Methods, devices, aircraft, and computer-readable storage media for online identification of aircraft parameters

Abstract

This application discloses an online identification method, apparatus, aircraft, and computer-readable storage medium for aircraft parameters, relating to the field of aircraft technology. The method includes: acquiring first parameters of the aircraft under low-frequency control commands; iteratively calculating an optimization function based on the first parameters to obtain a control efficiency optimization matrix; updating the optimization function based on the control efficiency optimization matrix; acquiring second parameters of the aircraft under variable-frequency control commands; iteratively calculating the updated optimization function based on the second parameters to obtain a gyroscopic torque optimization matrix and a transfer function optimization matrix; and determining a target control efficiency matrix, a target gyroscopic torque matrix, and a target transfer function matrix based on the control efficiency optimization matrix, the gyroscopic torque optimization matrix, and the transfer function optimization matrix. This application enables online identification of aircraft characteristic parameters through optimization functions, improving the convenience of aircraft parameter identification and allowing the aircraft to achieve optimal flight performance under different operating conditions.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and in particular to an online identification method, apparatus, aircraft, and computer-readable storage medium for aircraft parameters. Background Technology

[0002] Rotary-wing aircraft are characterized by their simple structure, high maneuverability, and ability to take off and land vertically. In recent years, they have been used more and more widely in both military and civilian fields. In the military field, aircraft have many important functions such as enemy reconnaissance, attack, escort, and target search. In the civilian field, aircraft are used to perform tasks including disaster relief, aerial photography, and short-distance transportation.

[0003] In practical applications, various uncertainties exist in the design, component manufacturing, and different flight conditions of aircraft, resulting in parameter uncertainties between mass-produced aircraft and designed aircraft under different conditions. This makes it difficult to achieve optimal control performance under various conditions with a single parameter. Currently, to achieve optimal control performance of aircraft design under different conditions, corresponding parameters for different conditions can be set offline based on known external flight conditions, or parameters can be adjusted through test flights under different flight conditions. However, both of these methods require a significant amount of time and effort to actually design the parameters for the corresponding conditions, making the parameter identification process under different conditions inconvenient and costly.

[0004] Therefore, improving the ease of aircraft parameter identification is an urgent problem that needs to be solved. Summary of the Invention

[0005] The main objective of this application is to provide a method, apparatus, aircraft, and computer-readable storage medium for online identification of aircraft parameters, aiming to solve the technical problem of how to improve the convenience of aircraft parameter identification.

[0006] To achieve the above objectives, this application provides an online aircraft parameter identification method, comprising:

[0007] In response to the identification command of the aircraft parameters, the first parameters of the aircraft under the low-frequency control command are obtained, and the optimization function is iteratively calculated based on the first parameters to obtain the control efficiency optimization matrix. The optimization function is determined by the control efficiency matrix, gyro torque matrix and transfer function matrix of the aircraft. The first parameters include the aircraft's identification parameters and first operating parameters.

[0008] The optimization function is updated based on the control efficiency optimization matrix to obtain the updated optimization function;

[0009] The second parameter of the aircraft under the variable frequency control command is obtained, and the updated optimization function is iteratively calculated based on the second parameter to obtain the gyro torque optimization matrix and the transfer function optimization matrix.

[0010] Based on the control efficiency optimization matrix, the gyroscope torque optimization matrix, and the transfer function optimization matrix, the target control efficiency matrix, the target gyroscope torque matrix, and the target transfer function matrix are determined.

[0011] In one embodiment, the step of responding to the identification command of the aircraft parameters, acquiring the first parameters of the aircraft under the low-frequency control command in real time, and iteratively calculating the optimization function based on the first parameters to obtain the control efficiency optimization matrix includes:

[0012] In response to the identification command of the aircraft parameters, the aircraft is controlled based on the low-frequency control command within a first preset time period;

[0013] The first parameter of the aircraft is obtained in real time, and the optimization function is iteratively calculated based on the first parameter.

[0014] If the duration of the low-frequency control command reaches the first preset duration, then the control efficiency optimization matrix is ​​determined based on the current optimization function.

[0015] In one embodiment, the first operating parameters include the first angular acceleration, the first angular velocity, the first velocity, the first rotational speed change rate, the first acceleration of the three axes in the body coordinate system, and the first rotational speed of each rotor. The parameters to be identified for the aircraft include the parameters of the control efficiency matrix, the parameters of the gyro torque matrix, and the parameters of the transfer function matrix.

[0016] In one embodiment, the step of obtaining the second parameters of the aircraft under the frequency conversion control command, and iteratively calculating the updated optimization function based on the second parameters to obtain the gyro torque optimization matrix and the transfer function optimization matrix includes:

[0017] Within the second preset time period, the aircraft is controlled based on the frequency conversion control command;

[0018] The second parameter of the aircraft is obtained in real time, and the updated optimization function is iteratively calculated based on the second parameter.

[0019] If the duration of the frequency conversion control command reaches the second preset duration, then the gyroscope torque optimization matrix and the transfer function optimization matrix are determined based on the current optimization function.

[0020] In one embodiment, the second parameter includes the aircraft's identification parameters and second operating parameters. The second operating parameters include the aircraft's second angular acceleration corresponding to the three axes, the second angular velocity corresponding to the three axes, the second velocity corresponding to the three axes, the second rotational speed change rate corresponding to the three axes, the second acceleration of the three axes in the body coordinate system, and the second rotational speed of each rotor.

[0021] In one embodiment, the step of determining the target control efficiency matrix, the target gyro torque matrix, and the target transfer function matrix based on the control efficiency optimization matrix, the gyro torque optimization matrix, and the transfer function optimization matrix includes:

[0022] Based on the control efficiency optimization matrix, gyroscope torque optimization matrix, and transfer function optimization matrix, the target control efficiency matrix, target gyroscope torque matrix, and target transfer function matrix are obtained by processing with a least squares filter.

[0023] In one embodiment, the step of obtaining the target control efficiency matrix, target gyro torque matrix, and target transfer function matrix by processing them through a least-squares filter based on the control efficiency optimization matrix, gyro torque optimization matrix, and transfer function optimization matrix includes:

[0024] Based on the control efficiency optimization matrix, the gyroscope torque optimization matrix, and the transfer function optimization matrix, the matrix to be optimized is determined.

[0025] The matrix to be optimized is input into the least squares filter for processing to obtain the optimized matrix;

[0026] Based on the optimization matrix, the target control efficiency matrix, the target gyro torque matrix, and the target transfer function matrix are determined.

[0027] In one embodiment, the low-frequency control command includes a low-frequency acceleration command and a low-frequency angular acceleration command. The amplitudes of the low-frequency acceleration commands and the low-frequency angular acceleration commands corresponding to the four axes of the aircraft are different.

[0028] The frequency conversion control command includes a frequency conversion acceleration command and a frequency conversion angular acceleration command. During the duration of the frequency conversion control command, the amplitude of the frequency conversion acceleration command is the same, and the amplitude of the frequency conversion angular acceleration command is the same.

[0029] In one embodiment, before the step of obtaining the first parameters of the aircraft under the low-frequency control command in response to the identification command of the aircraft parameters, and iteratively calculating the optimization function based on the first parameters to obtain the control efficiency optimization matrix, the method further includes:

[0030] The optimization function is determined based on the angular acceleration, angular velocity, velocity, and rate of change of rotational speed of the three axes corresponding to the aircraft, the acceleration of the three axes in the body coordinate system, the rotational speed of each rotor, the control efficiency matrix, the gyro torque matrix, and the transfer function matrix.

[0031] Furthermore, to achieve the above objectives, this application also provides an aircraft, the aircraft comprising:

[0032] The first calculation module is used to respond to the identification command of the aircraft parameters, obtain the first parameters of the aircraft under the low-frequency control command, and perform iterative calculation on the optimization function based on the first parameters to obtain the control efficiency optimization matrix. The optimization function is determined by the control efficiency matrix, gyro torque matrix and transfer function matrix of the aircraft. The first parameters include the aircraft's identification parameters and first operating parameters.

[0033] The update module is used to update the optimization function based on the control efficiency optimization matrix to obtain the updated optimization function;

[0034] The second calculation module is used to obtain the second parameters of the aircraft under the frequency conversion control command, and to perform iterative calculation on the updated optimization function based on the second parameters to obtain the gyro torque optimization matrix and the transfer function optimization matrix.

[0035] The determination module is used to determine the target control efficiency matrix, the target gyroscope torque matrix, and the target transfer function matrix based on the control efficiency optimization matrix, the gyroscope torque optimization matrix, and the transfer function optimization matrix.

[0036] In addition, to achieve the above objectives, this application also provides an online aircraft parameter identification device, which includes: a memory, a processor, and an online aircraft parameter identification program stored in the memory and executable on the processor. When the online aircraft parameter identification program is executed by the processor, it implements the steps of the aforementioned online aircraft parameter identification method.

[0037] In addition, to achieve the above objectives, this application also provides a computer-readable storage medium storing an online aircraft parameter identification program, which, when executed by a processor, implements the steps of the aforementioned online aircraft parameter identification method.

[0038] This application, in response to an identification command for aircraft parameters, obtains the first parameters of the aircraft under a low-frequency control command, and iteratively calculates an optimization function based on the first parameters to obtain a control efficiency optimization matrix. Then, it updates the optimization function based on the control efficiency optimization matrix to obtain an updated optimization function. Next, it obtains the second parameters of the aircraft under a variable-frequency control command, and iteratively calculates the updated optimization function based on the second parameters to obtain a gyroscopic torque optimization matrix and a transfer function optimization matrix. Finally, based on the control efficiency optimization matrix, the gyroscopic torque optimization matrix, and the transfer function optimization matrix, it determines the target control efficiency matrix, the target gyroscopic torque matrix, and the target transfer function matrix. This allows for online identification of aircraft characteristic parameters through optimization functions, improving the convenience of aircraft parameter identification and enabling the aircraft to achieve optimal flight performance under different operating conditions.

[0039] Meanwhile, since the aircraft characteristic parameters are identified online through optimization functions, there is no need to design parameters for corresponding operating conditions, which reduces the cost of aircraft characteristic parameter identification. Attached Figure Description

[0040] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0041] In order to more clearly illustrate the embodiments of the present application 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, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0042] Figure 1 This is a flowchart illustrating an embodiment of the online aircraft parameter identification method of this application.

[0043] Figure 2 This is a schematic diagram illustrating one possible scenario for the aircraft according to an embodiment of this application;

[0044] Figure 3 This is a schematic diagram of the modular structure of the aircraft according to an embodiment of this application;

[0045] Figure 4 This is a schematic diagram of the structure of the online aircraft parameter identification device in the embodiments of this application.

[0046] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0047] It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0048] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0049] The main solution of this application is as follows: In response to the identification command of the aircraft parameters, the first parameters of the aircraft under the low-frequency control command are obtained, and the optimization function is iteratively calculated based on the first parameters to obtain the control efficiency optimization matrix. The optimization function is determined by the control efficiency matrix, gyro torque matrix and transfer function matrix of the aircraft. The first parameters include the aircraft's parameters to be identified and the first operating parameters. The optimization function is updated based on the control efficiency optimization matrix to obtain the updated optimization function. The second parameters of the aircraft under the variable frequency control command are obtained, and the updated optimization function is iteratively calculated based on the second parameters to obtain the gyro torque optimization matrix and the transfer function optimization matrix. Based on the control efficiency optimization matrix, the gyro torque optimization matrix and the transfer function optimization matrix, the target control efficiency matrix, the target gyro torque matrix and the target transfer function matrix are determined.

[0050] Currently, to achieve optimal control performance for aircraft under different operating conditions, one approach is to set corresponding parameters offline based on known external flight conditions, or to adjust parameters through test flights under different flight conditions. However, both methods require significant time and effort to actually design these parameters for each condition, resulting in inconvenience and high costs in the parameter setting process. Therefore, improving the ease of parameter setting for aircraft under different operating conditions is a pressing issue that needs to be addressed.

[0051] This application determines an optimization function by using the control efficiency matrix and transfer function matrix corresponding to the aircraft's parameters (basic characteristic parameters). By iterating the optimization function under different control commands, the control efficiency optimization matrix and transfer function optimization matrix are obtained. Based on the control efficiency optimization matrix and transfer function optimization matrix, the optimized target control efficiency matrix and target transfer function matrix are obtained, for example, by using the least squares method. This enables online identification of aircraft parameters, achieving optimal control performance of the aircraft under different operating conditions without the need for setting or adjusting aircraft parameters, thus improving the convenience of parameter setting under different operating conditions and reducing the cost of aircraft parameter identification.

[0052] It should be noted that the executing entity in this embodiment can be an aircraft, or a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an online identification module for aircraft capable of performing the above functions. This embodiment does not specifically limit the specific implementation. The following description uses an aircraft as the executing entity to illustrate this embodiment and the subsequent embodiments.

[0053] Based on this, this application proposes a method for online identification of aircraft parameters according to a first embodiment. Please refer to [link / reference]. Figure 1 The online identification method for aircraft parameters includes steps S10 to S40:

[0054] Step S10: In response to the identification command of the aircraft parameters, the first parameters of the aircraft under the low-frequency control command are obtained, and the optimization function is iteratively calculated based on the first parameters to obtain the control efficiency optimization matrix. The optimization function is determined by the control efficiency matrix, gyro torque matrix and transfer function matrix of the aircraft. The first parameters include the aircraft's identification parameters and first operating parameters.

[0055] Step S20: Update the optimization function based on the control efficiency optimization matrix to obtain the updated optimization function;

[0056] Step S30: Obtain the second parameters of the aircraft under the frequency conversion control command, and perform iterative calculation on the updated optimization function based on the second parameters to obtain the gyro torque optimization matrix and the transfer function optimization matrix;

[0057] Step S40: Based on the control efficiency optimization matrix, gyroscope torque optimization matrix, and transfer function optimization matrix, determine the target control efficiency matrix, target gyroscope torque matrix, and target transfer function matrix.

[0058] It should be noted that an optimization function can be preset before performing online identification of aircraft parameters. Specifically, in one feasible implementation, before step S10, the online identification method for aircraft parameters may further include step S40:

[0059] Step S40: Based on the angular acceleration, angular velocity, velocity, and rotational speed change rate of the three axes of the aircraft, the acceleration of the three axes in the body coordinate system, the rotational speed of each rotor, the control efficiency matrix, the gyro torque matrix, and the transfer function matrix, determine the optimization function.

[0060] Specifically, taking a quadcopter as an example, refer to Figure 2 The flight conditions of an aircraft include vertical motion, pitch motion, roll motion, and yaw motion. According to the formulas for the net external force and net external moment of an aircraft:

[0061]

[0062]

[0063] Among them, F total M is the net external force acting on the aircraft. total Let A(z) be the net external torque acting on the aircraft, A(z) be the transfer function matrix, B be the control efficiency matrix, and Ω1, Ω2, Ω3, and Ω4 be the rotor speeds of the corresponding motors, i.e., Figure 2 The rotor speeds corresponding to motors 1, 2, 3, and 4 are R. e b Let F be the rotation matrix from the navigation coordinate system to the body coordinate system, mg be the magnitude of the aircraft's gravity, and F be the rotation matrix from the navigation coordinate system to the body coordinate system. turb M is the net external force generated by the disturbance. turb The net external torque generated by the disturbance is Cf, where Cf is the rotor thrust coefficient, Ct is the rotor torque coefficient, and L1, L2, L3, and L4 are the lever arms corresponding to the respective motors. Figure 2 The lever arms corresponding to motor 1, motor 2, motor 3, and motor 4.

[0064] Ignoring disturbances in the formulas for net external force and net external torque, we obtain the following formula:

[0065]

[0066] Where m is the mass of the aircraft, a b J is the triaxial acceleration in the body coordinate system. b J is the rotational inertia matrix of the aircraft. rotor Let Ω be the rotor moment of inertia matrix, and Ω be the rotational speed of each rotor. Let ω be the angular acceleration of the three axes of the aircraft, w be the angular velocity of the three axes of the aircraft, and v be the velocity of the three axes of the aircraft. Let be the rate of change of rotational speed of the three axes of the aircraft. Further transformation of the above equation yields:

[0067]

[0068] Among them, J r J is the rotor moment of inertia matrix. r With J rotor same.

[0069] The key parameters in aircraft control are primarily the control efficiency matrix and the transfer function matrix. Specifically, the control efficiency matrix corresponds to the control force, the gyroscopic torque matrix corresponds to the gyroscopic torque, and the transfer function matrix corresponds to the rotor dynamic characteristics. That is, the control efficiency matrix G1 represents the control force / torque matrix, the gyroscopic torque matrix G2 represents the gyroscopic torque, and the transfer function matrix A(z) represents the rotor dynamic characteristics. The formula for the control efficiency matrix is:

[0070]

[0071] G2 = [J b ] -1 *J r ;

[0072] Where m is the mass of the aircraft, J b J is the rotational inertia matrix of the aircraft. r Let Cf be the rotor moment of inertia matrix, Ct be the rotor thrust coefficient, and L1, L2, L3, and L4 be the lever arms corresponding to the respective motors. Figure 2 The lever arms corresponding to motor 1, motor 2, motor 3, and motor 4.

[0073] Furthermore, using the above formula, the optimization function can be obtained, and the formula for the optimization function is:

[0074]

[0075] Among them, a b The three-axis accelerations in the body coordinate system. Let ω be the angular acceleration of the three axes of the aircraft, Ω be the rotational speed of each rotor, w be the angular velocity of the three axes of the aircraft, and v be the velocity of the three axes of the aircraft. Let be the rate of change of rotational speed of the three axes of the aircraft, m be the mass of the aircraft, G1 be the control efficiency matrix, G2 be the gyro torque matrix, and A(z) be the transfer function matrix.

[0076] Furthermore, the optimization function can be determined using the above formula based on the third angular acceleration, third angular velocity, third velocity, third rotational speed change rate corresponding to the three axes of the aircraft, the third acceleration of the three axes in the body coordinate system, the third rotational speed of each rotor, the control efficiency matrix, the gyro torque matrix, and the transfer function matrix.

[0077] It should be noted that the aircraft parameter identification command can be triggered periodically, that is, the aircraft parameter identification command can be triggered at preset time intervals. The preset time interval can be reasonably set, such as 2 months, 3 months, 5 months, etc.

[0078] Generally, aircraft are equipped with environmental parameter detection modules such as positioning module, temperature detection module, and air pressure detection module. The aircraft parameter identification command can be triggered based on the detection data of each positioning module or environmental parameter detection module. That is, the aircraft parameter identification command is triggered when the current position information of the aircraft meets the preset position conditions, the current ambient temperature of the aircraft meets the preset temperature conditions, or the current air pressure of the aircraft meets other preset conditions.

[0079] Specifically, in scenarios where identification commands are triggered based on detection data from the positioning module, the aircraft can obtain the current location information detected by the positioning module in real time, and obtain the historical location information detected by the positioning module after the last online identification of aircraft parameters. It can determine the maximum distance among the distances between each historical location and the current location. If the maximum distance is greater than a preset distance, it is determined that the current location information meets the preset location conditions, thereby triggering the identification command for aircraft parameters. For example, when the aircraft is transported from point A to point B, resulting in a maximum distance greater than the preset distance, the identification command for aircraft parameters is triggered due to the large change in environmental parameters. The preset distance can be reasonably set, for example, the preset distance can be 500km, etc.

[0080] In scenarios where identification commands are triggered based on data from the temperature detection module, the aircraft can obtain the current ambient temperature detected by the temperature detection module in real time, and also obtain the historical ambient temperatures detected by the temperature detection module since the last online identification of aircraft parameters. The aircraft can then determine the maximum temperature difference between the historical ambient temperatures and the current ambient temperature. If the maximum temperature difference is greater than the preset temperature difference, the aircraft can determine that the current ambient temperature meets the preset temperature condition, thereby triggering the identification command for aircraft parameters. For example, during seasonal transitions, the aircraft may trigger the identification command for aircraft parameters due to significant changes in environmental parameters. The preset temperature difference can be set appropriately.

[0081] In scenarios where an identification command is triggered based on data from the air pressure detection module, the aircraft can obtain the current air pressure detected by the air pressure detection module in real time, and obtain the historical air pressures detected by the air pressure detection module since the last online identification of aircraft parameters. It can then determine the maximum air pressure difference between each historical air pressure and the current air pressure. If the maximum air pressure difference is greater than the preset air pressure difference, it is determined that the current air pressure meets other preset conditions, thereby triggering the identification command for aircraft parameters. The preset air pressure difference can be set reasonably.

[0082] Of course, this identification command can also be triggered in other scenarios. For example, after the aircraft has been repaired or reworked, if there is an update to the hardware components in the aircraft, the identification command can be triggered manually when needed.

[0083] In response to the identification command of the aircraft parameters, the aircraft acquires low-frequency control commands and controls the aircraft based on the low-frequency control commands within a first preset duration. That is, the aircraft operates according to the low-frequency control commands. The low-frequency control commands include low-frequency acceleration commands and low-frequency angular acceleration commands. The low-frequency acceleration commands include low-frequency acceleration commands for the four axes of the aircraft, and the low-frequency angular acceleration commands include low-frequency angular acceleration commands for the four axes of the aircraft. The amplitude of the low-frequency acceleration commands corresponding to the four axes of the aircraft is different, and the amplitude of the low-frequency angular acceleration commands corresponding to the four axes of the aircraft is different. The duration of the low-frequency control commands is the first preset duration, which can be reasonably set. That is, within the first preset duration, low-frequency stable acceleration commands with different amplitudes are given to the four axes of the aircraft, namely vertical, pitch, roll, and yaw, and angular acceleration commands with different amplitudes are given to the four axes of the aircraft, namely vertical, pitch, roll, and yaw, within the first preset duration. The frequency of the low-frequency acceleration command remains unchanged within the first preset time period, and the frequency of the low-frequency angular acceleration command remains unchanged within the first preset time period.

[0084] When controlling the aircraft with low-frequency control commands, the aircraft's current first parameter is obtained in real time. The aircraft iteratively calculates the optimization function based on the first parameter to obtain the control efficiency optimization matrix corresponding to the control efficiency matrix. Specifically, when the duration of the low-frequency control command reaches the first preset duration, the control efficiency matrix in the current optimization function is used as the control efficiency optimization matrix to achieve steady-state identification of the aircraft parameters.

[0085] After obtaining the control efficiency optimization matrix, the aircraft updates the optimization function based on the control efficiency optimization matrix, that is, replacing the control efficiency matrix in the initial optimization function (the optimization function before iteration based on the first parameter) with the control efficiency optimization matrix to obtain the updated optimization function.

[0086] The aircraft receives frequency conversion control commands and controls itself based on these commands. Specifically, the aircraft operates according to the frequency conversion control commands, which include frequency conversion acceleration commands and frequency conversion angular acceleration commands. During the duration of the frequency conversion control commands, the amplitudes of both the frequency conversion acceleration and angular acceleration commands remain constant. The duration of the frequency conversion control commands is a second preset duration, which can be appropriately set. The frequency conversion acceleration commands include those from the four axes of the aircraft, and the frequency conversion angular acceleration commands also include those from the four axes. The frequency conversion acceleration commands from the four axes can be the same or different.

[0087] When controlling the aircraft via frequency conversion control commands, the aircraft acquires its second parameter in real time and iteratively calculates the updated optimization function using the second parameter. When the duration of the frequency conversion control command reaches the second preset duration, the gyro torque matrix in the current optimization function is used as the gyro torque optimization matrix, and the transfer function matrix in the current optimization function is used as the transfer function optimization matrix. The dynamic identification of the aircraft parameters is achieved by the frequency change of the frequency conversion control command within the second preset duration.

[0088] After obtaining the gyro torque optimization matrix and the transfer function optimization matrix, the target control efficiency matrix, target gyro torque matrix, and target transfer function matrix are determined based on the control efficiency optimization matrix, gyro torque optimization matrix, and transfer function optimization matrix. Specifically, the target control efficiency matrix, target gyro torque matrix, and target transfer function matrix can be obtained by processing the control efficiency optimization matrix, gyro torque optimization matrix, and transfer function optimization matrix using the least squares method, thereby realizing online identification of aircraft parameters.

[0089] By responding to the identification command of the aircraft parameters, the first parameters of the aircraft under the low-frequency control command are obtained, and the optimization function is iteratively calculated based on the first parameters to obtain the control efficiency optimization matrix. Then, the optimization function is updated based on the control efficiency optimization matrix to obtain the updated optimization function. Then, the second parameters of the aircraft under the variable frequency control command are obtained, and the updated optimization function is iteratively calculated based on the second parameters to obtain the gyro torque optimization matrix and the transfer function optimization matrix. Then, based on the control efficiency optimization matrix, the gyro torque optimization matrix, and the transfer function optimization matrix, the target control efficiency matrix, the target gyro torque matrix, and the target transfer function matrix are determined. The parameters in the control efficiency matrix and the transfer function matrix are optimized through the optimization function, realizing the online identification of the aircraft characteristic parameters, improving the convenience of aircraft parameter identification, and enabling the aircraft to achieve optimal flight performance under different operating conditions.

[0090] Meanwhile, since the aircraft characteristic parameters are identified online through optimization functions, there is no need to design parameters for corresponding operating conditions, which reduces the cost of aircraft characteristic parameter identification.

[0091] In one feasible implementation, step S10 may include steps S11 to S13:

[0092] Step S11: In response to the identification command of the aircraft parameters, control the aircraft based on the low-frequency control command within a first preset time period;

[0093] Step S12: Obtain the current first parameter of the aircraft in real time, and perform iterative calculation on the optimization function based on the first parameter;

[0094] Step S13: If the duration of the low-frequency control command reaches the first preset duration, then determine the control efficiency optimization matrix based on the current optimization function.

[0095] During online identification of aircraft parameters, the aircraft acquires low-frequency control commands and controls the aircraft based on the low-frequency control commands within a first preset time period. The low-frequency control commands include low-frequency acceleration commands and low-frequency angular acceleration commands. The low-frequency acceleration commands include low-frequency acceleration commands for the aircraft's quadcopter, and the low-frequency angular acceleration commands include low-frequency angular acceleration commands for the aircraft's quadcopter.

[0096] When controlling the aircraft via low-frequency control commands, the aircraft's current first parameters are acquired in real time, and the optimization function is iteratively calculated based on these first parameters. Specifically, each time the first parameters are acquired, an iterative calculation is performed using the optimization function. The first parameters include the aircraft's identification parameters and first operating parameters. The first operating parameters include the first angular acceleration, first angular velocity, first velocity, first rotational speed change rate, first acceleration of the three axes in the body coordinate system, and first rotational speed of each rotor. The aircraft's identification parameters include parameters of the control efficiency matrix, gyroscopic torque matrix, and transfer function matrix. The parameters of the control efficiency matrix include the aircraft's mass, parameters in the aircraft's moment of inertia matrix, rotor thrust coefficient, rotor torque coefficient, and rotor lever arm. The parameters of the gyroscopic torque matrix include parameters of the aircraft's moment of inertia matrix and rotor moment of inertia matrix. Furthermore, the first parameters may also include the aircraft's mass *m* and moment of inertia matrix *J* under low-frequency control commands. b Rotor moment of inertia matrix J r The rotor's thrust coefficient Cf, rotor's torque coefficient Ct, and the lever arms L1, L2, L3, and L4 corresponding to the rotor or motor.

[0097] It is understandable that during the process of controlling the aircraft through low-frequency control commands, the duration of the low-frequency control commands can be accumulated, and it can be determined whether the duration of the low-frequency control commands has reached the first preset duration. If the duration of the low-frequency control commands reaches the first preset duration, it indicates that the current low-frequency control command has ended. Then, when the control of the low-frequency control command ends, the control efficiency optimization matrix is ​​determined based on the current optimization function. Specifically, the control efficiency matrix in the current optimization function is used as the control efficiency optimization matrix to achieve steady-state identification of the aircraft parameters.

[0098] The aircraft is controlled by the low-frequency control command within a first preset duration; then, the current first parameter of the aircraft is acquired in real time, and the optimization function is iteratively calculated based on the first parameter; then, if the duration of the low-frequency control command reaches the first preset duration, the control efficiency optimization matrix is ​​determined based on the current optimization function, thereby realizing the steady-state identification of the aircraft parameters, and further realizing the online identification of the aircraft parameters in the control efficiency matrix, which further improves the convenience of aircraft parameter identification and enables the aircraft to achieve optimal flight performance under different operating conditions.

[0099] In one feasible implementation, step S20 may include steps S21 to S23:

[0100] Step S21: Control the aircraft based on the frequency conversion control command within the second preset time period;

[0101] Step S22: Obtain the current second parameter of the aircraft in real time, and perform iterative calculation on the updated optimization function based on the second parameter;

[0102] Step S23: If the duration of the frequency conversion control command reaches the second preset duration, then determine the gyroscope torque optimization matrix and the transfer function optimization matrix based on the current optimization function.

[0103] After the aircraft receives the frequency conversion control command, it controls the aircraft based on the frequency conversion control command within a second preset time period. The frequency conversion control command includes a frequency conversion acceleration command and a frequency conversion angular acceleration command. The frequency conversion acceleration command includes the frequency conversion acceleration command of the aircraft's quadcopter, and the frequency conversion angular acceleration command includes the frequency conversion angular acceleration command of the aircraft's quadcopter.

[0104] When controlling the aircraft via frequency conversion control commands, the aircraft's current second parameters are acquired in real time. These second parameters include the aircraft's identification parameters and second operating parameters. The second operating parameters include the second angular acceleration, second angular velocity, second velocity, and second rotational speed change rate of the aircraft's three axes, the second acceleration of the three axes in the body coordinate system, and the second rotational speed of each rotor. Specifically, the second angular acceleration is the current angular acceleration of the aircraft's three axes, the second angular velocity is the current angular velocity of the aircraft's three axes, the second velocity is the current velocity of the aircraft's three axes, and the second rotational speed change rate is the current rotational speed change rate of the aircraft's three axes. The parameters of the control efficiency matrix include the aircraft's mass, parameters in the aircraft's moment of inertia matrix, rotor thrust coefficient, rotor torque coefficient, and rotor lever arm. The parameters of the gyro torque matrix include parameters in the aircraft's moment of inertia matrix and the rotor moment of inertia matrix. Furthermore, the second parameters may also include the aircraft's mass *m* and moment of inertia matrix *J* under the frequency conversion control commands. b Rotor moment of inertia matrix J r The rotor's thrust coefficient Cf, rotor's torque coefficient Ct, and the lever arms L1, L2, L3, and L4 corresponding to the rotor or motor.

[0105] After obtaining the second parameter, the optimization function is iteratively calculated based on the second parameter. Specifically, each time the second parameter is obtained, the optimization function is used for iterative calculation. The control efficiency matrix in the optimization function is the control efficiency optimization matrix. In other words, the aircraft can replace the control efficiency matrix in the optimization function with the updated control efficiency optimization matrix to obtain an updated optimization function, and use this updated optimization function as the primary optimization function for iterative calculation. Each time the second parameter is obtained, the aircraft performs one iterative calculation using the updated optimization function based on the second parameter.

[0106] Understandably, during the process of controlling the aircraft via frequency conversion control commands, the duration of the frequency conversion control commands can be accumulated, and it can be determined whether the duration of the frequency conversion control commands has reached a second preset duration. If the duration of the frequency conversion control commands reaches the second preset duration, it indicates that the current frequency conversion control command has ended. Then, at the end of the control of the frequency conversion control command, the gyro torque optimization matrix and the transfer function optimization matrix are determined based on the current optimization function. Specifically, the gyro torque matrix in the current optimization function is used as the gyro torque optimization matrix, and the transfer function matrix in the current optimization function is used as the transfer function optimization matrix, so as to realize the dynamic identification of aircraft parameters.

[0107] The aircraft is controlled by the frequency conversion control command within a second preset duration; then, the current second parameter of the aircraft is acquired in real time, and the updated optimization function is iteratively calculated based on the second parameter; then, if the duration of the frequency conversion control command reaches the second preset duration, the gyro torque optimization matrix and the transfer function optimization matrix are determined based on the current optimization function, thereby realizing the dynamic identification of aircraft parameters, and further realizing the online identification of aircraft parameters in the gyro torque matrix and transfer function matrix, which further improves the convenience of aircraft parameter identification and enables the aircraft to achieve optimal flight performance under different operating conditions.

[0108] In one feasible implementation, step S30 may include step S31:

[0109] Step S31: Based on the control efficiency optimization matrix, gyroscope torque optimization matrix, and transfer function optimization matrix, the target control efficiency matrix, target gyroscope torque matrix, and target transfer function matrix are obtained by processing with a least squares filter.

[0110] It should be noted that after obtaining the control efficiency optimization matrix, gyro torque optimization matrix, and transfer function optimization matrix, a least squares filter can be used to process the control efficiency optimization matrix, gyro torque optimization matrix, and transfer function optimization matrix using the least squares method. Based on the processing result of the least squares method, the target control efficiency matrix, target gyro torque matrix, and target transfer function matrix can be obtained, thereby realizing the online identification of aircraft parameters.

[0111] In one feasible implementation, step S31 may include steps S311 to S313:

[0112] Step S311: Based on the control efficiency optimization matrix, the gyroscope torque optimization matrix, and the transfer function optimization matrix, determine the matrix to be optimized;

[0113] Step S312: Input the matrix to be optimized into the least squares filter for processing to obtain the optimized matrix;

[0114] Step S313: Based on the optimization matrix, determine the target control efficiency matrix, the target gyro torque matrix, and the target transfer function matrix.

[0115] After obtaining the control efficiency optimization matrix, gyroscopic torque optimization matrix, and transfer function optimization matrix, the acceleration, angular velocity, and angular acceleration in these matrices can be processed using least-squares filters. Specifically, the aircraft determines the matrix to be optimized based on these matrices. This matrix can be formed by the acceleration values ​​from the control efficiency optimization matrix, gyroscopic torque optimization matrix, and transfer function optimization matrix; alternatively, it can be formed by the angular velocity values ​​from these matrices; or it can be formed by the angular acceleration values ​​from these matrices. In other words, the matrix to be optimized, G(k-1), is generated by combining these matrices. For example, G(k-1) = [G1, G2, A(z)]. T If the matrix to be optimized, G(k-1), is a matrix of acceleration parameters, then the parameter values ​​corresponding to angular velocity and angular acceleration in G1, G2, and A(z) of G(k-1) are set to 0. If the matrix to be optimized, G(k-1), is a matrix of angular velocity parameters, then the parameter values ​​corresponding to acceleration and angular acceleration in G1, G2, and A(z) of G(k-1) are set to 0. If the matrix to be optimized, G(k-1), is a matrix of angular acceleration parameters, then the parameter values ​​corresponding to acceleration and angular velocity in G1, G2, and A(z) of G(k-1) are set to 0.

[0116] After obtaining the matrix to be optimized, G(k-1), the matrix to be optimized is input into the least squares filter for processing to obtain the optimized matrix. Taking the matrix to be optimized, G(k-1), as an example, which is a matrix of angular velocity parameters, the formula of the least squares filter is:

[0117]

[0118] Where G(k) is the optimization matrix, G(k-1) is the matrix to be optimized, μ1 and μ2 are the filtering parameters of the least squares filter, and Δω f This represents the difference in actual angular velocity between time K and time K-1. This represents the difference in actual angular acceleration between time K and time K-1. This represents the difference in the rate of change of rotor speed between time K and time K-1.

[0119] It should be noted that if the matrix to be optimized, G(k-1), is a matrix of acceleration or angular acceleration parameters, then the above formula will be changed. Simply replace them with the corresponding acceleration or angular acceleration parameters.

[0120] After obtaining the optimization matrix, the target control efficiency matrix, target gyro torque matrix, and target transfer function matrix are determined based on the optimization matrix. Specifically, according to the combination rules of the control efficiency optimization matrix, gyro torque optimization matrix, and transfer function optimization matrix in the matrix to be optimized, the optimization matrix is ​​split into the target control efficiency matrix, target gyro torque matrix, and target transfer function matrix. Then, the target control efficiency matrix and target transfer function matrix can be accurately obtained through the least squares filter.

[0121] By processing the control efficiency optimization matrix, gyro torque optimization matrix, and transfer function optimization matrix using a least squares filter, the target control efficiency matrix, target gyro torque matrix, and target transfer function matrix are obtained. The target control efficiency matrix and target transfer function matrix can be accurately obtained through the least squares filter, realizing online identification of aircraft parameters and improving the accuracy of online identification of aircraft parameters.

[0122] This application also provides an aircraft, please refer to... Figure 3 The aircraft includes:

[0123] The first calculation module 10 is used to respond to the identification command of the aircraft parameters, obtain the first parameters of the aircraft under the low-frequency control command, and perform iterative calculation on the optimization function based on the first parameters to obtain the control efficiency optimization matrix. The optimization function is determined by the control efficiency matrix, gyro torque matrix and transfer function matrix of the aircraft. The first parameters include the aircraft's identification parameters and first operating parameters.

[0124] Update module 20 is used to update the optimization function based on the control efficiency optimization matrix to obtain the updated optimization function;

[0125] The second calculation module 30 is used to obtain the second parameters of the aircraft under the frequency conversion control command, and to perform iterative calculation on the updated optimization function based on the second parameters to obtain the gyro torque optimization matrix and the transfer function optimization matrix.

[0126] The determination module 40 is used to determine the target control efficiency matrix, the target gyroscope torque matrix, and the target transfer function matrix based on the control efficiency optimization matrix, the gyroscope torque optimization matrix, and the transfer function optimization matrix.

[0127] The aircraft provided in this application embodiment employs the online aircraft parameter identification method described in the above embodiments, which can solve the technical problem of how to improve the convenience of aircraft parameter identification. Compared with the prior art, the beneficial effects of the aircraft provided in this application embodiment are the same as those of the online aircraft parameter identification method provided in the above embodiments, and other technical features of the aircraft are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0128] This application provides an online aircraft parameter identification device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the online aircraft parameter identification method in the above embodiment 1.

[0129] The following is for reference. Figure 4 The diagram illustrates a structural schematic suitable for implementing an online aircraft parameter identification device according to embodiments of this application. The online aircraft parameter identification device in embodiments of this application may include, but is not limited to, terminals such as aircraft, drones, etc. Figure 4 The illustrated online aircraft parameter identification device is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0130] like Figure 4As shown, the online aircraft parameter identification device may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the online aircraft parameter identification device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows devices that improve the ease of aircraft parameter identification to communicate wirelessly or wiredly with other devices to exchange data. Although an online aircraft parameter identification device with various systems is shown in the figure, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems can be implemented alternatively.

[0131] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the online aircraft parameter identification method of the embodiments disclosed in this application.

[0132] The online aircraft parameter identification device provided in this application, employing the online aircraft parameter identification method in the above embodiments, can solve the technical problem of how to improve the convenience of aircraft parameter identification. Compared with the prior art, the beneficial effects of the online aircraft parameter identification device provided in this application are the same as those of the online aircraft parameter identification method provided in the above embodiments, and other technical features in this online aircraft parameter identification device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0133] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0134] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0135] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the online aircraft parameter identification method in the above embodiments.

[0136] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0137] The aforementioned computer-readable storage medium may be included in the online aircraft parameter identification device; or it may exist independently and not be installed in the online aircraft parameter identification device.

[0138] The aforementioned computer-readable storage medium carries one or more programs. When these programs are executed by the online aircraft parameter identification device, the online aircraft parameter identification device: responds to an identification command for aircraft parameters, acquires the first parameters of the aircraft under a low-frequency control command, and iteratively calculates an optimization function based on the first parameters to obtain a control efficiency optimization matrix, wherein the optimization function is determined by the aircraft's control efficiency matrix, gyro torque matrix, and transfer function matrix, and the first parameters include the aircraft's parameters to be identified and first operating parameters; updates the optimization function based on the control efficiency optimization matrix to obtain the updated optimization function; acquires the second parameters of the aircraft under a variable-frequency control command, and iteratively calculates the updated optimization function based on the second parameters to obtain a gyro torque optimization matrix and a transfer function optimization matrix; and determines a target control efficiency matrix, a target gyro torque matrix, and a target transfer function matrix based on the control efficiency optimization matrix, the gyro torque optimization matrix, and the transfer function optimization matrix.

[0139] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0140] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0141] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0142] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described online aircraft parameter identification method, thereby solving the technical problem of how to improve the convenience of aircraft parameter identification. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the online aircraft parameter identification method provided in the above embodiments, and will not be repeated here.

[0143] This application provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the online aircraft parameter identification method described above.

[0144] The computer program product provided in this application solves the technical problem of how to improve the convenience of aircraft parameter identification. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the online aircraft parameter identification method provided in the above embodiments, and will not be repeated here.

[0145] The above are only preferred embodiments of the present application and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method for online identification of aircraft parameters, characterized in that, include: In response to the identification command of the aircraft parameters, the system acquires the first parameters of the aircraft under the low-frequency control command, and iteratively calculates the optimization function based on the first parameters to obtain the control efficiency optimization matrix. The optimization function is determined by the aircraft's control efficiency matrix, gyro torque matrix, and transfer function matrix. The first parameters include the aircraft's parameters to be identified and first operating parameters. In response to the identification command of the aircraft parameters, the system controls the aircraft based on the low-frequency control command for a first preset duration. The system acquires the current first parameters of the aircraft in real time and iteratively calculates the optimization function based on the first parameters. If the duration of the low-frequency control command reaches the first preset duration, the system determines the control efficiency optimization matrix based on the current optimization function. The optimization function is updated based on the control efficiency optimization matrix to obtain the updated optimization function; The system acquires the second parameters of the aircraft under the variable frequency control command, and iteratively calculates the updated optimization function based on the second parameters to obtain the gyro torque optimization matrix and the transfer function optimization matrix. The aircraft is controlled based on the variable frequency control command for a second preset duration. The system also acquires the current second parameters of the aircraft in real time, and iteratively calculates the updated optimization function based on the second parameters. If the duration of the variable frequency control command reaches the second preset duration, the gyro torque optimization matrix and the transfer function optimization matrix are determined based on the current optimization function. Based on the control efficiency optimization matrix, the gyroscope torque optimization matrix, and the transfer function optimization matrix, the target control efficiency matrix, the target gyroscope torque matrix, and the target transfer function matrix are determined.

2. The online aircraft parameter identification method as described in claim 1, characterized in that, The first operating parameters include the first angular acceleration, the first angular velocity, the first velocity, the first rotational speed change rate, the first acceleration of the three axes in the body coordinate system, and the first rotational speed of each rotor. The parameters to be identified of the aircraft include the parameters of the control efficiency matrix, the parameters of the gyro torque matrix, and the parameters of the transfer function matrix.

3. The online aircraft parameter identification method as described in claim 1, characterized in that, The second parameter includes the aircraft's identification parameters and second operating parameters. The second operating parameters include the aircraft's second angular acceleration, second angular velocity, second velocity, second rotational speed change rate, second acceleration of the three axes in the body coordinate system, and second rotational speed of each rotor.

4. The online aircraft parameter identification method as described in claim 1, characterized in that, The step of determining the target control efficiency matrix, target gyro torque matrix, and target transfer function matrix based on the control efficiency optimization matrix, gyro torque optimization matrix, and transfer function optimization matrix includes: Based on the control efficiency optimization matrix, gyroscope torque optimization matrix, and transfer function optimization matrix, the target control efficiency matrix, target gyroscope torque matrix, and target transfer function matrix are obtained by processing with a least squares filter.

5. The online aircraft parameter identification method as described in claim 4, characterized in that, The step of obtaining the target control efficiency matrix, target gyro torque matrix, and target transfer function matrix by processing them with a least-squares filter based on the control efficiency optimization matrix, gyro torque matrix, and target transfer function matrix includes: Based on the control efficiency optimization matrix, the gyroscope torque optimization matrix, and the transfer function optimization matrix, the matrix to be optimized is determined. The matrix to be optimized is input into the least squares filter for processing to obtain the optimized matrix; Based on the optimization matrix, the target control efficiency matrix, the target gyro torque matrix, and the target transfer function matrix are determined.

6. The online aircraft parameter identification method as described in claim 1, characterized in that, The low-frequency control commands include low-frequency acceleration commands and low-frequency angular acceleration commands. The amplitudes of the low-frequency acceleration commands and the low-frequency angular acceleration commands corresponding to the four axes of the aircraft are different. The frequency conversion control command includes a frequency conversion acceleration command and a frequency conversion angular acceleration command. During the duration of the frequency conversion control command, the amplitude of the frequency conversion acceleration command is the same, and the amplitude of the frequency conversion angular acceleration command is the same.

7. The online aircraft parameter identification method according to any one of claims 1 to 6, characterized in that, Before the step of obtaining the first parameters of the aircraft under the low-frequency control command in response to the identification command of the aircraft parameters, and iteratively calculating the optimization function based on the first parameters to obtain the control efficiency optimization matrix, the method further includes: The optimization function is determined based on the angular acceleration, angular velocity, velocity, and rate of change of rotational speed of the three axes corresponding to the aircraft, the acceleration of the three axes in the body coordinate system, the rotational speed of each rotor, the control efficiency matrix, the gyro torque matrix, and the transfer function matrix.

8. An aircraft, characterized in that, The aircraft includes: The first calculation module is used to respond to the identification command of the aircraft parameters, acquire the first parameters of the aircraft under the low-frequency control command, and perform iterative calculation of the optimization function based on the first parameters to obtain the control efficiency optimization matrix. The optimization function is determined by the control efficiency matrix, gyro torque matrix and transfer function matrix of the aircraft. The first parameters include the aircraft's parameters to be identified and the first operating parameters. In response to the identification command of the aircraft parameters, the module controls the aircraft based on the low-frequency control command for a first preset duration. The module acquires the current first parameters of the aircraft in real time and performs iterative calculation of the optimization function based on the first parameters. If the duration of the low-frequency control command reaches the first preset duration, the module determines the control efficiency optimization matrix based on the current optimization function. The update module is used to update the optimization function based on the control efficiency optimization matrix to obtain the updated optimization function; The second calculation module is used to acquire the second parameters of the aircraft under the frequency conversion control command, and to iteratively calculate the updated optimization function based on the second parameters to obtain the gyro torque optimization matrix and the transfer function optimization matrix. The aircraft is controlled based on the frequency conversion control command within a second preset duration. The module also acquires the current second parameters of the aircraft in real time and iteratively calculates the updated optimization function based on the second parameters. If the duration of the frequency conversion control command reaches the second preset duration, the gyro torque optimization matrix and the transfer function optimization matrix are determined based on the current optimization function. The determination module is used to determine the target control efficiency matrix, the target gyroscope torque matrix, and the target transfer function matrix based on the control efficiency optimization matrix, the gyroscope torque optimization matrix, and the transfer function optimization matrix.

9. An online aircraft parameter identification device, characterized in that, The online aircraft parameter identification device includes: a memory, a processor, and an online aircraft parameter identification program stored in the memory and executable on the processor. When the online aircraft parameter identification program is executed by the processor, it implements the steps of the online aircraft parameter identification method 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 an online aircraft parameter identification program, which, when executed by a processor, implements the steps of the online aircraft parameter identification method as described in any one of claims 1 to 7.

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