Flight control method, device, storage medium and equipment for flight equipment

Abstract

The present invention provides a flight control method, apparatus, storage medium, and device for an aircraft. A gain adjustment parameter is calculated based on flight altitude errors and flight speed errors obtained during the flight of the aircraft. The control gains of the flight altitude and flight speed of the aircraft during flight are adjusted based on the gain adjustment parameters. When the aircraft is in an uncertain and severe weather environment and the control performance of the flight altitude and flight speed decreases, the control system can automatically correct its control level to ensure its control performance, thereby allowing the aircraft to operate smoothly.

Description

Technical Field

[0001] The present invention relates to the field of computer control technology, and in particular to a flight control method, device, storage medium and equipment for flight equipment. Background Art

[0002] To ensure the safety of aircraft and flight crews, aircraft safety and reliability are important goals for drone control. Drone operations are inevitably subject to challenging weather conditions and airport runways. In adverse weather conditions, such as lightning, rain, and snow, aircraft flight is often subject to random disturbances, making flight safety and reliability difficult to guarantee. During landing, the aircraft must navigate through the atmospheric boundary layer, a complex meteorological environment, making it susceptible to interference. Long-term human flight history demonstrates that the aforementioned uncertain flight environment is a significant cause of aircraft crashes. Ensuring stable control of flight equipment under uncertain meteorological conditions is a pressing technical challenge for those skilled in the art. Summary of the Invention

[0003] In view of this, embodiments of the present invention provide a flight control method, apparatus, storage medium, and device for an aircraft to achieve stability control of the aircraft.

[0004] To achieve the above objectives, the embodiments of the present invention provide the following technical solutions:

[0005] A flight control method for a flying device, comprising:

[0006] Obtain the flight altitude error of the flight equipment during flight;

[0007] Obtain the flight speed error of the flight equipment during flight;

[0008] The gain adjustment parameter is calculated based on a preset mapping relationship using the flight height error and the flight speed error;

[0009] The control gains of the flight altitude and the flight speed of the flying device during flight are adjusted based on the gain adjustment parameters.

[0010] Optionally, in the above-mentioned flight control method for a flying device, the gain adjustment parameter is calculated based on a preset mapping relationship using the flight altitude error and the flight speed error:

[0011] Calculate the mean square error corresponding to the flight height error, and record it as the first mean square error;

[0012] Calculate the mean square error corresponding to the flight speed error, and record it as the second mean square error;

[0013] A gain adjustment parameter corresponding to the first mean square error and the second mean square error is acquired based on a preset mapping relationship.

[0014] Optionally, in the above-mentioned flight control method for a flying device, obtaining a gain adjustment parameter corresponding to the first mean square error and the second mean square error based on a preset mapping relationship includes:

[0015] calculating a ratio of the first mean square error to the second mean square error;

[0016] A gain adjustment parameter matching the ratio is acquired based on a preset mapping relationship.

[0017] Optionally, in the above-mentioned flight control method for an aerial vehicle, adjusting the control gains of the flight altitude and flight speed of the aerial vehicle during flight based on the gain adjustment parameter is specifically:

[0018] Calculating an energy distribution rate deviation value based on the gain adjustment parameter;

[0019] The control gains of the flight altitude and the flight speed of the flying device during flight are adjusted based on the energy distribution rate deviation value.

[0020] Optionally, in the above-mentioned flight control method for a flying device, the step of obtaining a gain adjustment parameter that matches the ratio based on a preset mapping relationship includes:

[0021] Based on the formula Calculating and obtaining the gain adjustment parameter k;

[0022] Among them, the σ(γ e 2 ) is the first mean square error, is the second mean square error.

[0023] Optionally, in the above-mentioned flight control method for a flying device, the step of calculating the energy distribution rate deviation value based on the gain adjustment parameter includes:

[0024] Based on the formula Calculate the rate at which gravitational potential energy is converted into kinetic energy Among them, γ is the flight path angle of the flight equipment, g is the acceleration of gravity, and V is the flight speed of the flying device, and t is the flight time;

[0025] Based on the formula Calculate the energy distribution rate deviation δ ec , wherein the is the deviation rate of the rate at which gravitational potential energy is converted into kinetic energy, s is a preset coefficient, and K eP is the first proportional gain coefficient, the KeI is the first integral gain coefficient.

[0026] Optionally, the above-mentioned flight control method for a flying device further includes:

[0027] Based on the formula Calculate the expected thrust T of the system after the flight state changes C , where K tp is the second proportional control coefficient, K tI is the second integral control coefficient, is the differential value of the total energy of the flight equipment during flight, for The error rate.

[0028] A flight control device for flying equipment, comprising:

[0029] A variance calculation unit is used to obtain the flight altitude error of the flight equipment during flight; and obtain the flight speed error of the flight equipment during flight;

[0030] a gain parameter calculation unit, configured to calculate a gain adjustment parameter based on a preset mapping relationship using the flight altitude error and the flight speed error;

[0031] The flight state control unit is used to adjust the control gains of the flight altitude and flight speed of the flight device during flight based on the gain adjustment parameters.

[0032] A storage medium storing a plurality of instructions suitable for loading by a processor.

[0033] To execute the steps in any of the above-mentioned flight control methods for flying equipment.

[0034] A flight control device for a flying device, comprising: a memory and a processor;

[0035] The memory is used to store programs;

[0036] The processor is used to execute the program to implement each step of the flight control method of the flying device described in any one of the above.

[0037] Based on the above technical solution, the above solution provided by the embodiment of the present invention first obtains the flight altitude error and flight speed error of the flight device during flight, then uses the flight altitude error and flight speed error to calculate a gain adjustment parameter based on a preset mapping relationship, and finally adjusts the control gains of the flight altitude and flight speed of the flight device during flight based on the gain adjustment parameter. This allows the controller of the flight device to distinguish the priority of flight altitude control and flight speed control based on the control gains of the flight altitude and flight speed, thereby enabling the system to adjust the control priority of the flight altitude and flight speed based on the actual scenario, thereby ensuring smooth flight of the flight device. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are merely embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0039] Figure 1 A schematic diagram of a flow chart of a flight control method for a flying device provided in an embodiment of the present application;

[0040] Figure 2 A schematic diagram of a control signal flow chart of a flight control method for a flying device disclosed in an embodiment of the present application;

[0041] Figure 3 A schematic structural diagram of a flight control device for a flying device disclosed in an embodiment of the present application;

[0042] Figure 4 This is a schematic structural diagram of the flight control device of the flight equipment disclosed in the embodiment of the present application. DETAILED DESCRIPTION

[0043] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0044] In manned aircraft and unmanned aerial vehicles, energy criteria based on the control of aircraft kinetic and potential energies can independently control the aircraft's flight speed and altitude, and are commonly used in aircraft navigation control. In the energy criteria control structure, the priority of the aircraft's flight speed and altitude is often pre-set based on the flight conditions. Currently, when controlling the aircraft's flight altitude and speed, a total energy control scheme is usually adopted. The total energy control system (TECS) is a control scheme that uses the minimum energy consumption as the optimal indicator throughout the entire flight process of climbing, cruising, and descending.

[0045] Total energy control utilizes energy control and distribution to decouple speed control from altitude control (tangential acceleration and longitudinal track angle). The throttle is used to control total energy, while the elevator (pitch angle) controls the energy conversion between kinetic and potential energy. In other words, a total energy control system requires that the two energy control channels have matching dynamic and static characteristics to eliminate unnecessary conversion between the aircraft's kinetic and potential energies. If the total energy channel has faster dynamic characteristics than the energy distribution channel—that is, the aircraft's throttle lever power responds faster than the elevator—this will cause the flight speed and altitude (track) to increase or decrease simultaneously due to changes in total energy before the aircraft's energy is redistributed. In other words, when stabilizing either flight speed or track angle requires a change in the other, these changes will degrade the decoupled control performance of the entire system, leading to unstable altitude or speed during flight.

[0046] In order to solve the above shortcomings, the present application proposes a flight control solution for aircraft equipment that automatically adjusts the altitude and speed control priorities.

[0047] The control concept of the technical solution disclosed in this application is that the energy distribution channel has faster dynamic characteristics than the total energy channel, that is, the aircraft elevator has a faster response than the throttle lever. This will cause the flight speed and flight altitude (track angle) to change relative to each other due to the redistribution of aircraft energy before the total energy of the aircraft changes. When the flight speed and flight altitude (track angle) need to increase or decrease simultaneously, the above changes will also reduce the control performance of the system. This phenomenon requires the total energy control system and the two energy control channels to have matching dynamic and static characteristics. In order for the flight control system to make the total energy channel and the energy distribution channel have matching dynamic and static characteristics, it is necessary for the throttle lever and the elevator to have the same response rate or response characteristics.

[0048] Controlling the flight altitude and speed of an aircraft is part of total energy control, which aims to decouple the control of altitude and speed during flight. In existing total energy control algorithms, these two controls have the same control priority. This application designs an automatic feedback gain adjustment method to address the uncertain environment of the control object. This method automatically adjusts the gain ratio of speed control and altitude control to achieve the purpose of automatically adjusting the control priority of the two.

[0049] Before introducing the flight control method for an aircraft disclosed in the embodiments of the present application, the changing process of the energy parameters of the aircraft during flight is analyzed and explained:

[0050] The equation of motion of a flying device (in this application, an airplane is used as an example) in a vertical plane is:

[0051]

[0052] In the above formula, H is the flight altitude of the aircraft, V is the flight speed of the aircraft, t is the flight time, γ represents the track angle, T is the engine thrust of the aircraft, D is the body resistance, m is the aircraft mass, and g is the gravity coefficient.

[0053] Considering that the flight path angle γ of an aircraft in flight is generally small, a small angle assumption is made (in engineering, it is generally believed that a small angle assumption can be made when the angle is less than 10°) sinγ=tanγ=γ. Based on formula (1), the required engine thrust during the flight of the aircraft can be approximated as:

[0054]

[0055] In the formula, That is, is the speed error rate of the flight speed of the flight equipment;

[0056] For aircraft flight control systems, the flight path angle γ feedback is generally not directly available, but can be calculated by analyzing the aircraft pitch angle and angle of attack feedback. Without considering sideslip, the solution formula for the flight path angle γ is as follows:

[0057] γ=θ-α (2-1)

[0058] In the above formula, θ is the pitch angle of the aircraft during flight, and α is the aerodynamic angle of attack, i.e., the angle of attack, during flight.

[0059] Similarly, the acceleration feedback of the aircraft cannot be obtained directly, but can be obtained by taking the differential or difference of the aircraft's flight speed feedback.

[0060] Assume that the aircraft's flight speed during landing is V, and the descent rate is If the and track angle γ remain unchanged, the total energy of the aircraft is the sum of the kinetic energy and potential energy of the aircraft:

[0061]

[0062] Then the total energy per unit weight is:

[0063]

[0064] Differentiating formula (4) yields:

[0065]

[0066] described is the differential value of the total energy E1 per unit weight, is the differential value of the flight altitude H. Since the track angle γ is a small angle, tanγ=sinγ=γ. The track angle γ and the flight altitude H have the following relationship:

[0067]

[0068] Since the total energy change rate is equal to the total power of the system, we have

[0069]

[0070] In the formula, is the rate of change of kinetic energy, is the rate of change of potential energy, and the formula (7) is normalized by mgV, then we have

[0071]

[0072] Assuming that the body resistance D remains unchanged, the total energy change during flight mainly comes from the change in thrust, that is,

[0073]

[0074] In the above formula, δ is a preset coefficient. During the flight of an aircraft, the change in total energy is mainly controlled by the change in thrust.

[0075] Assuming that the initial thrust T during flight is used to offset the body drag D, and if the flight state remains unchanged, the drag experienced by the aircraft does not change. Then the effect of the thrust T control increment is:

[0076]

[0077] Among them, K tp is the first proportional control coefficient, KtI is the first integral control coefficient, T C is the system's expected thrust after the aircraft's flight state changes, and s is a preset coefficient. is the total energy error rate, where the subscript e of each symbol represents the deviation in this scheme. Therefore, T C and Positive correlation,

[0078] From this, we can get the relationship between the total energy change through the aircraft and the desired thrust of the aircraft:

[0079]

[0080] Among them, K tp is the proportional control coefficient, K tI is the integral control coefficient, T C It is the expected thrust of the system after the flight state changes.

[0081] Deflecting an aircraft's elevator causes a change in pitch moment, thereby altering the aircraft's flight attitude. This change in attitude has minimal impact on thrust and drag. When thrust remains constant, the elevator can be manipulated to convert the aircraft's kinetic energy into potential energy. Therefore, the elevator can serve as a controller for distributing the aircraft's kinetic and potential energy.

[0082] During flight, in order to give kinetic energy and potential energy the same control priority, the energy distribution rate is used as the control variable in the elevator control channel. It is defined as the difference between the rate of change of potential energy and kinetic energy:

[0083]

[0084] In the above formula, The physical meaning of is the rate at which gravitational potential energy is converted into kinetic energy. When , it means that there is a surplus after the aircraft's gravitational potential energy is converted into kinetic energy during flight, that is, the aircraft is in an accelerated state; when When , it means that the aircraft's gravitational potential energy conversion rate is equal to the aircraft's kinetic energy change rate, and the aircraft engine is in idle state; when When the aircraft is in flight, the rate of conversion of gravitational potential energy is slower than the rate of change of kinetic energy, and the engine is required to provide power. status.

[0085] In addition, during the descent phase of the aircraft, γ<0, then During the aircraft climbing phase, γ>0, then During the level flight phase of the aircraft, γ=0, and the engine thrust can compensate for the aircraft speed change rate.

[0086] Then, similar to the control law expression of thrust, the energy distribution rate deviation δ ec and elevator angle The control relationship is:

[0087]

[0088] In the above formula, K eP is the second proportional gain coefficient, the K eI is the second integral gain coefficient;

[0089] Then, the core algorithm of total energy control is:

[0090]

[0091] The core algorithm of total energy control is formula (14), but due to γ e and go through and (The subscript e of each symbol indicates the deviation of the corresponding symbol) The proportional channel has a transfer function γ / γ c and V / V c The total energy change rate feedback is used in the proportional control part of the core algorithm to increase the overshoot of the control system. and distribution rate feedback By transforming formula (14), we can get:

[0092]

[0093] The difference between the above control method and the traditional energy control is that in this application, in order to automatically adjust the control level of the aircraft's flight altitude H and flight speed V, according to and The discrete degree of the control error automatically controls the distribution ratio of potential energy and kinetic energy. Rewrite formula (12) as

[0094]

[0095] Definition: The error of the descent rate γ e and the error in energy distribution rate The variance ratio of is k in formula (16). The gain adjustment parameter is:

[0096]

[0097] Among them, σ(γ e 2 ) represents the statistical variance of the control quantity drop rate error, Indicates the rate of change of the control variable speed error The statistical variance of .

[0098] In summary, the improved control algorithm proposed in this application

[0099]

[0100] In this solution, the meanings of the symbols involved in the above formulas are shown in Table 1:

[0101] Table 1

[0102]

[0103]

[0104] Based on the above inference results (Formula 18), this application discloses a flight control method for a flying device, see Figure 1 , methods include:

[0105] Step S101: Obtaining the flight altitude error of the aircraft during flight;

[0106] The flight height error refers to the difference between the flight height of the flight equipment and the control height H C The error between the control height H C It can also be understood as the height of expectation;

[0107] In this scheme, the change in the aircraft's track angle can be used to characterize the change in the aircraft's altitude. Therefore, the change in the aircraft's track angle during flight can be used to calculate the flight altitude error of the flight equipment during flight. The collected track angle is compared with the expected track angle to obtain the corresponding track angle error, and the track angle error is equivalent to the flight altitude error.

[0108] Step S102: Obtaining the flight speed error of the flying device during flight;

[0109] The flight speed error refers to the difference between the flight speed of the flight equipment and the control speed V C The error between the control speed V C It can also be understood as the expected speed; in this step, by detecting the change in the flight speed of the aircraft at different times, the measured flight speed is compared with the control speed V C By comparing, we can get the error of the flight speed of the flight equipment during the flight;

[0110] Step S103: Calculating a gain adjustment parameter based on a preset mapping relationship using the flight height error and the flight speed error;

[0111] After the flight height error and the flight speed error are obtained, a gain adjustment parameter matching the flight height error and the flight speed error may be calculated based on a preset mapping relationship.

[0112] Specifically, this step may be: after obtaining the flight height error, calculating the mean square error σ(γ e 2 ), recorded as the first mean square error, the σ is the statistical variance function, the γ e is the deviation of the track angle; after calculating the flight speed error, calculate the mean square error corresponding to the flight speed error It is recorded as the second mean square error, V is used to characterize the flight speed of the aircraft, express The deviation of represents the differential of V, and g is used to characterize the acceleration due to gravity. A gain adjustment parameter corresponding to the first mean square error and the second mean square error is obtained based on a preset mapping relationship. The gain adjustment parameter is used to adjust the control priority of the flight altitude and flight speed of the flight device during flight. Different control priorities require different main objects to be adjusted. For example, when the gain adjustment parameter is A, the priority of flight altitude control is higher than the priority of flight speed. When the gain adjustment parameter is B, the priority of flight speed control is higher than the priority of flight speed.

[0113] Specifically, in this step, the ratio of the first mean square error to the second mean square error can be brought into the preset mapping relationship, and a gain adjustment parameter adapted to the ratio of the first mean square error to the second mean square error can be obtained based on the preset mapping relationship. For example, in this solution, the gain adjustment parameter can be obtained based on the formula (17) derived above. The gain adjustment parameter k is obtained by calculation.

[0114] Step S104: adjusting the control gains of the flight altitude and flight speed of the aerial vehicle during flight based on the gain adjustment parameters.

[0115] Specifically, based on the above inference, after the gain adjustment parameter k is calculated, the energy allocation rate deviation value can be calculated based on the gain adjustment parameter k, and then the control gain of the flight altitude and flight speed of the flight equipment during the flight is adjusted based on the energy allocation rate deviation value. The higher the control gain, the higher the corresponding control priority. When the energy allocation rate deviation value is calculated based on the gain adjustment parameter k, the energy allocation rate deviation value can be first calculated based on the formula (16) derived above. Calculate the rate at which gravitational potential energy is converted into kinetic energy The rate at which gravitational potential energy is converted into kinetic energy is calculated Then, based on formula (15) Calculate the energy distribution rate deviation δ ec , wherein the is the deviation rate of the rate at which gravitational potential energy is converted into kinetic energy, and then based on the energy distribution rate deviation value δ ec By adjusting the control gains of the flight altitude and flight speed of the flight equipment during flight, and then adjusting the equal proportions of the speed and altitude energy distribution channels according to the control gains of the flight altitude and flight speed, the problem of decoupling control of the altitude and speed of the flight equipment during flight is solved.

[0116] In this solution, the energy distribution rate deviation value δ can be pre-set ec The energy distribution rate deviation value δ is calculated by matching the control correction coefficient. ec Later, the value corresponding to the δ can be found based on the preset mapping table. ec A matching control correction coefficient and a control item corresponding to the control correction coefficient are provided. In this embodiment, the control items refer to altitude control and speed control. The control results of the control items are corrected based on the control correction coefficient. For example, when the ratio of the first mean square error to the second mean square error during flight is greater than 1, altitude control is corrected first. When the ratio of the first mean square error to the second mean square error during flight is less than 1, speed control is corrected first. This achieves the purpose of adjusting the control priority of altitude and speed based on actual flight conditions, ensuring stable flight of the aircraft.

[0117] In this solution, the control gain for controlling the flight altitude and speed of the aircraft during flight is calculated based on the altitude and speed control errors during the aircraft's flight. When the aircraft is in an uncertain and severe weather environment, the altitude control and speed control errors of the aircraft vary greatly. At this time, a corresponding control gain will be generated, and the control level of altitude control and speed control will be automatically switched through the control gain. Different control gains will result in different control levels of altitude and speed during the aircraft's flight. When the control performance of the flight altitude or flight speed of the flight equipment decreases, the system can automatically increase its control level to ensure that the system can reliably control the altitude and speed of the flight equipment.

[0118] In another embodiment of the present application, the technical solution disclosed in the embodiment can also be based on the formula Calculate the expected thrust T of the system after the flight state changes C , where K tp is the proportional control coefficient, K tI is the integral control coefficient, is the total energy of the aircraft during flight, is the energy error rate. This enables the aircraft control system to calculate the desired thrust T for stabilizing the aircraft flight based on the flight state of the aircraft after the control gain adjustment. C , ensuring the smooth flight of the aircraft.

[0119] For details, see Figure 2 , Figure 2 This is a schematic diagram of the control signal flow of the flight control method for flight equipment disclosed in the embodiment of the present application, which shows the calculation of the desired thrust T in this solution in the form of an automated control system. C , gain adjustment parameter k, energy distribution rate deviation value δ ec The calculation process of Figure 2 The calculation relationship between each signal has been marked in the form of a signal flow chart. Figure 2 Based on Figure 2 The calculation formulas for each symbol in the public signal diagram are not repeated here.

[0120] This embodiment discloses a flight control device for an aircraft. For the specific working contents of each unit in the device, please refer to the contents of the above-mentioned method embodiment. The flight control device for an aircraft provided by an embodiment of the present invention is described below. The flight control device for an aircraft described below and the flight control method for an aircraft described above can be referenced to each other.

[0121] See also Figure 3 The flight control device of the flying equipment disclosed in the embodiments of the present application may include:

[0122] Variance calculation unit 100, gain parameter calculation unit 200 and flight state control unit 300;

[0123] The variance calculation unit 100 corresponds to step S101 and step S102 in the above method, and is used to obtain the flight altitude error of the flight device during flight; obtain the flight speed error of the flight device during flight;

[0124] The gain parameter calculation unit 200 corresponds to step S103 in the above method, and is configured to calculate a gain adjustment parameter based on a preset mapping relationship using the first mean square error and the second mean square error;

[0125] The flight state control unit 300 corresponds to step S104 in the above method, and is used to adjust the control gains of the flight altitude and flight speed of the flying device during flight based on the gain adjustment parameters.

[0126] Corresponding to the above method, when the gain parameter calculation unit 200 calculates the gain adjustment parameter based on the preset mapping relationship using the flight altitude error and the flight speed error, it is specifically configured to:

[0127] Calculate the mean square error corresponding to the flight height error, and record it as the first mean square error;

[0128] Calculate the mean square error corresponding to the flight speed error, and record it as the second mean square error;

[0129] calculating a ratio of the first mean square error to the second mean square error;

[0130] A gain adjustment parameter matching the ratio is acquired based on a preset mapping relationship.

[0131] Corresponding to the above method, when the flight state control unit 300 adjusts the control gains of the flight altitude and flight speed of the flight device during flight based on the gain adjustment parameters, it is specifically configured to:

[0132] An energy distribution rate deviation value is calculated based on the gain adjustment parameter, and control gains of a flight altitude and a flight speed of the flying device during flight are adjusted based on the energy distribution rate deviation value.

[0133] Corresponding to the above method, when the gain parameter calculation unit 200 obtains the gain adjustment parameter matching the ratio based on the preset mapping relationship, it is specifically configured to:

[0134] Based on the formula Calculating and obtaining the gain adjustment parameter k;

[0135] Among them, the σ(γ e 2 ) is the first mean square error, is the second mean square error.

[0136] Corresponding to the above method, when the flight state control unit 300 calculates the energy allocation rate deviation value based on the gain adjustment parameter, it is specifically configured to:

[0137] Based on the formula Calculate the rate at which gravitational potential energy is converted into kinetic energy

[0138] Based on the formula Calculate the energy distribution rate deviation δ ec , wherein the is the deviation rate of the rate at which gravitational potential energy is converted into kinetic energy.

[0139] Corresponding to the above method, the above device may further include: an expected thrust calculation unit, which is used to calculate the expected thrust based on the formula after the flight state control unit adjusts the control gain of the flight altitude and flight speed of the flight equipment during flight based on the gain adjustment parameter. Calculate the expected thrust T of the system after the flight state changes C , where K tp is the proportional control coefficient, K tI is the integral control coefficient, is the total energy of the aircraft during flight, is the energy error rate.

[0140] Corresponding to the above method, a storage medium is provided, wherein the storage medium is a readable storage medium, characterized in that the storage medium stores a plurality of instructions, wherein the instructions are suitable for loading by a processor,

[0141] To execute the steps in the flight control method for a flying device described in any one of the above items of the present application, the specific detailed functions and extended functions of each of the above instructions can be referred to the above description.

[0142] The flight control device for flight equipment provided in the embodiment of the present application can be applied to flight control equipment for flight equipment, such as PC terminals, cloud platforms, servers and server clusters. Figure 4 The hardware structure diagram of the data evaluation equipment is shown in FIG. Figure 4 , the hardware structure of the flight control device of the flight equipment may include: at least one processor 1, at least one communication interface 2, at least one memory 3 and at least one communication bus 4;

[0143] In the embodiment of the present application, the number of the processor 1, the communication interface 2, the memory 3, and the communication bus 4 is at least one, and the processor 1, the communication interface 2, and the memory 3 communicate with each other through the communication bus 4;

[0144] The processor 1 may be a central processing unit (CPU), or an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present invention;

[0145] The memory 3 may include a high-speed RAM memory, and may also include a non-volatile memory, such as at least one disk memory;

[0146] The memory stores a program, and the processor can call the program stored in the memory, wherein the program is used to:

[0147] Obtain the flight altitude error of the flight equipment during flight;

[0148] Obtain the flight speed error of the flight equipment during flight;

[0149] The gain adjustment parameter is calculated based on a preset mapping relationship using the flight height error and the flight speed error;

[0150] The control gains of the flight altitude and the flight speed of the flying device during flight are adjusted based on the gain adjustment parameters.

[0151] Optionally, the detailed functions and extended functions of the program may refer to the above description.

[0152] For the convenience of description, the above system is described as being divided into various modules according to their functions. Of course, when implementing the present invention, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0153] Each embodiment in this specification is described in a progressive manner. The same or similar parts between the embodiments can be referred to each other. Each embodiment focuses on the differences from other embodiments. In particular, for system or system embodiments, since they are basically similar to method embodiments, the description is relatively simple. For relevant parts, refer to the partial description of the method embodiment. The system and system embodiments described above are merely schematic, wherein 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, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. A person of ordinary skill in the art can understand and implement it without expending creative work.

[0154] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the above description has generally described the components and steps of each example according to their functions. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present invention.

[0155] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein may be implemented directly using hardware, a software module executed by a processor, or a combination of the two. The software module may be placed in a random access memory (RAM), internal memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

[0156] It should also be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or device comprising the element.

[0157] The above description of the disclosed embodiments is intended to enable one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be readily apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not limited to the embodiments shown herein but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A flight control method for an aircraft, characterized in that: include: Obtain the flight altitude error of the flight equipment during flight; Obtain the flight speed error of the flight equipment during flight; The gain adjustment parameter is calculated based on a preset mapping relationship using the flight height error and the flight speed error; adjusting the control gains of the flight altitude and flight speed of the flying device during flight based on the gain adjustment parameters; The gain adjustment parameter is calculated based on a preset mapping relationship using the flight height error and the flight speed error, including: Calculate the mean square error corresponding to the flight height error, and record it as the first mean square error; Calculate the mean square error corresponding to the flight speed error, and record it as the second mean square error; A gain adjustment parameter corresponding to the first mean square error and the second mean square error is acquired based on a preset mapping relationship.

2. The flight control method of an aircraft according to claim 1, wherein: The acquiring, based on a preset mapping relationship, a gain adjustment parameter corresponding to the first mean square error and the second mean square error includes: calculating a ratio of the first mean square error to the second mean square error; A gain adjustment parameter matching the ratio is acquired based on a preset mapping relationship.

3. The flight control method of an aircraft according to claim 2, wherein: The control gain of the flight altitude and the flight speed of the flying device during flight is adjusted based on the gain adjustment parameter, specifically: Calculating an energy distribution rate deviation value based on the gain adjustment parameter; The control gains of the flight altitude and the flight speed of the flying device during flight are adjusted based on the energy distribution rate deviation value.

4. The flight control method of an aircraft according to claim 2, wherein: The acquiring a gain adjustment parameter matching the ratio based on a preset mapping relationship includes: Based on the formula Calculating and obtaining the gain adjustment parameter k; Among them, the is the first mean square error, is the second mean square error.

5. The flight control method of an aircraft according to claim 4, wherein: The calculating of the energy distribution rate deviation value based on the gain adjustment parameter includes: Based on the formula Calculate the rate at which gravitational potential energy is converted into kinetic energy Among them, γ is the flight path angle of the flight equipment, g is the acceleration of gravity, and V is the flight speed of the flying device, and t is the flight time; Based on the formula Calculate the energy distribution rate deviation δ ec , wherein the is the deviation rate of the rate at which gravitational potential energy is converted into kinetic energy, s is a preset coefficient, and K eP is the first proportional gain coefficient, the K eI is the first integral gain coefficient.

6. The flight control method of an aircraft according to claim 1, wherein: Also includes: Based on the formula Calculate the expected thrust T of the system after the flight state changes C , where K tp is the second proportional control coefficient, K tI is the second integral control coefficient, is the differential value of the total energy of the flight equipment during flight, for The error rate.

7. A flight control device for an aircraft, characterized in that: include: A variance calculation unit is used to obtain the flight altitude error of the flight equipment during flight; and obtain the flight speed error of the flight equipment during flight; a gain parameter calculation unit, configured to calculate a gain adjustment parameter based on a preset mapping relationship using the flight altitude error and the flight speed error; specifically, calculating a mean square error corresponding to the flight altitude error, recorded as a first mean square error; calculating a mean square error corresponding to the flight speed error, recorded as a second mean square error; and obtaining gain adjustment parameters corresponding to the first mean square error and the second mean square error based on the preset mapping relationship; The flight state control unit is used to adjust the control gains of the flight altitude and flight speed of the flight device during flight based on the gain adjustment parameters.

8. A storage medium, characterized in that: The storage medium stores a plurality of instructions, which are suitable for loading by the processor. To execute the steps in the flight control method of a flying device as described in any one of claims 1 to 6.

9. A flight control device for an aircraft, characterized in that: include: including memory and processor; The memory is used to store programs; The processor is configured to execute the program to implement each step of the flight control method for a flying device according to any one of claims 1 to 6.

Images