Comfort-based eVTOL multi-parameter fusion adaptive control method and device

Abstract

The application provides a comfort-based eVTOL multi-parameter fusion adaptive control method and device, the adaptive control method comprising: S1, acquiring comfort-related parameters in real time, the comfort-related parameters comprising cabin noise, cabin vibration intensity, cabin temperature, cabin humidity, and cabin air quality index; S2, based on the comfort-related parameters and according to a preset mapping relationship, outputting control parameters, the control parameters comprising propeller speed adjustment instructions, pitch compensation instructions, and cabin air conditioner and ventilation system control instructions; and S3, based on the output control parameters, controlling the aircraft in real time. The application constructs a set of adaptive control methods and devices throughout flight through multi-parameter fusion, and improves the comfort of eVTOL.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aviation equipment, in particular to an eVTOL multi-parameter fusion adaptive control method and device based on comfort. BACKGROUND

[0002] Under the background of rapid development of urban air mobility (UAM), the cabin comfort of eVTOL as the core carrier has become a key factor restricting commercialization. However, there are multiple technical difficulties in the comfort control of eVTOL, which are embodied in the following aspects:

[0003] 1) Insufficient adaptability of noise control. The multi-rotor layout of eVTOL leads to complex noise sources, and the noise characteristics are significantly different in different flight stages. Traditional single-parameter noise reduction methods cannot balance the wideband noise suppression and power output in the cruising stage, and lack of safety exit mechanism for sudden conditions such as strong turbulence and low power, which easily leads to conflicts between noise reduction and flight safety.

[0004] 2) Limited coverage of vibration suppression. The vibration sources of eVTOL present multi-band distribution, the low frequency is derived from the aerodynamic imbalance of propeller, the medium frequency comes from the electromagnetic force or gear meshing of motor, and the high frequency is related to bearing defects and structural resonance. Existing single vibration reduction means (such as passive damping) cannot cover the full-band vibration, and it is difficult to dynamically match the vibration requirements of different human contact parts such as seats and cabin walls.

[0005] 3) Lack of precision in environmental parameter regulation. The eVTOL cabin space is small and has strong sealing, and the temperature and humidity are prone to regional unevenness. Traditional single-point sensing and fixed-mode regulation cannot achieve fluctuation control. At the same time, air quality is significantly affected by passenger breathing and external environment (such as PM2.5 pollution), and the switching between internal and external circulation lacks intelligent decision-making, making it difficult to balance CO2 accumulation suppression and energy optimization, and the response to harmful gas treatment in emergency scenarios such as battery thermal runaway is lagging.

[0006] In addition, the coordination mechanism of comfort and safety is missing. Existing solutions often deal with noise, vibration and other parameters in isolation, without establishing a multi-parameter fusion priority regulation logic. In emergency climbing, variable pitch mechanism failure and other scenarios, it is difficult to automatically terminate comfort regulation to ensure power redundancy, which restricts the progress of airworthiness certification. These difficulties have led to the fact that eVTOL comfort has long been at the basic function level, making it difficult to meet high-end travel needs, and a systematic multi-parameter fusion adaptive control solution is urgently needed. SUMMARY

[0007] In order to solve the above problems, the present application constructs a set of adaptive control method and device throughout the flight by multi-parameter fusion, which improves the comfort of eVTOL.

[0008] The application provides a comfort-based eVTOL multi-parameter fusion adaptive control method, which comprises the following steps:

[0009] S1, real-time acquisition of comfort-related parameters, wherein the comfort-related parameters include cabin noise, cabin vibration intensity, cabin temperature, cabin humidity, and cabin air quality index;

[0010] S2, based on the comfort-related parameters and according to a preset mapping relationship, outputting control parameters, wherein the control parameters include propeller speed adjustment instructions, pitch compensation instructions, and cabin air conditioner and ventilation system control instructions;

[0011] S3, real-time control of the aircraft based on the output control parameters.

[0012] In one embodiment, in the S1, the acquisition method of the cabin noise comprises the following steps: arranging a noise sensor in a cabin personnel activity area to monitor the cabin noise in real time, wherein the cabin personnel activity area includes an area above a seat, a middle part of an aisle and a luggage rack;

[0013] The acquisition method of the cabin vibration intensity comprises the following steps: arranging a vibration sensor at a human body contact part in the cabin and a key node of the aircraft structure to monitor the cabin vibration intensity in real time, wherein the human body contact part in the cabin and the key node of the aircraft structure include a seat, a bulkhead, a floor and a luggage rack;

[0014] The acquisition method of the cabin temperature and the cabin humidity comprises the following steps: arranging a plurality of temperature sensors and humidity sensors at different heights and different areas in the cabin, and respectively outputting temperature digital signals and humidity digital signals in real time, and calculating the average temperature and the average humidity in the cabin in real time;

[0015] The acquisition method of the cabin air quality index comprises the following steps:

[0016] Real-time monitoring of carbon dioxide concentration, carbon monoxide concentration, ozone concentration and PM2.5 concentration;

[0017] According to the carbon dioxide concentration, the carbon monoxide concentration, the ozone concentration and the PM2.5 concentration, the cabin air quality index is calculated in real time.

[0018] In one embodiment, in the S2, based on the comfort-related parameters and according to a preset mapping relationship, outputting control parameters comprises the following steps:

[0019] When the cabin noise exceeds a preset noise threshold, the flight stage of the aircraft is determined in real time, if the aircraft is in a steady flight stage, the next step is entered, otherwise the process is ended;

[0020] Reduce engine thrust increase rate, reduce propeller speed and increase pitch angle, and continue to monitor cabin noise. If the cabin noise still exceeds the noise threshold, proceed to the next step, otherwise end the process;

[0021] Superimpose active noise reduction processing residual noise.

[0022] In one embodiment, the cabin noise preset based on the mapping relationship for noise reduction further comprises the following steps:

[0023] When encountering one or more sudden situations, exit the noise reduction step, the sudden situations include: battery power is lower than the minimum power, encountering strong turbulence, encountering wind shear, side wind intensity is higher than the highest preset wind speed, and entering emergency climb condition.

[0024] In one embodiment, in S2, based on the comfort-related parameters and according to the preset mapping relationship, output control parameters, including vibration suppression based on the cabin vibration intensity preset mapping relationship, including the following steps:

[0025] Performing frequency spectrum analysis on the real-time acquired vibration intensity;

[0026] If the vibration intensity is in the low frequency, it is judged that the vibration comes from the aerodynamic imbalance of the propeller, then the pitch angle of the single propeller is adjusted independently through the variable pitch mechanism, the propeller speed is adjusted, and the adjacent propeller rotation phase angle is adjusted;

[0027] If the vibration intensity is in the medium frequency, it is judged that the vibration comes from the motor electromagnetic force or gear meshing, then the reverse electromagnetic force is injected to offset the motor order vibration or the torque smoothing control based on the rotor position feedback;

[0028] If the vibration intensity is in the high frequency, it is judged that the vibration comes from bearing defects or structural resonance, then the flight attack angle / roll angle is adjusted or the reverse inertia force is applied between the machine body and the seat.

[0029] In one embodiment, the vibration suppression based on the cabin vibration intensity preset mapping relationship further comprises the following steps:

[0030] When encountering one or more sudden situations, exit the vibration suppression step, the sudden situations include: emergency climb condition, variable pitch mechanism failure, vibration suppression time exceeds the preset value.

[0031] In one embodiment, in S2, based on the comfort-related parameters and according to the preset mapping relationship, output control parameters, including temperature and humidity adjustment based on the cabin temperature and humidity preset mapping relationship, including the following steps:

[0032] Real-time comparison of cabin average temperature and preset maximum or minimum temperature, and cabin average humidity and preset maximum or minimum humidity,

[0033] When the average temperature in the cabin is greater than the preset maximum temperature or less than the preset minimum temperature, the air conditioning outlet temperature and the air outlet volume are automatically adjusted until the average temperature in the cabin is less than the preset maximum temperature or greater than the preset minimum temperature.

[0034] When the average humidity in the cabin is greater than the preset maximum humidity or less than the preset minimum humidity, the fresh air ratio is automatically adjusted until the average humidity in the cabin is less than the preset maximum humidity or greater than the preset minimum humidity.

[0035] In one embodiment, in the S2, based on the comfort-related parameters and according to a preset mapping relationship, a control parameter is output, including performing ventilation based on a preset mapping relationship of cabin air quality, including the following steps:

[0036] Determine whether the aircraft is in complete internal circulation, if yes, proceed to the next step, otherwise exit the process;

[0037] According to the cabin air quality index, calculate the target ventilation interval, target ventilation time and target external circulation ratio;

[0038] Implement the cumulative actual ventilation interval, and if the actual ventilation interval is greater than the target ventilation interval, perform ventilation based on the target external circulation ratio.

[0039] In one embodiment, in the ventilation based on the preset mapping relationship of cabin air quality, the following steps are further included:

[0040] When the external PM2.5 concentration is greater than the preset maximum PM2.5 concentration, forcedly enter complete internal circulation;

[0041] When the outside is icing, the external circulation ratio is forcedly greater than or equal to 5%, and window surface heating is performed at the same time;

[0042] When the battery is in thermal runaway and leaks toxic gas, forcedly enter complete external circulation;

[0043] When the actual ventilation interval is greater than the preset maximum ventilation interval, forcedly perform ventilation based on the target external circulation ratio.

[0044] The application also proposes an eVTOL multi-parameter fusion adaptive control device based on comfort, comprising:

[0045] A data acquisition module acquires comfort-related parameters in real time, the data acquisition module includes a temperature sensor, a humidity sensor, a vibration sensor, a noise sensor and an air quality sensor, the air quality sensor includes a carbon dioxide concentration tester, a carbon monoxide concentration tester, an ozone concentration tester and a PM2.5 concentration tester, the comfort-related parameters include cabin noise, cabin vibration intensity, cabin temperature, cabin humidity, cabin air quality index, and the cabin air quality index is calculated based on carbon dioxide concentration, carbon monoxide concentration, ozone concentration and PM2.5 concentration.

[0046] An adaptive control module includes a central processing unit connected to the data acquisition module, a mapping relationship between preprocessed parameters and control parameters is preset in the central processing unit, and the central processing unit outputs control parameters.

[0047] A dynamic adjustment module is connected to the adaptive control module, and the dynamic adjustment module controls the aircraft based on the control parameters.

[0048] The eVTOL multi-parameter fusion adaptive control method and device based on comfort have the following beneficial effects:

[0049] 1. The application creates an immersive cabin environment beyond the airworthiness standard by actively suppressing noise, eliminating vibration frequency, accurately controlling temperature and humidity, and dynamically optimizing air quality, thereby improving passenger subjective comfort.

[0050] 2. The application proposes an intelligent exit mechanism for high-risk conditions (such as turbulent flow / low power), dynamically optimizes comfort under the premise of ensuring full flight envelope safety, and solves the contradiction between eVTOL safety and comfort.

[0051] 3. The application reduces air conditioning energy consumption through a hierarchical ventilation strategy, prolongs the service life of the body through vibration suppression, and reduces the single-machine full-life-cycle operating cost by combining high-end service capabilities of environment compliance rate. BRIEF DESCRIPTION OF DRAWINGS

[0052] Figure 1 The flowchart of the eVTOL multi-parameter fusion adaptive control method based on comfort of an embodiment of the application is shown.

[0053] Figure 2 The eVTOL three-dimensional structure diagram of an embodiment of the application is shown, wherein 1 is an eVTOL, and 2 is a propeller. DETAILED DESCRIPTION

[0054] In order to make the purpose, technical scheme and advantages of the present application clearer, the present application will be further described in detail below in combination with the drawings and examples. It should be understood that the specific examples described herein are only used to explain the present application and not to limit the present application.

[0055] The present application proposes a comfort-based eVTOL multi-parameter fusion adaptive control method, comprising:

[0056] S1, real-time acquisition of comfort-related parameters. In this embodiment, the comfort-related parameters include cabin noise, cabin vibration intensity, cabin temperature, cabin humidity, and cabin air quality index.

[0057] S2, based on the comfort-related parameters and according to the pre-set mapping relationship, output control parameters. In this embodiment, the control parameters include propeller speed adjustment instructions, pitch compensation instructions, cabin air conditioning and ventilation system control instructions.

[0058] S3, real-time control of the aircraft based on the output control parameters.

[0059] Further, in S1, the method for acquiring cabin noise includes: setting noise sensors in the cabin personnel activity area to monitor the cabin noise in real time. In this embodiment, the cabin personnel activity area includes above the seat, the middle of the aisle and the luggage rack.

[0060] The method for acquiring the cabin vibration intensity includes: setting vibration sensors at the human body contact parts in the cabin and the key nodes of the aircraft structure to monitor the cabin vibration intensity in real time, the human body contact parts in the cabin and the key nodes of the aircraft structure include seats, cabin walls, floors and luggage racks;

[0061] The method for acquiring the cabin temperature and the cabin humidity includes: setting multiple temperature sensors and humidity sensors at different heights and different areas in the cabin, the multiple temperature sensors and the multiple humidity sensors respectively output temperature digital signals and humidity digital signals in real time, and the average temperature and the average humidity in the cabin are calculated in real time;

[0062] The method for acquiring the cabin air quality index includes:

[0063] Real-time monitoring of carbon dioxide concentration, carbon monoxide concentration, ozone concentration and PM2.5 concentration;

[0064] According to the carbon dioxide concentration, the carbon monoxide concentration, the ozone concentration and the PM2.5 concentration, the cabin air quality index is calculated in real time.

[0065] Further, in S2, based on the comfort-related parameters and according to the pre-set mapping relationship, output control parameters, including noise reduction based on the pre-set mapping relationship of cabin noise, specifically including the following steps:

[0066] When the cabin noise exceeds the preset noise threshold, the flight phase of the aircraft is determined in real time, and if it is in the cruising phase, the next step is entered, otherwise the process is ended.

[0067] The engine thrust increase rate is reduced, the propeller speed is reduced and the pitch angle is increased, and the cabin noise is continuously monitored. If the cabin noise still exceeds the noise threshold, the next step is entered, otherwise the process is ended.

[0068] The residual noise is superimposed with active noise reduction processing.

[0069] In this embodiment, by reducing the propeller speed, the tip Mach number can be reduced to suppress broadband noise, which is the main noise reduction means and has a significant effect. By increasing the pitch angle, the blade load can be reduced to weaken the vortex shedding intensity, which can be used as an auxiliary noise reduction to reduce mid-high frequency noise. By reducing the engine thrust increase rate, noise spikes in transient conditions can be avoided, the noise curve is smoothed, and the subjective feeling is improved.

[0070] In one specific embodiment, the preset noise threshold is 65 dB(A).

[0071] Further, in the noise reduction based on the preset mapping relationship of the cabin noise, the following steps are further included:

[0072] When one or more sudden situations are encountered, the noise reduction step is exited. The sudden situations include the power being lower than the minimum power, encountering strong turbulence, encountering wind shear, the side wind intensity being higher than the highest preset wind speed, and entering the emergency climb condition. Specifically, flight safety needs to be prioritized when noise reduction is performed. For example, when the power margin is insufficient, i.e., the power is lower than the minimum power, the speed is reduced and the thrust increase is limited, resulting in a decrease in emergency maneuvering capability. At this time, if noise reduction is started, it will bring safety risks to flight, so noise reduction is only enabled in the cruising phase and is disabled in the take-off or landing phase. In addition, a large pitch angle (especially at low speed) may cause airflow separation, so while increasing the pitch angle, the pitch angle is also dynamically constrained to retain a safety margin. For example, the increased pitch angle is ≤ the maximum pitch angle-5°. Similarly, the speed adjustment amount also needs to be dynamically constrained to retain power redundancy. The emergency climb condition includes emergency climb on the plateau, at which time noise reduction is prohibited and flight safety is prioritized.

[0073] Further, in S2, based on the comfort-related parameters and according to the preset mapping relationship, the control parameters are output, including vibration suppression based on the preset mapping relationship of the cabin vibration intensity, including the following steps:

[0074] The vibration intensity obtained in real time is subjected to frequency spectrum analysis;

[0075] If the vibration intensity is at low frequency, it is judged that the vibration comes from the aerodynamic imbalance of the propeller, then the pitch angle of the single propeller is adjusted independently through the variable pitch mechanism, the propeller speed is adjusted, and the rotation phase angle of the adjacent propeller is adjusted;

[0076] If the vibration intensity is at medium frequency, it is judged that the vibration comes from the electromagnetic force of the motor or the gear meshing, then the reverse electromagnetic force is injected to offset the motor order vibration or the torque smoothing control based on the rotor position feedback;

[0077] If the vibration intensity is at high frequency, it is judged that the vibration comes from bearing defects or structural resonance, then the flight attack angle / roll angle is adjusted or the reverse inertial force is applied between the machine body and the seat.

[0078] Specifically, in the hovering state of the shaking working condition, the vibration intensity can be reduced by 15° phase angle offset and 5% rotation speed increase. In the cruise medium frequency noise working condition, 18% amplitude anti-phase harmonic current is injected to attenuate the specific frequency point.

[0079] Further, in the vibration suppression based on the preset mapping relationship of the cabin vibration intensity, the following steps are further included: when one or more sudden situations are encountered, the vibration suppression step is exited, and the sudden situations include: emergency climbing working condition, variable pitch mechanism failure, vibration suppression time exceeding the preset value. Like the noise reduction process, safety is the first priority. For example, in the emergency climbing working condition, the vibration suppression is automatically exited to ensure the provision of power.

[0080] Further, in S2, the control parameters are output based on the comfort-related parameters and according to the preset mapping relationship, including temperature and humidity adjustment based on the preset mapping relationship of cabin temperature and cabin humidity, including the following steps:

[0081] The average cabin temperature is compared with the preset maximum or minimum temperature in real time, and the average cabin humidity is compared with the preset maximum or minimum humidity,

[0082] When the average cabin temperature is greater than the preset maximum temperature or less than the preset minimum temperature, the air conditioner outlet temperature and the air outlet quantity are automatically adjusted until the average cabin temperature is less than the preset maximum temperature or greater than the preset minimum temperature;

[0083] When the average cabin humidity is greater than the preset maximum humidity or less than the preset minimum humidity, the fresh air ratio is automatically adjusted until the average cabin humidity is less than the preset maximum humidity or greater than the preset minimum humidity.

[0084] In this embodiment, the airworthiness safety boundary, i.e. the preset maximum or minimum temperature / humidity, is as follows: the cabin temperature range is 18~28℃, and the humidity range is 30~70% RH.

[0085] Further, in S2, based on the comfort-related parameters and according to a preset mapping relationship, the control parameters are output, including ventilation based on a preset mapping relationship of cabin air quality, including the following steps:

[0086] It is judged whether the aircraft is in complete internal circulation, if yes, the next step is entered, otherwise the process is exited;

[0087] The target ventilation interval, target ventilation time and target external circulation ratio are calculated according to the cabin air quality index.

[0088] The actual ventilation interval is accumulated, and if the actual ventilation interval is greater than the target ventilation interval, ventilation is performed based on the target external circulation ratio.

[0089] Further, in the ventilation based on the preset mapping relationship of cabin air quality, the following steps are further included: when the external PM2.5 concentration is greater than the preset maximum PM2.5 concentration, forced complete internal circulation is entered. When icing outside, the external circulation ratio is forced to be greater than or equal to 5%, and window surface heating is performed to prevent cabin humidity from being out of control to cause window surface fogging. When the battery is in thermal runaway and toxic gas is leaked, forced complete external circulation is entered. When the actual ventilation interval is greater than the preset maximum ventilation interval, ventilation is forced to be performed based on the target external circulation ratio to prevent carbon dioxide accumulation from exceeding the standard. The preset maximum ventilation interval is preferably 30 minutes in this embodiment.

[0090] The application also provides an eVTOL multi-parameter fusion adaptive control device based on comfort, which comprises a data acquisition module, an adaptive control module and a dynamic adjustment module. The data acquisition module acquires comfort-related parameters in real time, and the data acquisition module comprises a temperature sensor, a humidity sensor, a vibration sensor, a noise sensor and an air quality sensor, wherein the air quality sensor comprises a carbon dioxide concentration tester, a carbon monoxide concentration tester, an ozone concentration tester and a PM2.5 concentration tester. The comfort-related parameters include cabin noise, cabin vibration intensity, cabin temperature, cabin humidity and cabin air quality index, and the cabin air quality index is calculated by carbon dioxide concentration, carbon monoxide concentration, ozone concentration and PM2.5 concentration. The adaptive control module comprises a central processing unit, the central processing unit is connected with the data acquisition module, the mapping relationship between the preprocessed parameters and the control parameters is preset in the central processing unit, and the central processing unit outputs the control parameters. The dynamic adjustment module is connected with the adaptive control module, and the dynamic adjustment module controls the aircraft based on the control parameters.

[0091] The eVTOL multi-parameter fusion adaptive control method and device based on comfort have the following beneficial effects:

[0092] 1. This application creates an immersive cabin environment beyond the airworthiness standard by actively suppressing noise, eliminating vibration through frequency division, precisely controlling temperature and humidity, and dynamically optimizing air quality, thereby improving passenger comfort.

[0093] 2. This application proposes an intelligent exit mechanism for high-risk conditions (such as turbulence / low power), dynamically optimizes comfort while ensuring safety throughout the flight envelope, and resolves the safety and comfort contradiction of eVTOL.

[0094] 3. This application reduces air conditioning energy consumption through a hierarchical ventilation strategy, extends the service life of the body through vibration suppression, and reduces the total life cycle operating cost of a single machine by combining high-end service capabilities that meet environmental standards.

[0095] The above-described embodiments are only further descriptions of the present application and do not limit the present application in other forms. Those skilled in the art can make various corresponding modifications and changes to the present application without departing from the spirit and essence of the present application, and these corresponding modifications and changes should fall within the scope of protection of the present application.

Claims

1. A comfort-based eVTOL multi-parameter fusion adaptive control method, characterized by: include: S1, obtaining comfort-related parameters in real time, wherein the comfort-related parameters include cabin noise, cabin vibration intensity, cabin temperature, cabin humidity, and cabin air quality index; S2, outputting control parameters based on the comfort-related parameters and according to a preset mapping relationship, the control parameters including propeller speed adjustment instructions, pitch compensation instructions, and cabin air conditioning and ventilation system control instructions; Wherein, based on the comfort-related parameters and according to a preset mapping relationship, a control parameter is output, including noise reduction based on a preset mapping relationship for cabin noise and vibration suppression based on a preset mapping relationship for cabin vibration intensity; Noise reduction is performed based on the preset mapping relationship of cabin noise, including the following steps: When the cabin noise exceeds the preset noise threshold, the aircraft's flight phase is determined in real time. If it is in level flight, the next step is entered; otherwise, the process ends. Reduce the engine thrust growth rate, reduce the propeller speed, and increase the pitch angle. Continue to monitor the cabin noise. If the cabin noise still exceeds the noise threshold, proceed to the next step. Otherwise, terminate the process. Superimpose active noise reduction to deal with residual noise; When encountering one or more emergencies, the noise reduction step is exited, wherein the emergencies include: the battery power is lower than the minimum power, encountering strong turbulence, encountering wind shear, the crosswind intensity is higher than the maximum preset wind speed, and entering the emergency climb condition; Vibration suppression is performed based on a preset mapping relationship of cabin vibration intensity, including the following steps: Perform spectrum analysis on the vibration intensity acquired in real time; If the vibration intensity is at a low frequency, it is judged that the vibration comes from the aerodynamic imbalance of the propeller. In this case, the pitch angle of each propeller is independently adjusted through the pitch control mechanism, the propeller speed is adjusted, and the rotation phase angle of the adjacent propellers is adjusted. If the vibration intensity is at the medium frequency, it is determined that the vibration comes from the motor electromagnetic force or gear meshing, so the reverse electromagnetic force is injected to offset the motor order vibration or the torque smoothing control based on the rotor position feedback is performed; If the vibration intensity is at a high frequency, it is judged that the vibration is caused by a bearing defect or structural resonance. In this case, adjust the flight angle of attack / roll angle or apply a reverse inertial force between the aircraft and the seat. When encountering one or more emergencies, the vibration suppression step is exited, wherein the emergencies include: emergency climbing condition, failure of the pitch change mechanism, and vibration suppression time exceeding a preset value; S3 controls the aircraft in real time based on the output control parameters.

2. The comfort-based eVTOL multi-parameter fusion adaptive control method according to claim 1, characterized in that: In S1, the method for obtaining cabin noise includes: setting noise sensors in the cabin personnel activity area to monitor cabin noise in real time, wherein the cabin personnel activity area includes above seats, middle of aisles, and luggage racks; The method for obtaining the cabin vibration intensity includes: installing vibration sensors at human contact points in the cabin and key points of the aircraft structure to monitor the cabin vibration intensity in real time. The human contact points in the cabin and key points of the aircraft structure include seats, bulkheads, floorboards, and luggage racks. The method for obtaining the cabin temperature and the cabin humidity comprises: arranging a plurality of temperature sensors and humidity sensors at different heights and in different areas of the cabin, wherein the plurality of temperature sensors and the plurality of humidity sensors respectively output temperature digital signals and humidity digital signals in real time, and calculating the average temperature and average humidity in the cabin in real time; The method for obtaining the cabin air quality index includes: Real-time monitoring of carbon dioxide concentration, carbon monoxide concentration, ozone concentration and PM2.5 concentration; The cabin air quality index is calculated in real time based on the carbon dioxide concentration, carbon monoxide concentration, ozone concentration and PM2.5 concentration.

3. The comfort-based eVTOL multi-parameter fusion adaptive control method according to claim 2, characterized in that: In S2, based on the comfort-related parameters and according to a preset mapping relationship, the control parameters are output, including adjusting the temperature and humidity based on a preset mapping relationship between the cabin temperature and the cabin humidity, including the following steps: Real-time comparison of the average temperature in the cabin with the preset maximum or minimum temperature, as well as the average humidity in the cabin with the preset maximum or minimum humidity; When the average temperature in the cabin is higher than the preset maximum temperature or lower than the preset minimum temperature, the air conditioner will automatically adjust the air outlet temperature and air volume until the average temperature in the cabin is lower than the preset maximum temperature or higher than the preset minimum temperature; When the average humidity in the cabin is greater than the preset maximum humidity or less than the preset minimum humidity, the fresh air ratio is automatically adjusted until the average humidity in the cabin is less than the preset maximum humidity or greater than the preset minimum humidity.

4. The comfort-based eVTOL multi-parameter fusion adaptive control method according to claim 2, characterized in that: In S2, based on the comfort-related parameters and according to a preset mapping relationship, outputting control parameters, including ventilation based on a preset mapping relationship of cabin air quality, comprises the following steps: Determine whether the aircraft is in a complete internal loop. If so, proceed to the next step, otherwise exit the process; Calculate the target ventilation interval, target ventilation time, and target external circulation ratio based on the cabin air quality index; The actual ventilation interval is accumulated. If the actual ventilation interval is greater than the target ventilation interval, ventilation is performed based on the target external circulation ratio.

5. The comfort-based eVTOL multi-parameter fusion adaptive control method according to claim 4, characterized in that: The ventilation based on the preset mapping relationship of the cabin air quality further includes the following steps: When the external PM2.5 concentration is greater than the preset maximum PM2.5 concentration, it is forced to enter full internal circulation; When the outside is frozen, the forced external circulation ratio is ≥5%, and the window surface is heated at the same time; When the battery thermally runs away and leaks toxic gases, it is forced to enter a full external circulation; When the actual ventilation interval is greater than the preset maximum ventilation interval, ventilation is forced to be performed based on the target external circulation ratio.

6. A comfort-based eVTOL multi-parameter fusion adaptive control device, characterized in that: For implementing the comfort-based eVTOL multi-parameter fusion adaptive control method according to any one of claims 1 to 5, the adaptive control device comprises: a data acquisition module for collecting comfort-related parameters in real time. The data acquisition module includes a temperature sensor, a humidity sensor, a vibration sensor, a noise sensor, and an air quality sensor. The air quality sensor includes a carbon dioxide concentration meter, a carbon monoxide concentration meter, an ozone concentration meter, and a PM2.5 concentration meter. The comfort-related parameters include cabin noise, cabin vibration intensity, cabin temperature, cabin humidity, and cabin air quality index. The cabin air quality index is calculated based on carbon dioxide concentration, carbon monoxide concentration, ozone concentration, and PM2.5 concentration; An adaptive control module includes a central processing unit, the central processing unit is connected to the data acquisition module, a mapping relationship between pre-processed parameters and control parameters is preset in the central processing unit, and the central processing unit outputs the control parameters; A dynamic adjustment module is connected to the adaptive control module, and the dynamic adjustment module controls the aircraft based on the control parameters.

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