This diagram illustrates the functional structure of an aircraft control device provided in an embodiment of the present invention.

[0032] Figure 4 This diagram illustrates the structure of a computer device provided in an embodiment of the present invention.

[0033] Figure 5 A schematic diagram of the topology of an example of an aircraft control device provided in an embodiment of the present invention is shown;

[0034] Figure 6 for Figure 5 The diagram shows the logic structure of the electronic speed controller in the device, which calculates the output throttle value in low-speed mode.

[0035] Figure 7 for Figure 5The diagram shows the logic structure of the electronic speed controller in the device shown, which calculates the output throttle value using the average speed mode. Detailed Implementation

[0036] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present invention. Rather, they are merely examples of apparatuses and methods consistent with some aspects of the invention as detailed in the appended summary.

[0037] Example 1

[0038] This invention discloses an aircraft control method for controlling twin-engine or multi-engine fixed-wing aircraft. The aircraft includes an aircraft control device, which includes a throttle control device and a throttle bus, as well as at least two electronic speed controllers connected to the throttle bus. Each electronic speed controller controls one motor, such as... Figure 1 As shown, the process of an electronic speed controller controlling a motor includes:

[0039] S11: Each electronic governor sends its first ESC data to the throttle bus. The first ESC data includes its first output throttle value and first speed.

[0040] S12: Each electronic governor obtains second ESC data from the throttle bus. The second ESC data includes the second output throttle value and second speed of other electronic governors besides itself.

[0041] S13: Each electronic speed controller calculates a third output throttle value based on the second ESC data. The third output throttle value is used to adjust the rotational speed of the motor controlled by each electronic speed controller.

[0042] It is understood that the technical solution provided in this embodiment allows for communication between ESCs. Each ESC analyzes and processes the acquired data internally, enabling the control of two or more ESCs (electronic speed controllers) with the same throttle. This allows for the control of motors with different KV values ​​to achieve the same speed at the same throttle value, effectively solving the problem of twin-engine or multi-engine fixed-wing model aircraft being unable to maintain normal straight flight due to differences in motor parameters. By controlling two or more motors with different KV values ​​to achieve the same speed at the same throttle, twin-engine or multi-engine fixed-wing model aircraft carrying motors with different KV values ​​are no longer limited by rudder control. This solves the thrust imbalance problem caused by different KV values ​​in twin-engine or multi-engine fixed-wing electric model aircraft, enabling level flight when carrying motors with different KV values, and making it easier for the aircraft to maintain straight flight. This effectively solves the problem of using the same throttle to achieve the same speed for the motors in twin-engine or multi-engine fixed-wing electric model aircraft carrying motors with different KV values, effectively reducing the requirements for motors in twin-engine or multi-engine fixed-wing electric model aircraft.

[0043] Example 2

[0044] This invention discloses another aircraft control method for controlling twin-engine or multi-engine fixed-wing aircraft. The aircraft includes an aircraft control device, which includes a throttle control device and a throttle bus, as well as at least two electronic speed controllers connected to the throttle bus. Each electronic speed controller controls one motor, such as... Figure 2 As shown, the process of an electronic speed controller controlling a motor includes:

[0045] S21: Each electronic governor obtains input throttle data from the throttle bus.

[0046] S22: Each electronic governor calculates its own first ESC data based on the input throttle data.

[0047] S23: Each electronic governor sends its first ESC data to the throttle bus. The first ESC data includes its first output throttle value and first speed.

[0048] S24: Each electronic governor obtains second ESC data from the throttle bus. The second ESC data includes the second output throttle value and second speed of other electronic governors besides itself.

[0049] S25: Each electronic speed controller calculates a third output throttle value based on the second ESC data. The third output throttle value is used to adjust the rotational speed of the motor controlled by each electronic speed controller.

[0050] In some alternative embodiments, S25 may include (not shown in the figure):

[0051] S251: The electronic speed controller that is not at the lowest speed follows the speed of the electronic speed controller at the lowest speed, and calculates the third output throttle value through the first PID control.

[0052] Specifically, in some optional embodiments, S251 calculates the third output throttle value through the first PID control: using the formula

[0053] A OUT =A in +Kp*E rpm (t)+Ki*∫E rpm (t)+Kd*dE rpm (t) / dt 计算 The third output throttle value, where A OUT The third output throttle value is Ain, which is the input throttle value in the input throttle data. Kp is the proportional constant, Ki is the integral constant, Kd is the differential constant, and Erpm is the current speed of the electronic speed controller minus the speed of the electronic speed controller at the lowest speed.

[0054] S252: Each electronic speed controller follows the average speed of all electronic speed controllers and calculates the third output throttle value through the second PID control.

[0055] Specifically, in some optional embodiments, S252 calculates the third output throttle value through the second PID control: using the formula

[0056] A out =A in +A 均值 -A out(n-1) +Kp*E rpm (t)+Ki*∫E rpm (t)+Kd*dE rpm (t) / dt calculates the third output throttle value, Ain is the input throttle value in the input throttle data, A_mean is the average of the throttle output values ​​of all electronic governors, Aout(n-1) is the previous throttle output value, Kp is the proportional constant, Ki is the integral constant, Kd is the differential constant, and E rpm The average speed of all electronic speed controllers is minus the speed of the current electronic speed controller.

[0057] S253: The lowest speed electronic governor calculates the third output throttle value based on the input throttle data.

[0058] It is understood that the technical solution provided in this embodiment allows for communication between ESCs. Each ESC analyzes and processes the acquired data internally, enabling the control of two or more ESCs (electronic speed controllers) with the same throttle. This allows for the control of motors with different KV values ​​to achieve the same speed at the same throttle value, effectively solving the problem of twin-engine or multi-engine fixed-wing model aircraft being unable to maintain normal straight flight due to differences in motor parameters. By controlling two or more motors with different KV values ​​to achieve the same speed at the same throttle, twin-engine or multi-engine fixed-wing model aircraft carrying motors with different KV values ​​are no longer limited by rudder control. This solves the thrust imbalance problem caused by different KV values ​​in twin-engine or multi-engine fixed-wing electric model aircraft, enabling level flight when carrying motors with different KV values, and making it easier for the aircraft to maintain straight flight. This effectively solves the problem of using the same throttle to achieve the same speed for the motors in twin-engine or multi-engine fixed-wing electric model aircraft carrying motors with different KV values, effectively reducing the requirements for motors in twin-engine or multi-engine fixed-wing electric model aircraft.

[0059] Example 3

[0060] like Figure 3 As shown, this embodiment of the invention also provides another aircraft control device, which includes a throttle control device 1 and a throttle bus 2, and at least two electronic speed governors 3 connected to the throttle bus. Each electronic speed governor 3 controls one motor, and each electronic speed governor 3 includes:

[0061] The self-electromechanical controller data transmission module 31 is used to send its own first ESC data to the throttle bus. The first ESC data includes its own first output throttle value and first speed.

[0062] Other electronic speed controller (ESC) data acquisition module 32 is used to acquire second ESC data from the throttle bus. The second ESC data includes the second output throttle value and second speed of other ESCs besides itself.

[0063] The output throttle calculation module 33 is used to calculate the third output throttle value based on the second electronic speed controller data. The third output throttle value is used to adjust the rotational speed of the motor controlled by each electronic speed controller.

[0064] In some alternative embodiments, the device further includes:

[0065] The self-regulator data calculation module 34 is used for each electronic governor to obtain input throttle data from the throttle bus; each electronic governor calculates its own first electronic governor data based on the input throttle data.

[0066] In some alternative embodiments, the output throttle calculation module 33 includes:

[0067] The low-speed mode calculation submodule 331 is used for the electronic speed controller that is not at the lowest speed to follow the speed of the electronic speed controller at the lowest speed, and calculates the third output throttle value through the first PID control; the electronic speed controller at the lowest speed calculates the third output throttle value based on the input throttle data.

[0068] The average speed calculation mode submodule 332 is used for each electronic speed controller to follow the average speed of all electronic speed controllers and calculate the third output throttle value through the second PID control.

[0069] In some optional embodiments, the low-speed mode calculation submodule 331 calculates the third output throttle value through the first PID control: the low-speed mode calculation submodule 331 calculates the value through the formula...

[0070] A OUT =A in +Kp*E rpm (t)+Ki*∫E rpm (t)+Kd*dE rpm (t) / dt 计算 The third output throttle value, where A 0UT The third output throttle value is Ain, which is the input throttle value in the input throttle data. Kp is the proportional constant, Ki is the integral constant, Kd is the differential constant, and Erpm is the current speed of the electronic speed controller minus the speed of the electronic speed controller at the lowest speed.

[0071] In some optional embodiments, the average speed calculation mode submodule 332 calculates the third output throttle value through the second PID control: the average speed calculation mode submodule 332 calculates the value through the formula...

[0072] A out =A in +A 均值 -A out(n-1) +Kp*E rpm (t)+Ki*∫E rpm (t)+Kd*dE rpm (t) / dt 计算 The third output throttle value, Ain is the input throttle value in the input throttle data, A_mean is the average of the throttle output values ​​of all electronic governors, Aout(n-1) is the previous throttle output value, and K... p Kd is the proportionality constant, Ki is the integral constant, Kd is the differential constant, and E is the proportionality constant. rpm The average speed of all electronic speed controllers is minus the speed of the current electronic speed controller.

[0073] It is understood that the technical solution provided in this embodiment allows for communication between ESCs. Each ESC analyzes and processes the acquired data internally, enabling the control of two or more ESCs (electronic speed controllers) with the same throttle. This allows for the control of motors with different KV values ​​to achieve the same speed at the same throttle value, effectively solving the problem of twin-engine or multi-engine fixed-wing model aircraft being unable to maintain normal straight flight due to differences in motor parameters. By controlling two or more motors with different KV values ​​to achieve the same speed at the same throttle, twin-engine or multi-engine fixed-wing model aircraft carrying motors with different KV values ​​are no longer limited by rudder control. This solves the thrust imbalance problem caused by different KV values ​​in twin-engine or multi-engine fixed-wing electric model aircraft, enabling level flight when carrying motors with different KV values, and making it easier for the aircraft to maintain straight flight. This effectively solves the problem of using the same throttle to achieve the same speed for the motors in twin-engine or multi-engine fixed-wing electric model aircraft carrying motors with different KV values, effectively reducing the requirements for motors in twin-engine or multi-engine fixed-wing electric model aircraft.

[0074] Example 4

[0075] Based on the same technical concept, embodiments of this application also provide a computer device, including a memory 1 and a processor 2, such as... Figure 4 As shown, memory 1 stores a computer program, and processor 2 executes the computer program to implement any of the above-mentioned aircraft control methods.

[0076] The memory 1 includes at least one type of readable storage medium, including flash memory, hard disk, multimedia card, card-type memory (e.g., SD or DX memory), magnetic memory, magnetic disk, optical disk, etc. In some embodiments, the memory 1 can be an internal storage unit of the aircraft control system, such as a hard disk. In other embodiments, the memory 1 can be an external storage device of the aircraft control system, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. Furthermore, the memory 1 can include both internal and external storage units of the aircraft control system. The memory 1 can be used not only to store application software and various types of data installed in the aircraft control system, such as the code of the aircraft control program, but also to temporarily store data that has been output or will be output.

[0077] In some embodiments, processor 2 may be a central processing unit (CPU), controller, microcontroller, microprocessor or other data processing chip, used to run program code stored in memory 1 or process data, such as executing aircraft control programs.

[0078] It is understood that the technical solution provided in this embodiment allows for communication between ESCs. Each ESC analyzes and processes the acquired data internally, enabling the control of two or more ESCs (electronic speed controllers) with the same throttle. This allows for the control of motors with different KV values ​​to achieve the same speed at the same throttle value, effectively solving the problem of twin-engine or multi-engine fixed-wing model aircraft being unable to maintain normal straight flight due to differences in motor parameters. By controlling two or more motors with different KV values ​​to achieve the same speed at the same throttle, twin-engine or multi-engine fixed-wing model aircraft carrying motors with different KV values ​​are no longer limited by rudder control. This solves the thrust imbalance problem caused by different KV values ​​in twin-engine or multi-engine fixed-wing electric model aircraft, enabling level flight when carrying motors with different KV values, and making it easier for the aircraft to maintain straight flight. This effectively solves the problem of using the same throttle to achieve the same speed for the motors in twin-engine or multi-engine fixed-wing electric model aircraft carrying motors with different KV values, effectively reducing the requirements for motors in twin-engine or multi-engine fixed-wing electric model aircraft.

[0079] To facilitate readers' understanding of the technical solutions of the embodiments of the invention, the working principle and technical details of the embodiments of the invention will be described in detail below.

[0080] In current twin-engine or multi-engine fixed-wing aircraft applications, the parameters (KV values) of motors of the same model differ. At the same throttle value, different motors produce different thrust, which becomes more pronounced at higher throttle values. This difference in thrust on both sides of the aircraft causes a yaw force, preventing the model aircraft from flying in a straight line. Currently, to maintain straight flight, the only way to counteract the yaw force caused by the thrust difference is by controlling the rudder. Without a stability augmentation system (flight control), this method is inconvenient. During flight, the rudder deflection varies with speed; while rudder deflection can be controlled on the remote control using a joystick or joystick fine-tuning, joystick control offers poor tactile feedback, making it impossible to constantly adjust the fine-tuning.

[0081] The aircraft control method and device provided in this invention enable communication between electronic speed controllers (ESCs). The ESCs analyze and process the acquired data internally to achieve the same speed for motors with different KV values ​​at the same throttle value.

[0082] The aircraft control method and apparatus provided in this invention can effectively solve the problem of twin-engine or multi-engine fixed-wing model aircraft being unable to maintain normal straight flight due to differences in motor parameters. By controlling two or more motors with different KV values ​​to achieve the same speed at the same throttle, twin-engine or multi-engine fixed-wing model aircraft equipped with motors of different KV values ​​are no longer limited by the control rudder, making it easier for the aircraft to maintain straight flight.

[0083] This technology effectively solves the problem of thrust imbalance caused by different KV values ​​in dual-engine or multi-engine fixed-wing electric aircraft models when using the same throttle to achieve the same speed for all motors. It also effectively reduces the requirements of dual-engine or multi-engine fixed-wing electric aircraft models on the motors and enables them to maintain level flight when carrying motors with different KV values.

[0084] Figure 5 The diagram shows a topology of an example of an aircraft control device provided in an embodiment of the present invention. The device includes a throttle control device, an electronic governor, and a throttle bus.

[0085] Throttle control equipment (referring to receivers, flight controllers, etc.) sends the operator's throttle setting to the throttle bus. The throttle setting is a value, which can be understood as a number between 0% and 100%. The speed controller on the bus will obtain this throttle value.

[0086] The electronic speed controller (ESC) sequentially sends its own relevant data, such as the output throttle value and speed. Other ESCs receive this data; that is, the ESC itself acquires data from all ESCs on the bus. After receiving all the data, the ESC calculates the required output throttle value to adjust the rotational speed of the controlled motor.

[0087] The electronic speed governor has two control modes when calculating the output throttle value: low speed mode and average mode.

[0088] Low-speed mode refers to the ESC with the lowest operating speed on the bus being the master ESC, and the others being slave ESCs. The slave ESCs track the master ESC's speed through PID control. The control logic is as follows: Figure 6 As shown, the PID formula is:

[0089] A OUT =A in +Kp*E rpm (t)+Ki*∫E rpm (t)+Kd*dE rpm (t) / dt, A OUT For the third output throttle value, A in The input throttle value is the input throttle value in the input throttle data, where Kp is the proportional constant, Ki is the integral constant, Kd is the differential constant, and E is the differential constant. rpmThe current speed of the electronic speed controller is reduced by the lowest speed of the electronic speed controller.

[0090] Average mode refers to all ESCs using PID control to adjust the speed based on the average RPM. The control logic is as follows: Figure 7 As shown. The throttle output formula is:

[0091] A out =A in +A 均值 -A out(n-1) +Kp*E rpm (t))+Ki*∫E rpm (t)+Kd*dE rpm (t) / dt, A in To input the throttle value in the throttle data, A 均值 Let Aout(n-1) be the average throttle output value of all electronic speed controllers, Kp be the proportional constant, Ki be the integral constant, Kd be the differential constant, and E be the differential constant. rpm The average speed of all electronic speed controllers is minus the speed of the current electronic speed controller.

[0092] The aircraft control method and device provided in this invention enable dual-engine or multi-engine fixed-wing electric aircraft models to use the same throttle to control motors with different KV values. This effectively improves the compatibility of dual-engine or multi-engine fixed-wing electric aircraft models with motors, and allows the electronic speed controller industry for dual-engine or multi-engine fixed-wing electric aircraft models to reach a new level, greatly improving the economy and durability of electronic speed controllers for aircraft models.

[0093] Taking a certain model of twin-engine fixed-wing model aircraft as an example, it uses two identical 900KV model motors, an 8060 two-bladed propeller, and a 4S1P lithium battery. The KV values ​​of the same model motors may differ. Assuming the actual KV values ​​of the two motors are 850KV and 900KV, under the same driving conditions, the thrust on one side of the 850KV motor is less than that on the 900KV side, resulting in a yawing force biased towards the 850KV side. Typically, the pilot will fine-tune the rudder to the 900KV side, thus generating a yawing force biased towards the 900KV side, which cancels out the yawing force from the motor thrust, allowing the aircraft to fly forward in a straight line.

[0094] When using the low-speed mode of this embodiment of the invention, the ESC on the 900KV side will eventually drive the motor at 94.44% of the input throttle after adjustment, while the ESC on the 850KV side will drive the motor at the input throttle. At this time, the speed and thrust are consistent, and there is no yaw force.

[0095] When using the average mode of this embodiment of the invention, the 900KV side drives the motor with 97.22% of the input throttle and the 850KV side drives the motor with 102.94% of the input throttle; however, when the input throttle reaches or approaches 100%, the 850KV side will drive the motor with 100% throttle and the 900KV side will drive the motor with 94.44% throttle.

[0096] It should be noted that the numerical calculations in the above specific examples do not take into account the ESC drive efficiency and other factors with minor impact.

[0097] The present invention also discloses a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the steps of the aircraft control method described in the above-described method embodiments. The storage medium may be a volatile or non-volatile computer-readable storage medium.

[0098] The computer program product of the aircraft control method disclosed in the present invention includes a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the steps of the aircraft control method in the above method embodiments. For details, please refer to the above method embodiments, which will not be repeated here.

[0099] The present invention also discloses a computer program that, when executed by a processor, implements any of the methods described in the foregoing embodiments. This computer program product can be implemented specifically through hardware, software, or a combination thereof. In one optional embodiment, the computer program product is specifically embodied in a computer storage medium; in another optional embodiment, the computer program product is specifically embodied in a software product, such as a software development kit (SDK), etc.

[0100] It is understood that the same or similar parts in the above embodiments can be referred to each other, and the contents not described in detail in some embodiments can be referred to the same or similar contents in other embodiments.

[0101] It should be noted that in the description of this invention, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Furthermore, in the description of this invention, unless otherwise stated, "a plurality of" means at least two.

[0102] Any process or method description in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process, and the scope of the preferred embodiments of the invention includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as will be understood by those skilled in the art to which embodiments of the invention pertain.

[0103] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0104] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0105] Furthermore, the functional units in the various embodiments of the present invention can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0106] The storage media mentioned above can be read-only memory, disk, or optical disk, etc.

[0107] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0108] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. An aircraft control method, characterized in that, The application relates to a control method for a twin-engine or multi-engine fixed-wing aircraft, the aircraft comprising an aircraft control device, the aircraft control device comprising a throttle control device and a throttle bus, and at least two electronic speed controllers connected to the throttle bus, each electronic speed controller controlling an electric motor, the process of the electronic speed controller controlling the motor comprising: each electronic speed controller sending first electronic speed controller data of itself to the throttle bus, the first electronic speed controller data comprising a first output throttle value and a first rotation speed of itself; each electronic speed controller obtaining second electronic speed controller data from the throttle bus, the second electronic speed controller data comprising a second output throttle value and a second rotation speed of other electronic speed controllers except itself; each electronic speed controller calculating a third output throttle value according to the second electronic speed controller data, the third output throttle value being used to adjust the rotation speed of the electric motor controlled by itself; Each of the electronic governors calculates a third output throttle value according to the second electric throttle data, including: each of the electronic governors following an average rotating speed of all electronic governors, calculating the third output throttle value through a second PID control, the third output throttle value calculated through the second PID control being: calculating the third output throttle value through a formula A out = A in + A 均值 - A out(n-1) + Kp*E rpm (t) + Ki*∫E rpm (t) + Kd*dE rpm (t) / dt, A in being an input throttle value in the input throttle data, A 均值 being an average value of throttle output values of all electronic governors, Aout(n-1) being a throttle output value of the last time, Kp being a proportional constant, Ki being an integral constant, Kd being a differential constant, E rpm being a difference between the average rotating speed of all electronic governors and a rotating speed of a current electronic governor.

2. The aircraft control method according to claim 1, characterized in that, before each electronic speed controller sends the first electronic speed controller data of itself to the throttle bus, the process of the electronic speed controller controlling the motor further comprising: each electronic speed controller obtaining input throttle data from the throttle bus; each electronic speed controller calculating the first electronic speed controller data of itself according to the input throttle data.

3. An aircraft control device, characterized in that The aircraft control device comprises a throttle control device and a throttle bus, and at least two electronic speed controllers connected to the throttle bus, each electronic speed controller controlling an electric motor, each electronic speed controller comprising: a first electronic speed controller data sending module for sending first electronic speed controller data of itself to the throttle bus, the first electronic speed controller data comprising a first output throttle value and a first rotation speed of itself; a second electronic speed controller data obtaining module for obtaining second electronic speed controller data from the throttle bus, the second electronic speed controller data comprising a second output throttle value and a second rotation speed of other electronic speed controllers except itself; an output throttle calculating module for calculating a third output throttle value according to the second electronic speed controller data, the third output throttle value being used to adjust the rotation speed of the electric motor controlled by itself; the output throttle calculating module comprising: an average rotation speed calculating mode sub-module for each electronic speed controller following the average rotation speed of all electronic speed controllers, and calculating the third output throttle value through second PID control; The average rotation speed calculation mode sub-module calculates the third output throttle value by a second PID control according to the following formula A out = A in + A 均值 - A out(n-1) + Kp*E rpm (t) + Ki*∫E rrpm (t) + Kd*dE rpm (t) / dt, wherein A in is the input throttle value in the input throttle data, A 均值 is the average value of the throttle output values of all electronic governors, Aout(n-1) is the throttle output value of the last time, Kp is a proportional constant, Ki is an integral constant, Kd is a differential constant, E rpm is the average rotation speed of all electronic governors minus the rotation speed of the current electronic governor.

4. A computer device, comprising: comprising: a processor, a memory and a bus, the memory storing machine readable instructions executable by the processor, the processor and the memory being in communication through the bus when the computer device is running, and the machine readable instructions being executed by the processor to perform the aircraft control method according to claim 1 or 2.

5. A computer readable storage medium, characterized in that, The computer readable storage medium stores a computer program, and the computer program is executed by the processor to perform the aircraft control method according to claim 1 or 2.

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