Flight control method, device and equipment of aircraft and storage medium

Abstract

The application discloses a flight control method and device of an aircraft, an equipment and a storage medium, and belongs to the technical field of the aircraft. The method comprises the following steps: acquiring a wind speed vector in an environment where the aircraft is located and a ground speed vector of the aircraft; calculating a first horizontal attitude angle of the aircraft when the aircraft is transversely windward based on the wind speed vector and the ground speed vector; calculating a second horizontal attitude angle of the aircraft when the aircraft is longitudinally windward based on the wind speed vector and the ground speed vector; and controlling the aircraft to fly in a windward mode corresponding to the smaller horizontal attitude angle among the first horizontal attitude angle and the second horizontal attitude angle. The method reduces the horizontal attitude angle of the aircraft when the aircraft flies against the wind, reduces the resistance when the aircraft flies, and further reduces the power consumption of the power system of the aircraft to resist the wind resistance.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and in particular to a flight control method, apparatus, device, and storage medium for an aircraft. Background Technology

[0002] With the development of aircraft technology, aircraft have gradually come into the public eye. When flying against wind, aircraft need to maintain stability by controlling their flight attitude. Therefore, how to control aircraft to fly against wind is a technical problem that urgently needs to be solved. Summary of the Invention

[0003] This application provides a flight control method, apparatus, device, and storage medium for an aircraft, which can be used to solve problems existing in related technologies. The technical solution is as follows:

[0004] On one hand, embodiments of this application provide a flight control method for an aircraft, the method comprising:

[0005] Obtain the wind speed vector of the environment in which the aircraft is located and the ground speed vector of the aircraft;

[0006] Based on the wind speed vector and the ground speed vector, calculate the first horizontal attitude angle of the aircraft when it is facing the wind laterally;

[0007] Based on the wind speed vector and the ground speed vector, calculate the second horizontal attitude angle of the aircraft when it is longitudinally facing the wind;

[0008] Based on the smaller of the first and second horizontal attitude angles, the aircraft is controlled to fly in the windward manner corresponding to the smaller horizontal attitude angle.

[0009] In one possible implementation, calculating the first horizontal attitude angle of the aircraft when it is facing the wind laterally, based on the wind speed vector and the ground speed vector, includes:

[0010] Based on the wind speed vector and the ground speed vector, calculate the wind resistance attitude angles of the aircraft when it is facing the wind laterally;

[0011] The first horizontal attitude angle is calculated based on the wind-resistant attitude angles of the aircraft when it is facing the wind laterally.

[0012] In one possible implementation, calculating the wind-resistance attitude angles of the aircraft when it is laterally facing the wind, based on the wind speed vector and the ground speed vector, includes:

[0013] Based on the wind speed vector and the ground speed vector, calculate the aerodynamic drag of the aircraft when it is facing the wind laterally;

[0014] The wind resistance attitude angles of the aircraft in each direction when it is laterally facing the wind are calculated based on the aerodynamic drag of the aircraft in each direction when it is laterally facing the wind.

[0015] In one possible implementation, calculating the aerodynamic drag of the aircraft in all directions when it is facing the wind laterally, based on the wind speed vector and the ground speed vector, includes:

[0016] Based on the wind speed vector and the ground speed vector, the airspeed vector of the aircraft is obtained;

[0017] The aerodynamic drag of the aircraft when it is laterally facing the wind is calculated based on the airspeed vector.

[0018] In one possible implementation, calculating the second horizontal attitude angle of the aircraft when it is longitudinally facing the wind, based on the wind speed vector and the ground speed vector, includes:

[0019] Based on the wind speed vector and the ground speed vector, calculate the wind resistance attitude angles of the aircraft when it is longitudinally facing the wind;

[0020] The second horizontal attitude angle is calculated based on the wind-resistant attitude angles of the aircraft when it is facing the wind longitudinally.

[0021] In one possible implementation, calculating the wind-resistance attitude angles of the aircraft when it is longitudinally facing the wind, based on the wind speed vector and the ground speed vector, includes:

[0022] Based on the wind speed vector and the ground speed vector, calculate the aerodynamic drag of the aircraft in each direction when it is longitudinally facing the wind;

[0023] The wind resistance attitude angles of the aircraft in the longitudinal windward direction are calculated based on the aerodynamic drag of the aircraft in the longitudinal windward direction.

[0024] In one possible implementation, calculating the aerodynamic drag of the aircraft in the longitudinal headwind based on the wind speed vector and the ground speed vector includes:

[0025] Based on the wind speed vector and the ground speed vector, the airspeed vector of the aircraft is obtained;

[0026] The aerodynamic drag of the aircraft in each direction when it is longitudinally facing the wind is calculated based on the airspeed vector.

[0027] On the other hand, a flight control device for an aircraft is provided, the device comprising:

[0028] The acquisition module is used to acquire the wind speed vector of the environment in which the aircraft is located and the ground speed vector of the aircraft;

[0029] The calculation module is used to calculate the first horizontal attitude angle of the aircraft when it is facing the wind laterally, based on the wind speed vector and the ground speed vector;

[0030] The calculation module is also used to calculate the second horizontal attitude angle of the aircraft when it is longitudinally facing the wind, based on the wind speed vector and the ground speed vector;

[0031] The control module is used to control the aircraft to fly in the windward manner corresponding to the smaller horizontal attitude angle, based on the smaller horizontal attitude angle between the first horizontal attitude angle and the second horizontal attitude angle.

[0032] In one possible implementation, the calculation module is used to calculate the wind-resistant attitude angles of the aircraft when it is laterally facing the wind, based on the wind speed vector and the ground speed vector.

[0033] The first horizontal attitude angle is calculated based on the wind-resistant attitude angles of the aircraft when it is facing the wind laterally.

[0034] In one possible implementation, the calculation module is used to calculate the aerodynamic drag of the aircraft when it is facing the wind laterally, based on the wind speed vector and the ground speed vector.

[0035] The wind resistance attitude angles of the aircraft in each direction when it is laterally facing the wind are calculated based on the aerodynamic drag of the aircraft in each direction when it is laterally facing the wind.

[0036] In one possible implementation, the calculation module is used to obtain the airspeed vector of the aircraft based on the wind speed vector and the ground speed vector;

[0037] The aerodynamic drag of the aircraft when it is laterally facing the wind is calculated based on the airspeed vector.

[0038] In one possible implementation, the calculation module is used to calculate the wind-resistant attitude angles of the aircraft when it is longitudinally facing the wind, based on the wind speed vector and the ground speed vector.

[0039] The second horizontal attitude angle is calculated based on the wind-resistant attitude angles of the aircraft when it is facing the wind longitudinally.

[0040] In one possible implementation, the calculation module is used to calculate the aerodynamic drag of the aircraft in all directions when it is longitudinally facing the wind, based on the wind speed vector and the ground speed vector.

[0041] The wind resistance attitude angles of the aircraft in the longitudinal windward direction are calculated based on the aerodynamic drag of the aircraft in the longitudinal windward direction.

[0042] In one possible implementation, the calculation module is used to obtain the airspeed vector of the aircraft based on the wind speed vector and the ground speed vector;

[0043] The aerodynamic drag of the aircraft in each direction when it is longitudinally facing the wind is calculated based on the airspeed vector.

[0044] On the other hand, a computer device is provided, the computer device including a processor and a memory, the memory storing at least one computer program, the at least one computer program being loaded and executed by the processor to enable the computer device to implement the flight control method of any of the above-described aircraft.

[0045] On the other hand, a computer-readable storage medium is also provided, wherein at least one computer program is stored in the computer-readable storage medium, the at least one computer program being loaded and executed by a processor to enable a computer to implement the flight control method of any of the above-described aircraft.

[0046] On the other hand, a computer program product or computer program is also provided, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform any of the flight control methods for aircraft described above.

[0047] The technical solution provided in this application has at least the following beneficial effects:

[0048] The flight control method for an aircraft provided in this application calculates the horizontal attitude angles of the aircraft when flying laterally and longitudinally into the wind, and controls the aircraft's flight by selecting a smaller horizontal attitude angle and the corresponding flight mode. This method reduces the horizontal attitude angle of the aircraft when flying against the wind, reduces the drag experienced during flight, and thus reduces the power consumption of the aircraft's propulsion system to resist wind resistance. Attached Figure Description

[0049] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0050] Figure 1 This is a schematic diagram of an implementation environment provided in an embodiment of this application;

[0051] Figure 2 This is a flowchart of a flight control method for an aircraft provided in an embodiment of this application;

[0052] Figure 3This is a schematic diagram illustrating the relationship between ground speed, wind speed, and wind direction of an aircraft, provided in an embodiment of this application.

[0053] Figure 4 This is a schematic diagram of an optimal flight strategy for an aircraft provided in an embodiment of this application;

[0054] Figure 5 This is a schematic diagram of a flight control device for an aircraft provided in an embodiment of this application;

[0055] Figure 6 This is a schematic diagram of the structure of a server provided in an embodiment of this application;

[0056] Figure 7 This is a schematic diagram of the structure of a terminal provided in an embodiment of this application. Detailed Implementation

[0057] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0058] This application provides a flight control method for an aircraft. Please refer to... Figure 1 The diagram illustrates the implementation environment of the method provided in this embodiment. This implementation environment may include: terminal 11 and server 12.

[0059] The terminal 11 has an application or webpage installed that can control the flight of the aircraft. When the application or webpage needs to control the flight of the aircraft, the method provided in this embodiment can be used for control. The server 12 can store information for controlling the flight of the aircraft, and the terminal 11 can obtain the information for controlling the flight of the aircraft from the server 12. Of course, the obtained information can also be stored on the terminal 11.

[0060] Optionally, terminal 11 can be a smart device such as a mobile phone, tablet computer, or personal computer. Server 12 can be a single server, a server cluster consisting of multiple servers, or a cloud computing service center. Terminal 11 and server 12 establish a communication connection via wired or wireless network.

[0061] Optionally, the terminal 11 can be any electronic product that can interact with the user through one or more means such as a keyboard, touchpad, touch screen, remote control, voice interaction or handwriting device, such as PC (Personal Computer), mobile phone, smartphone, PDA (Personal Digital Assistant), wearable device, PPC (Pocket PC), tablet computer, smart car system, smart TV, smart speaker, etc.

[0062] Those skilled in the art should understand that the above-described terminal 11 and server 12 are merely examples. Other existing or future terminals or servers that are applicable to this application should also be included within the scope of protection of this application, and are hereby incorporated by reference.

[0063] This application provides a flight control method for an aircraft, which can be applied to the above-mentioned... Figure 1 The implementation environment is shown. Figure 2 As shown, taking the application of this method to a terminal as an example, the method includes steps 201-204.

[0064] In step 201, the wind speed vector of the environment in which the aircraft is located and the ground speed vector of the aircraft are obtained.

[0065] In this application, the method of obtaining the wind speed vector in the environment where the aircraft is located and the ground speed vector of the aircraft itself is not limited. For example, the terminal can sense the wind speed vector in the environment where the aircraft is located and the ground speed vector of the aircraft itself through sensors located on the aircraft fuselage or through corresponding algorithms.

[0066] In step 202, the first horizontal attitude angle of the aircraft when it is facing the wind is calculated based on the wind speed vector and the ground speed vector.

[0067] In one possible implementation, the first horizontal attitude angle of the aircraft when it is laterally facing the wind is calculated based on the wind speed vector and the ground speed vector, including: calculating the wind resistance attitude angles of the aircraft in each direction when it is laterally facing the wind based on the wind speed vector and the ground speed vector; and calculating the first horizontal attitude angle based on the wind resistance attitude angles of the aircraft in each direction when it is laterally facing the wind.

[0068] For example, the calculation of the wind resistance attitude angles of the aircraft when it is laterally facing the wind, based on the wind speed vector and the ground speed vector, includes: calculating the aerodynamic drag of the aircraft when it is laterally facing the wind, based on the wind speed vector and the ground speed vector; and calculating the wind resistance attitude angles of the aircraft when it is laterally facing the wind, based on the aerodynamic drag of the aircraft when it is laterally facing the wind.

[0069] Among them, the aerodynamic drag of the aircraft when it is laterally facing the wind is calculated based on the wind speed vector and the ground speed vector, including but not limited to: obtaining the airspeed vector of the aircraft based on the wind speed vector and the ground speed vector; and calculating the aerodynamic drag of the aircraft when it is laterally facing the wind based on the airspeed vector.

[0070] Based on the obtained wind speed vector and ground speed vector, the airspeed vector of the aircraft can be obtained. For example, the airspeed vector is equal to the sum of the wind speed vector and the ground speed vector. Figure 3This diagram illustrates the relationship between ground speed, wind speed, and wind direction. In the diagram, 301 represents longitudinal headwind; 302 represents lateral headwind. As can be seen from the diagram, when the wind speed is 0, the ground speed equals the airspeed, which is 18 m / s. As the wind speed increases, the ground speed gradually decreases regardless of whether the wind is lateral or longitudinal, but the decreasing trend differs for the two flight modes.

[0071] Based on the airspeed vector of the aircraft, the lateral aerodynamic drag experienced by the aircraft when flying laterally into the wind can be calculated using the following formula (1):

[0072]

[0073] Among them, f x1 This represents the lateral aerodynamic drag experienced by an aircraft when flying laterally into the wind; c x1 The lateral drag coefficient represents the drag coefficient of an aircraft flying laterally into the wind. This coefficient can be obtained experimentally and is usually related to the frontal area and smoothness of the object; ρ represents air density; s represents the frontal area of ​​the aircraft; v x1 This indicates the lateral airspeed of an aircraft when it is flying laterally into the wind.

[0074] Similarly, the longitudinal aerodynamic drag experienced by the aircraft when flying laterally into the wind can be calculated using the following formula (2):

[0075]

[0076] Among them, f y1 This represents the longitudinal aerodynamic drag experienced by an aircraft when flying laterally into the wind; c y1 The longitudinal drag coefficient represents the air resistance coefficient of an aircraft flying laterally into the wind. This coefficient can be obtained experimentally and is usually related to the frontal area and smoothness of the object; ρ represents air density; s represents the frontal area of ​​the aircraft; v y1 This indicates the longitudinal airspeed of an aircraft when it is flying laterally into the wind.

[0077] For example, when an aircraft flies laterally into the wind, it only has airspeed in the lateral direction; that is, the longitudinal airspeed of the aircraft is 0 at this time.

[0078] Based on the wind speed vector and ground speed vector, after calculating the aerodynamic drag of the aircraft when flying laterally into the wind, the magnitudes of the lateral and longitudinal wind-resistance attitude angles of the aircraft when flying laterally into the wind can be further calculated. The magnitude of the lateral wind-resistance attitude angle of the aircraft when flying laterally into the wind can be calculated by the following formula (3):

[0079] f x1 =mg·tanφ1 Formula (3)

[0080] Among them, fx1 φ1 represents the magnitude of the lateral aerodynamic drag experienced by the aircraft when it is facing the wind laterally; mg represents the magnitude of the aircraft's weight; φ1 represents the lateral wind-resistance angle of the aircraft when it is facing the wind laterally.

[0081] The longitudinal wind-resistant attitude angle of an aircraft when flying laterally into the wind can be calculated using the following formula (4):

[0082] f y1 =mg·tanθ1 Formula (4)

[0083] Among them, f y1 θ1 represents the magnitude of the longitudinal aerodynamic drag experienced by the aircraft when flying laterally into the wind; mg represents the magnitude of the aircraft's gravity; θ1 represents the longitudinal wind-resistant attitude angle of the aircraft when flying laterally into the wind.

[0084] In one possible implementation, after calculating the wind-resistant attitude angles of the aircraft when it is laterally facing the wind based on the wind speed vector and the ground speed vector, the first horizontal attitude angle of the aircraft when it is laterally facing the wind can be calculated according to the following formula (5):

[0085] α1=arccos(cosφ1·cosθ1) Formula (5)

[0086] Where α1 represents the first horizontal attitude angle of the aircraft when it is flying laterally into the wind; φ1 represents the lateral wind-resistant attitude angle of the aircraft when it is flying laterally into the wind, which can also be called the roll angle; θ1 represents the longitudinal wind-resistant attitude angle of the aircraft when it is flying laterally into the wind, which can also be called the pitch angle.

[0087] According to the above formula (5), after calculating the magnitudes of φ1 and θ1, the magnitude of the first horizontal attitude angle α1 when the aircraft is flying laterally into the wind can be calculated.

[0088] In step 203, the second horizontal attitude angle of the aircraft when it is facing the wind is calculated based on the wind speed vector and the ground speed vector.

[0089] In one possible implementation, the second horizontal attitude angle of the aircraft when it is longitudinally facing the wind is calculated based on the wind speed vector and the ground speed vector, including: calculating the wind resistance attitude angles of the aircraft in all directions when it is longitudinally facing the wind based on the wind speed vector and the ground speed vector; and calculating the second horizontal attitude angle based on the wind resistance attitude angles of the aircraft in all directions when it is longitudinally facing the wind.

[0090] For example, the calculation of the wind resistance attitude angles of the aircraft when it is longitudinally facing the wind, based on the wind speed vector and the ground speed vector, includes: calculating the aerodynamic drag of the aircraft when it is longitudinally facing the wind, based on the wind speed vector and the ground speed vector; and calculating the wind resistance attitude angles of the aircraft when it is longitudinally facing the wind, based on the aerodynamic drag of the aircraft when it is longitudinally facing the wind.

[0091] Specifically, based on wind speed vectors and ground speed vectors, the aerodynamic drag of the aircraft in all directions when it is longitudinally facing the wind is calculated, including but not limited to: obtaining the airspeed vector of the aircraft based on wind speed vectors and ground speed vectors; and calculating the aerodynamic drag of the aircraft in all directions when it is longitudinally facing the wind based on the airspeed vector.

[0092] Based on the obtained wind speed vector and ground speed vector, the airspeed vector of the aircraft can be obtained. For example, the airspeed vector is equal to the sum of the wind speed vector and the ground speed vector. According to the airspeed vector of the aircraft, the lateral aerodynamic drag experienced by the aircraft when flying longitudinally into the wind can be calculated using the following formula (6):

[0093]

[0094] Among them, f x2 This represents the lateral aerodynamic drag experienced by an aircraft when flying longitudinally into the wind; c x2 The lateral drag coefficient represents the air resistance coefficient of an aircraft when it flies longitudinally into the wind. This coefficient can be obtained experimentally and is usually related to the frontal area and smoothness of the object; ρ represents air density; s represents the frontal area of ​​the aircraft; v x2 It indicates the lateral airspeed of an aircraft when it is flying longitudinally into the wind.

[0095] Similarly, the longitudinal aerodynamic drag experienced by the aircraft when flying longitudinally into the wind can be calculated using the following formula (7):

[0096]

[0097] Among them, f y2 This represents the longitudinal aerodynamic drag experienced by an aircraft when flying longitudinally into the wind; c y2 The longitudinal drag coefficient represents the air resistance coefficient of an aircraft when flying longitudinally into the wind. This coefficient can be obtained experimentally and is usually related to the frontal area and smoothness of the object; ρ represents air density; s represents the frontal area of ​​the aircraft; v y2 It indicates the longitudinal airspeed of an aircraft when flying longitudinally into the wind.

[0098] For example, when an aircraft flies longitudinally into the wind, it only has airspeed in the longitudinal direction; that is, the lateral airspeed of the aircraft is 0 at this time.

[0099] Based on the wind speed vector and ground speed vector, after calculating the aerodynamic drag of the aircraft when it is longitudinally facing the wind, the magnitudes of the lateral and longitudinal wind-resistance attitude angles of the aircraft when it is flying longitudinally facing the wind can be further calculated. The magnitude of the lateral wind-resistance attitude angle of the aircraft when it is flying longitudinally facing the wind can be calculated by the following formula (8):

[0100] f x2 =mg·tanφ2 Formula (8)

[0101] Among them, f x2 φ2 represents the magnitude of the lateral aerodynamic drag experienced by the aircraft when flying longitudinally into the wind; mg represents the magnitude of the aircraft's gravity; φ2 represents the lateral wind-resistant attitude angle of the aircraft when flying longitudinally into the wind.

[0102] The longitudinal wind-resistant attitude angle of an aircraft when flying longitudinally into the wind can be calculated using the following formula (9):

[0103] f y2 =mg·tanθ2 Formula (9)

[0104] Among them, f y2 θ2 represents the magnitude of the longitudinal aerodynamic drag experienced by the aircraft when flying longitudinally into the wind; mg represents the magnitude of the aircraft's gravity; θ2 represents the longitudinal wind-resistant attitude angle of the aircraft when flying longitudinally into the wind.

[0105] In one possible implementation, after calculating the wind-resistant attitude angles of the aircraft when it is longitudinally facing the wind based on the wind speed vector and the ground speed vector, the second horizontal attitude angle of the aircraft when it is longitudinally facing the wind can be calculated according to the following formula (10):

[0106] α2=arccos(cosφ2·cosθ2) Formula (10)

[0107] Where α2 represents the second horizontal attitude angle of the aircraft when flying longitudinally into the wind; φ2 represents the lateral wind-resistant attitude angle of the aircraft when flying longitudinally into the wind, which can also be called the roll angle; and θ2 represents the longitudinal wind-resistant attitude angle of the aircraft when flying longitudinally into the wind, which can also be called the pitch angle.

[0108] In step 204, based on the smaller of the first and second horizontal attitude angles, the aircraft is controlled to fly in the wind-facing manner corresponding to the smaller horizontal attitude angle.

[0109] Based on the first horizontal attitude angle α1 when the aircraft is flying laterally into the wind and the second horizontal attitude angle α2 when the aircraft is flying longitudinally into the wind, obtained from the above steps, compare the magnitudes of α1 and α2. If α1 < α2, then choose to let the aircraft fly laterally into the wind at an angle of α1; if α1 > α2, then choose to let the aircraft fly longitudinally into the wind at an angle of α2.

[0110] Figure 4This diagram illustrates the optimal flight strategy for an aircraft. In the diagram, 401 represents the wind speed vector. Given the wind speed vector, step 402 is executed, assuming the aircraft is flying laterally into the wind. Then, step 403 calculates the wind-resistant attitude angles of the aircraft during lateral wind-resistant flight. After calculating the wind-resistant attitude angles, step 404 is executed to calculate the aircraft's horizontal attitude tilt angle based on these angles. This horizontal attitude tilt angle is the first horizontal attitude angle in the above embodiment. Simultaneously, according to step 405, if it is assumed that the aircraft is flying longitudinally into the wind, step 406 is executed to calculate the wind-resistant attitude angles of the aircraft during longitudinal wind-resistant flight based on the wind speed and ground speed vectors. Then, step 407 calculates the horizontal attitude tilt angle of the aircraft during longitudinal wind-resistant flight. This horizontal attitude tilt angle is the second horizontal attitude angle in the above embodiment. Step 408 compares the horizontal attitude tilt angles of the aircraft during lateral wind-resistant flight and longitudinal wind-resistant flight, selecting the flight mode corresponding to the smaller horizontal attitude tilt angle.

[0111] The flight control method for an aircraft provided in this application calculates the horizontal attitude angles of the aircraft when flying laterally and longitudinally into the wind, and selects the smaller horizontal attitude angle and the corresponding flight mode to control the aircraft's flight. This method reduces the horizontal attitude angle of the aircraft when flying against the wind, reduces the drag encountered during flight, and thus reduces the power consumption of the aircraft's power system to resist wind resistance.

[0112] See Figure 5 This application provides a flight control device for an aircraft, the device comprising:

[0113] The acquisition module 501 is used to acquire the wind speed vector of the environment in which the aircraft is located and the ground speed vector of the aircraft.

[0114] Calculation module 502 is used to calculate the first horizontal attitude angle of the aircraft when it is facing the wind laterally, based on the wind speed vector and the ground speed vector;

[0115] The calculation module 502 is also used to calculate the second horizontal attitude angle of the aircraft when it is longitudinally facing the wind, based on the wind speed vector and the ground speed vector;

[0116] The control module 503 is used to control the aircraft to fly in the wind-facing manner corresponding to the smaller horizontal attitude angle, based on the smaller horizontal attitude angle between the first horizontal attitude angle and the second horizontal attitude angle.

[0117] In one possible implementation, the calculation module 502 is used to calculate the wind-resistant attitude angles of the aircraft when it is laterally facing the wind, based on the wind speed vector and the ground speed vector.

[0118] The first horizontal attitude angle is calculated based on the wind-resistant attitude angles of the aircraft when it is facing the wind laterally.

[0119] In one possible implementation, the calculation module 502 is used to calculate the aerodynamic drag of the aircraft when it is laterally facing the wind based on the wind speed vector and the ground speed vector.

[0120] Calculate the wind resistance attitude angles of an aircraft when it is facing the wind laterally based on the aerodynamic drag of the aircraft when it is facing the wind laterally.

[0121] In one possible implementation, the calculation module 502 is used to obtain the airspeed vector of the aircraft based on the wind speed vector and the ground speed vector;

[0122] Calculate the aerodynamic drag of an aircraft when it is laterally facing the wind based on airspeed vectors.

[0123] In one possible implementation, the calculation module 502 is used to calculate the wind-resistant attitude angles of the aircraft when it is longitudinally facing the wind based on the wind speed vector and the ground speed vector.

[0124] The second horizontal attitude angle is calculated based on the wind-resistant attitude angles of the aircraft when it is facing the longitudinal wind.

[0125] In one possible implementation, the calculation module 502 is used to calculate the aerodynamic drag of the aircraft in all directions when it is longitudinally facing the wind, based on the wind speed vector and the ground speed vector.

[0126] Calculate the wind resistance attitude angles of the aircraft in the longitudinal windward direction based on the aerodynamic drag of the aircraft in the longitudinal windward direction.

[0127] In one possible implementation, the calculation module 502 is used to obtain the airspeed vector of the aircraft based on the wind speed vector and the ground speed vector;

[0128] The magnitude of aerodynamic drag in each direction when an aircraft is longitudinally facing the wind is calculated based on airspeed vectors.

[0129] In this embodiment of the application, the flight control device of the aircraft calculates the horizontal attitude angle of the aircraft when flying in the wind laterally and longitudinally. By selecting a smaller horizontal attitude angle and the corresponding flight mode to control the flight of the aircraft, the horizontal attitude angle of the aircraft when flying against the wind is reduced, the drag encountered during flight is reduced, and thus the power consumption of the aircraft's power system to resist wind resistance is reduced.

[0130] It should be noted that the apparatus provided in the above embodiments is only illustrated by the division of the above functional modules. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the apparatus and method embodiments provided in the above embodiments belong to the same concept, and their specific implementation process can be found in the method embodiments, which will not be repeated here.

[0131] Figure 6 This is a schematic diagram of a server structure provided in an embodiment of this application. The server can vary significantly due to differences in configuration or performance. It may include one or more Central Processing Units (CPUs) 601 and one or more memories 602. The one or more memories 602 store at least one computer program, which is loaded and executed by the one or more processors 601 to enable the server to implement the flight control methods for the aircraft provided in the various method embodiments described above. Of course, the server may also have wired or wireless network interfaces, a keyboard, and input / output interfaces for input and output. The server may also include other components for implementing device functions, which will not be elaborated upon here.

[0132] Figure 7 This is a schematic diagram of the structure of a terminal provided in an embodiment of this application. The terminal can be a smartphone, tablet computer, laptop computer, or desktop computer. The terminal may also be referred to as user equipment, portable terminal, laptop terminal, desktop terminal, or other names.

[0133] Typically, a terminal includes a processor 1501 and a memory 1502.

[0134] Processor 1501 may include one or more processing cores, such as a quad-core processor, an octa-core processor, etc. Processor 1501 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 1501 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 1501 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content required to be displayed on the screen. In some embodiments, processor 1501 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0135] The memory 1502 may include one or more computer-readable storage media, which may be non-transitory. The memory 1502 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 1502 are used to store at least one instruction, which is executed by the processor 1501 to enable the terminal to implement the flight control method for an aircraft provided in the method embodiments of this application.

[0136] In some embodiments, the terminal may also optionally include: a peripheral device interface 1503 and at least one peripheral device. The processor 1501, memory 1502, and peripheral device interface 1503 can be connected via a bus or signal line. Each peripheral device can be connected to the peripheral device interface 1503 via a bus, signal line, or circuit board. Specifically, the peripheral device includes at least one of: a radio frequency circuit 1504, a display screen 1505, a camera assembly 1506, an audio circuit 1507, a positioning assembly 1508, and a power supply 1509.

[0137] Peripheral interface 1503 can be used to connect at least one I / O (Input / Output) related peripheral device to processor 1501 and memory 1502. In some embodiments, processor 1501, memory 1502 and peripheral interface 1503 are integrated on the same chip or circuit board; in some other embodiments, any one or two of processor 1501, memory 1502 and peripheral interface 1503 can be implemented on separate chips or circuit boards, which is not limited in this embodiment.

[0138] The radio frequency (RF) circuit 1504 is used to receive and transmit RF (Radio Frequency) signals, also known as electromagnetic signals. The RF circuit 1504 communicates with communication networks and other communication devices via electromagnetic signals. The RF circuit 1504 converts electrical signals into electromagnetic signals for transmission, or converts received electromagnetic signals back into electrical signals. Optionally, the RF circuit 1504 includes: an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chipset, a user identity module card, etc. The RF circuit 1504 can communicate with other terminals through at least one wireless communication protocol. This wireless communication protocol includes, but is not limited to: metropolitan area networks (MANs), various generations of mobile communication networks (2G, 3G, 4G, and 5G), wireless local area networks (WLANs), and / or WiFi (Wireless Fidelity) networks. In some embodiments, the RF circuit 1504 may also include circuitry related to NFC (Near Field Communication), which is not limited in this application.

[0139] Display screen 1505 is used to display a UI (User Interface). This UI may include graphics, text, icons, videos, and any combination thereof. When display screen 1505 is a touch display screen, it also has the ability to collect touch signals on or above its surface. These touch signals can be input as control signals to processor 1501 for processing. In this case, display screen 1505 can also be used to provide virtual buttons and / or a virtual keyboard, also known as soft buttons and / or a soft keyboard. In some embodiments, display screen 1505 can be a single screen, located on the front panel of the terminal; in other embodiments, display screen 1505 can be at least two screens, respectively located on different surfaces of the terminal or in a folded design; in other embodiments, display screen 1505 can be a flexible display screen, located on a curved or folded surface of the terminal. Furthermore, display screen 1505 can be configured as a non-rectangular, irregular shape, i.e., a non-rectangular screen. Display screen 1505 can be made of materials such as LCD (Liquid Crystal Display) or OLED (Organic Light-Emitting Diode).

[0140] The camera assembly 1506 is used to acquire images or videos. Optionally, the camera assembly 1506 includes a front-facing camera and a rear-facing camera. Typically, the front-facing camera is located on the front panel of the terminal, and the rear-facing camera is located on the back of the terminal. In some embodiments, there are at least two rear-facing cameras, which are any one of a main camera, a depth-sensing camera, a wide-angle camera, and a telephoto camera, to achieve background blurring by fusion of the main camera and the depth-sensing camera, panoramic shooting by fusion of the main camera and the wide-angle camera, VR (Virtual Reality) shooting, or other fusion shooting functions. In some embodiments, the camera assembly 1506 may also include a flash. The flash can be a single-color temperature flash or a dual-color temperature flash. A dual-color temperature flash refers to a combination of a warm-light flash and a cool-light flash, which can be used for light compensation at different color temperatures.

[0141] The audio circuit 1507 may include a microphone and a speaker. The microphone is used to collect sound waves from the user and the environment, converting the sound waves into electrical signals that are input to the processor 1501 for processing, or input to the radio frequency circuit 1504 for voice communication. For stereo sound acquisition or noise reduction purposes, multiple microphones may be used, each positioned at a different location on the terminal. The microphone may also be an array microphone or an omnidirectional microphone. The speaker is used to convert electrical signals from the processor 1501 or the radio frequency circuit 1504 into sound waves. The speaker may be a conventional diaphragm speaker or a piezoelectric ceramic speaker. When the speaker is a piezoelectric ceramic speaker, it can convert electrical signals not only into audible sound waves but also into inaudible sound waves for purposes such as distance measurement. In some embodiments, the audio circuit 1507 may also include a headphone jack.

[0142] The positioning component 1508 is used to locate the current geographical location of the terminal in order to enable navigation or LBS (Location Based Service).

[0143] Power supply 1509 is used to power the various components in the terminal. Power supply 1509 can be AC ​​power, DC power, a disposable battery, or a rechargeable battery. When power supply 1509 includes a rechargeable battery, the rechargeable battery can support wired or wireless charging. The rechargeable battery can also be used to support fast charging technology.

[0144] In some embodiments, the terminal further includes one or more sensors 1510. The one or more sensors 1510 include, but are not limited to: an accelerometer 1511, a gyroscope 1512, a pressure sensor 1513, a fingerprint sensor 1514, an optical sensor 1515, and a proximity sensor 1516.

[0145] Accelerometer 1511 can detect the magnitude of acceleration along the three coordinate axes of a coordinate system established by the terminal. For example, accelerometer 1511 can be used to detect the components of gravitational acceleration along the three coordinate axes. Processor 1501 can control display screen 1505 to display the user interface in either a landscape or portrait view based on the gravitational acceleration signal acquired by accelerometer 1511. Accelerometer 1511 can also be used for games or for acquiring user motion data.

[0146] The gyroscope sensor 1512 can detect the terminal's orientation and rotation angle. The gyroscope sensor 1512, in conjunction with the accelerometer sensor 1511, can collect the user's 3D movements on the terminal. Based on the data collected by the gyroscope sensor 1512, the processor 1501 can perform the following functions: motion sensing (e.g., changing the UI based on the user's tilt), image stabilization during shooting, game control, and inertial navigation.

[0147] The pressure sensor 1513 can be disposed on the side bezel of the terminal and / or the lower layer of the display screen 1505. When the pressure sensor 1513 is disposed on the side bezel of the terminal, it can detect the user's grip signal on the terminal, and the processor 1501 can perform left / right hand recognition or quick operation based on the grip signal collected by the pressure sensor 1513. When the pressure sensor 1513 is disposed on the lower layer of the display screen 1505, the processor 1501 can control the operable controls on the UI interface based on the user's pressure operation on the display screen 1505. The operable controls include at least one of button controls, scroll bar controls, icon controls, and menu controls.

[0148] The fingerprint sensor 1514 is used to collect a user's fingerprint. The processor 1501 identifies the user based on the fingerprint collected by the fingerprint sensor 1514, or vice versa. When the user's identity is identified as trusted, the processor 1501 authorizes the user to perform relevant sensitive operations, including unlocking the screen, viewing encrypted information, downloading software, making payments, and changing settings. The fingerprint sensor 1514 can be located on the front, back, or side of the terminal. When the terminal has physical buttons or a manufacturer's logo, the fingerprint sensor 1514 can be integrated with the physical buttons or the manufacturer's logo.

[0149] Optical sensor 1515 is used to collect ambient light intensity. In one embodiment, processor 1501 can control the display brightness of display screen 1505 based on the ambient light intensity collected by optical sensor 1515. Specifically, when the ambient light intensity is high, the display brightness of display screen 1505 is increased; when the ambient light intensity is low, the display brightness of display screen 1505 is decreased. In another embodiment, processor 1501 can also dynamically adjust the shooting parameters of camera assembly 1506 based on the ambient light intensity collected by optical sensor 1515.

[0150] The proximity sensor 1516, also known as a distance sensor, is typically installed on the front panel of the terminal. The proximity sensor 1516 is used to detect the distance between the user and the front of the terminal. In one embodiment, when the proximity sensor 1516 detects that the distance between the user and the front of the terminal is gradually decreasing, the processor 1501 controls the display screen 1505 to switch from a screen-on state to a screen-off state; when the proximity sensor 1516 detects that the distance between the user and the front of the terminal is gradually increasing, the processor 1501 controls the display screen 1505 to switch from a screen-off state to a screen-on state.

[0151] Those skilled in the art will understand that Figure 7 The structure shown does not constitute a limitation on the terminal and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0152] In an exemplary embodiment, a computer device is also provided, comprising a processor and a memory storing at least one computer program. The at least one computer program is loaded and executed by one or more processors to enable the computer device to implement the flight control method for any of the aforementioned aircraft.

[0153] In an exemplary embodiment, a computer-readable storage medium is also provided, which stores at least one computer program that is loaded and executed by a processor of a computer device to enable the computer to implement the flight control method of any of the above-described aircraft.

[0154] In one possible implementation, the aforementioned computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a compact disc read-only memory (CD-ROM), magnetic tape, floppy disk, and optical data storage device, etc.

[0155] In an exemplary embodiment, a computer program product or computer program is also provided, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform any of the flight control methods for aircraft described above.

[0156] It should be noted that all information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, stored data, displayed data, etc.), and signals involved in this application have been authorized by the user or fully authorized by all parties, and the collection, use, and processing of related data must comply with the relevant laws, regulations, and standards of the relevant countries and regions. For example, the wind speed vector involved in this application was obtained with full authorization.

[0157] It should be understood that "multiple" as used in this article refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0158] It should be noted that the terms "first," "second," etc. (if applicable) in the specification and claims of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the above exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0159] The above description is merely an exemplary embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the principles of this application should be included within the protection scope of this application.

Claims

1. A flight control method for an aircraft, characterized in that, The method includes: Obtain the wind speed vector of the environment in which the aircraft is located and the ground speed vector of the aircraft; Based on the wind speed vector and the ground speed vector, calculate the first horizontal attitude angle of the aircraft when it is facing the wind laterally; Based on the wind speed vector and the ground speed vector, calculate the second horizontal attitude angle of the aircraft when it is longitudinally facing the wind; Based on the smaller of the first and second horizontal attitude angles, the aircraft is controlled to fly in the windward manner corresponding to the smaller horizontal attitude angle.

2. The method according to claim 1, characterized in that, The calculation of the first horizontal attitude angle of the aircraft when it is facing the wind laterally, based on the wind speed vector and the ground speed vector, includes: Based on the wind speed vector and the ground speed vector, calculate the wind resistance attitude angles of the aircraft when it is facing the wind laterally; The first horizontal attitude angle is calculated based on the wind-resistant attitude angles of the aircraft when it is facing the wind laterally.

3. The method according to claim 2, characterized in that, The calculation of the aircraft's wind-resistance attitude angles in each direction when facing the lateral wind, based on the wind speed vector and the ground speed vector, includes: Based on the wind speed vector and the ground speed vector, calculate the aerodynamic drag of the aircraft when it is facing the wind laterally; The wind resistance attitude angles of the aircraft in each direction when it is laterally facing the wind are calculated based on the aerodynamic drag of the aircraft in each direction when it is laterally facing the wind.

4. The method according to claim 3, characterized in that, The calculation of aerodynamic drag in all directions of the aircraft when it is laterally facing the wind, based on the wind speed vector and the ground speed vector, includes: Based on the wind speed vector and the ground speed vector, the airspeed vector of the aircraft is obtained; The aerodynamic drag of the aircraft when it is laterally facing the wind is calculated based on the airspeed vector.

5. The method according to claim 1, characterized in that, The calculation of the second horizontal attitude angle of the aircraft when it is longitudinally facing the wind, based on the wind speed vector and the ground speed vector, includes: Based on the wind speed vector and the ground speed vector, calculate the wind resistance attitude angles of the aircraft when it is longitudinally facing the wind; The second horizontal attitude angle is calculated based on the wind-resistant attitude angles of the aircraft when it is facing the wind longitudinally.

6. The method according to claim 5, characterized in that, The calculation of the aircraft's wind-resistance attitude angles in each direction when facing the longitudinal wind, based on the wind speed vector and the ground speed vector, includes: Based on the wind speed vector and the ground speed vector, calculate the aerodynamic drag of the aircraft in each direction when it is longitudinally facing the wind; The wind resistance attitude angles of the aircraft in the longitudinal windward direction are calculated based on the aerodynamic drag of the aircraft in the longitudinal windward direction.

7. The method according to claim 6, characterized in that, The calculation of the aerodynamic drag of the aircraft in each direction when it is longitudinally facing the wind, based on the wind speed vector and the ground speed vector, includes: Based on the wind speed vector and the ground speed vector, the airspeed vector of the aircraft is obtained; The aerodynamic drag of the aircraft in each direction when it is longitudinally facing the wind is calculated based on the airspeed vector.

8. A flight control device for an aircraft, characterized in that, The device includes: The acquisition module is used to acquire the wind speed vector of the environment in which the aircraft is located and the ground speed vector of the aircraft; The calculation module is used to calculate the first horizontal attitude angle of the aircraft when it is facing the wind laterally, based on the wind speed vector and the ground speed vector; The calculation module is also used to calculate the second horizontal attitude angle of the aircraft when it is longitudinally facing the wind, based on the wind speed vector and the ground speed vector; The control module is used to control the aircraft to fly in the windward manner corresponding to the smaller horizontal attitude angle, based on the smaller horizontal attitude angle between the first horizontal attitude angle and the second horizontal attitude angle.

9. A computer device, characterized in that, The computer device includes a processor and a memory, the memory storing at least one computer program, the at least one computer program being loaded and executed by the processor to enable the computer device to implement the flight control method for an aircraft as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one computer program, which is loaded and executed by a processor to enable the computer to implement the flight control method for the aircraft as described in any one of claims 1 to 7.

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