Aircraft control method and system based on tilting vertical take-off and landing

Abstract

The invention relates to the technical field of aircraft adjustment, in particular to an aircraft control method based on tilting vertical take-off and landing, which comprises the following steps: acquiring real-time flight data, calculating a flight sideslip angle, a flight angle of attack, an indicated airspeed and flight overload by using the real-time flight data, sensing environment information in real time, acquiring a real-time flight height, and calculating a dynamic safety height. Executing flight adjustment on the real-time flight height based on the dynamic safety height, calculating a dynamic safety parameter range set, judging whether all the real-time flight height accords with the dynamic safety parameter range set or not, if all the real-time flight height accords with the dynamic safety parameter range set, returning to the collected real-time flight data, and if not all the real-time flight height accords with the dynamic safety parameter range set, returning to the collected real-time flight data. If yes, a pre-built early warning unit is triggered, early warning information is generated, flight adjustment is carried out on the to-be-tested aircraft, and the aircraft control method based on tilting type vertical take-off and landing is completed. The stability of aircraft control can be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft adjustment, and in particular to an aircraft control method, system, electronic equipment and computer-readable storage medium based on tilt-type vertical take-off and landing. Background Art

[0002] Aircraft control can ensure that the aircraft can fly safely and stably in various complex environments by precisely adjusting its flight parameters, successfully completing its flight mission, while maximizing resource utilization to meet different mission requirements.

[0003] Traditional aircraft control methods rely on the operator's control experience. The operator manually adjusts the flight parameters according to the aircraft's flight status and flight environment to achieve aircraft control.

[0004] Although the above method can achieve aircraft control, it requires the operator to have rich control experience, and when faced with complex weather conditions and terrain changes, it may not be possible to accurately adjust the flight strategy in real time. Therefore, the current aircraft control method has the problem of low stability. Summary of the invention

[0005] The present invention provides an aircraft control method based on tilting vertical take-off and landing and a computer-readable storage medium, the main purpose of which is to improve the control stability of the aircraft to be tested.

[0006] To achieve the above object, the present invention provides a method for controlling an aircraft based on a tilt-type vertical take-off and landing, comprising:

[0007] Collecting real-time flight data of the aircraft to be tested, and using the real-time flight data to calculate the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload, wherein the take-off and landing mode of the aircraft to be tested is a tilt-type vertical take-off and landing;

[0008] Use pre-built multi-spectral sensors and environmental monitors to perceive environmental information in real time, wherein the environmental information includes: the highest altitude of the surrounding terrain and meteorological conditions, and the meteorological conditions include: the current environmental wind speed, the current environmental temperature and the current environmental pressure;

[0009] Obtaining a real-time flight altitude, and calculating a dynamic safety altitude based on the real-time flight altitude, the highest altitude of surrounding terrain, and meteorological conditions;

[0010] Perform flight adjustment on the real-time flight altitude based on the dynamic safety altitude to obtain altitude safety data;

[0011] Calculating a dynamic safety parameter range set based on the real-time flight data and environmental information, wherein the dynamic safety parameter range set includes: a sideslip angle safety range, an angle of attack safety range, an indicated speed safety range, and an overload safety range;

[0012] Determining whether the flight sideslip angle, flight angle of attack, indicated airspeed, and flight overload all comply with the dynamic safety parameter range set;

[0013] If the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload all meet the dynamic safety parameter range set, then return to the above step of collecting real-time flight data of the aircraft to be tested;

[0014] If the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload do not all meet the dynamic safety parameter range set, a pre-built warning unit is triggered to generate warning information;

[0015] The flight adjustment of the aircraft to be tested is performed through the warning information and the high safety data, thereby completing the aircraft control method based on the tilt-type vertical take-off and landing.

[0016] Optionally, the calculating of the flight sideslip angle, the flight angle of attack, the indicated airspeed and the flight overload by using the real-time flight data includes:

[0017] Obtain lateral air velocity component, lateral velocity ground component, total air velocity and total ground velocity through real-time flight data;

[0018] Obtain the sideslip angle air influence weight of the air speed on the flight sideslip angle and the sideslip angle ground influence weight of the ground speed on the flight sideslip angle, and calculate the flight sideslip angle using the sideslip angle air influence weight, sideslip angle ground influence weight, lateral air speed component, lateral speed ground component, total air speed and total ground speed:

[0019]

[0020] Among them, β refers to the flight sideslip angle, ω1 refers to the air influence weight of the sideslip angle, ω2 refers to the ground influence weight of the sideslip angle, V1 refers to the lateral air velocity component, V2 refers to the lateral velocity ground component, V3 refers to the total air velocity, and V4 refers to the total ground velocity;

[0021] The flight angle of attack is calculated based on a pre-built flight angle of attack calculation formula, the indicated airspeed is calculated based on a pre-built indicated airspeed calculation formula, and the flight overload is calculated based on a pre-built flight overload calculation formula.

[0022] Optionally, the calculating the flight angle of attack based on a pre-built flight angle of attack calculation formula includes:

[0023] Obtaining a vertical air velocity component, a vertical ground velocity component, a horizontal air velocity component, and a horizontal ground velocity component;

[0024] Obtain the air influence weight of the air speed on the flight angle of attack and the ground influence weight of the ground speed on the flight angle of attack, and calculate the flight angle of attack using the air influence weight of the angle of attack, the ground influence weight of the angle of attack, the vertical air speed component, the vertical ground speed component, the horizontal air speed component and the horizontal ground speed component:

[0025]

[0026] Among them, α refers to the flight angle of attack, X1 refers to the vertical air velocity component, X2 refers to the vertical ground velocity component, X3 refers to the horizontal air velocity component, X4 refers to the horizontal ground velocity component, ω3 refers to the angle of attack air influence weight, and ω4 refers to the angle of attack ground influence weight.

[0027] Optionally, the calculating the indicated airspeed based on a pre-constructed indicated airspeed calculation formula includes:

[0028] Obtain dynamic pressure, static pressure, standard sea level air density and indicated airspeed;

[0029] Calculate indicated airspeed using the dynamic pressure, static pressure, standard sea level air density and indicated airspeed for the indicated airspeed:

[0030]

[0031] Among them, S1 refers to the indicated airspeed, P1 is the dynamic pressure of the indicated airspeed, P0 refers to the static pressure, ρ0 refers to the standard sea level air density, and S2 is the indicated airspeed.

[0032] Optionally, the calculating the flight overload based on a pre-built flight overload calculation formula includes:

[0033] Based on the real-time flight data, the x-axis acceleration component of the aircraft under test on the x-axis, the y-axis acceleration component of the aircraft under test on the y-axis, the z-axis acceleration component of the aircraft under test on the z-axis, the gravity acceleration and the turning radius of the aircraft under test are obtained;

[0034] The flight overload is calculated using the x-axis acceleration component, y-axis acceleration component, z-axis acceleration component, gravity acceleration and turning radius of the aircraft to be tested:

[0035]

[0036] Where N represents the flight overload, a x represents the x-axis acceleration component, a y represents the acceleration component on the y-axis, a zrepresents the z-axis acceleration component, g represents the acceleration due to gravity, and R represents the turning radius of the aircraft to be tested.

[0037] Optionally, the calculating of the dynamic safety altitude based on the real-time flight altitude, the highest altitude of surrounding terrain and meteorological conditions includes:

[0038] Obtain the basic safety altitude and the weather correction altitude, and use the basic safety altitude and the weather correction altitude to calculate the dynamic safety altitude:

[0039] H d =H b +H w -H r

[0040] Among them, H d Refers to the dynamic safety height, H b Refers to the basic safety height, H w Refers to the meteorological corrected altitude, H r Refers to the real-time flight altitude;

[0041] The obtaining of the basic safety altitude and the weather correction altitude comprises:

[0042] The basic safety height is calculated using the highest height of the surrounding terrain and the preset safety margin:

[0043] H b =H t +H m

[0044] Among them, H t Refers to the highest height of the surrounding terrain, H m Refers to safety margin;

[0045] The meteorological conditions are used to calculate the meteorological condition correction factor, and the meteorological corrected altitude is calculated using the meteorological condition correction factor and the indicated airspeed:

[0046] H w =k w ×S1

[0047] Among them, k w Refers to the correction factor for meteorological conditions.

[0048] Optionally, the calculating a dynamic safety parameter range set based on the real-time flight data and environmental information includes:

[0049] Calculate the maximum sideslip angle safety threshold of the flight sideslip angle based on the current ambient wind speed:

[0050]

[0051] Among them, β maxRefers to the maximum sideslip angle safety threshold;

[0052] The minimum safe sideslip angle of the aircraft to be tested is obtained, and the minimum sideslip angle safety threshold of the flight sideslip angle is calculated based on the minimum safe sideslip angle:

[0053]

[0054] Among them, β min refers to the minimum sideslip angle safety threshold, β2 refers to the minimum safe sideslip angle of the aircraft to be tested;

[0055] The maximum angle of attack safety threshold of the flight angle of attack is calculated using the following formula:

[0056]

[0057] Among them, α max Refers to the maximum angle of attack safety threshold;

[0058] The minimum safe angle of attack of the aircraft to be tested is obtained, and the minimum angle of attack safety threshold of the flight angle of attack is calculated based on the minimum safe angle of attack:

[0059]

[0060] Among them, α min refers to the minimum angle of attack safety threshold, α2 refers to the minimum safe angle of attack of the aircraft to be tested;

[0061] Calculate the maximum indicated airspeed safety threshold using the following formula:

[0062]

[0063] Among them, S max Refers to the maximum indicated speed safety threshold;

[0064] The minimum safe speed of the aircraft to be tested is obtained, and the minimum indicated airspeed safety threshold is calculated using the minimum safe speed:

[0065]

[0066] Among them, S min Refers to the minimum indicated speed safety threshold, S2 refers to the minimum safe speed of the aircraft to be tested;

[0067] Obtain the structural limit of the aircraft under test and the minimum safety limit of the aircraft under test;

[0068] The maximum overload safety threshold of the flight overload is calculated based on the structural limit of the aircraft to be tested:

[0069] N max =N2×k w

[0070] Among them, N max Refers to the maximum overload safety threshold, and N2 refers to the structural limit of the aircraft under test.

[0071] The minimum overload safety threshold of the flight overload is calculated based on the minimum safety limit of the aircraft to be tested:

[0072] N min =N3×k w

[0073] Among them, N min N3 refers to the minimum overload safety threshold, and N3 refers to the minimum safety limit of the aircraft under test.

[0074] Optionally, performing flight adjustment on the aircraft to be tested by using the warning information and the altitude safety data includes:

[0075] Acquire the flight mode through the warning information and the high safety data, wherein the flight mode includes: a vertical take-off and landing mode and a horizontal flight mode;

[0076] Determining whether the flight sideslip angle is within a sideslip angle safety range based on the warning information;

[0077] If the flight sideslip angle is not within the sideslip angle safety range, determining whether the flight sideslip angle is greater than the maximum sideslip angle safety threshold;

[0078] If the flight sideslip angle is greater than the maximum sideslip angle safety threshold, determining whether the aircraft to be tested is in a vertical take-off and landing mode;

[0079] If the aircraft to be tested is in a vertical take-off and landing mode, the preset rotor angle of the aircraft to be tested is reduced through a pre-built flight management system to reduce the flight sideslip angle of the aircraft to be tested;

[0080] If the aircraft to be tested is not in the vertical take-off and landing mode, the preset rudder angle is reduced through the flight management system to reduce the flight sideslip angle of the aircraft to be tested, and the process returns to the above step of determining whether the flight sideslip angle is within the sideslip angle safety range based on the warning information;

[0081] If the flight sideslip angle is not greater than the maximum sideslip angle safety threshold, determining that the flight sideslip angle is less than the minimum sideslip angle safety threshold, and determining whether the aircraft to be tested is in a vertical take-off and landing mode;

[0082] If the aircraft under test is in a vertical take-off and landing mode, the flight management system increases the rotor angle of the aircraft under test to increase the flight sideslip angle of the aircraft under test;

[0083] If the aircraft to be tested is not in the vertical take-off and landing mode, the rudder angle is increased through the flight management system to increase the flight sideslip angle of the aircraft to be tested, and the step of determining whether the flight sideslip angle is within the sideslip angle safety range based on the warning information is returned;

[0084] If the flight sideslip angle is within the sideslip angle safety range, determining whether the flight angle of attack is within the angle of attack safety range based on the warning information;

[0085] If the flight angle of attack is not within the angle of attack safety range, determining whether the flight angle of attack is greater than the maximum angle of attack safety threshold;

[0086] If the flight angle of attack is greater than the maximum angle of attack safety threshold, determining whether the aircraft to be tested is in a vertical take-off and landing mode;

[0087] If the aircraft under test is in vertical take-off and landing mode, the flight management system is used to reduce the rotor angle of the aircraft under test and lower the flight angle of attack;

[0088] If the aircraft to be tested is not in the vertical take-off and landing mode, the power of the preset fixed wing is increased, the flight angle of attack is reduced, and the process returns to the above step of determining whether the flight angle of attack is within the safe range of the angle of attack based on the warning information;

[0089] If the flight angle of attack is not greater than the maximum angle of attack safety threshold, determining that the flight angle of attack is less than the minimum angle of attack safety threshold, and determining whether the aircraft to be tested is in a vertical take-off and landing mode;

[0090] If the aircraft under test is in a vertical take-off and landing mode, the flight management system is used to increase the rotor angle of the aircraft under test and increase the flight angle of attack;

[0091] If the aircraft to be tested is not in the vertical take-off and landing mode, the power of the fixed wing is reduced, and the process returns to the above step of determining whether the flight angle of attack is within the angle of attack safety range based on the warning information;

[0092] If the flight angle of attack is within the angle of attack safety range, determining whether the indicated airspeed is within the indicated airspeed safety range based on the warning information;

[0093] If the indicated airspeed is not within the indicated airspeed safety range, determining whether the indicated airspeed is greater than the maximum indicated airspeed safety threshold;

[0094] If the indicated airspeed is greater than the maximum indicated airspeed safety threshold, the preset engine power of the aircraft to be tested is reduced through the flight management system, and the process returns to the above step of determining whether the indicated airspeed is within the indicated airspeed safety range based on the warning information;

[0095] If the indicated airspeed is not greater than the maximum indicated airspeed safety threshold, determining that the flight indication is less than the minimum indicated airspeed safety threshold, and increasing the engine power supply of the aircraft under test through the flight management system, and returning to the above step of determining whether the indicated airspeed is within the indicated airspeed safety range based on the warning information;

[0096] If the indicated airspeed is within the indicated airspeed safety range, determining whether the flight overload is within the overload safety range based on the warning information;

[0097] If the flight overload is not within the overload safety range, determining whether the flight overload is greater than the maximum overload safety threshold;

[0098] If the flight overload is greater than the maximum overload safety threshold, the conversion rate of the aircraft to be tested is obtained, the turning rate of the aircraft to be tested is reduced through the flight management system and the engine power supply of the aircraft to be tested is reduced, and the process returns to the above step of determining whether the flight overload is within the overload safety range based on the warning information;

[0099] If the flight overload is not greater than the maximum overload safety threshold, it is determined that the flight overload is less than the minimum overload safety threshold, and the turning rate of the aircraft under test is increased and the engine power supply of the aircraft under test is increased through the flight management system, and the process returns to the above step of determining whether the flight overload is within the overload safety range based on the warning information;

[0100] If the flight overload is within the overload safety range, the flight adjustment of the aircraft to be tested is completed.

[0101] Optionally, calculating the meteorological condition correction coefficient using the meteorological condition includes:

[0102] Obtain standard ambient wind speed, standard ambient air pressure, standard ambient temperature, wind speed influence coefficient, air pressure influence coefficient and temperature influence coefficient;

[0103] The meteorological condition correction coefficient is calculated using the standard ambient wind speed, standard ambient air pressure, standard ambient temperature, wind speed influence coefficient, air pressure influence coefficient, temperature influence coefficient and meteorological conditions:

[0104]

[0105] Among them, k1 represents the wind speed influence coefficient, k2 represents the temperature influence coefficient, k3 represents the air pressure influence coefficient, V t Indicates standard ambient wind speed, T t Indicates standard ambient temperature, P t Indicates standard ambient air pressure, V w Indicates the current ambient wind speed, T w Indicates the current ambient temperature, P wIndicates the current ambient air pressure.

[0106] To achieve the above object, the present invention further provides an aircraft control system based on a tilt-type vertical take-off and landing, comprising:

[0107] A real-time flight data acquisition module is used to collect real-time flight data of the aircraft to be tested, and use the real-time flight data to calculate the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload, wherein the take-off and landing mode of the aircraft to be tested is a tilt-type vertical take-off and landing;

[0108] A dynamic safety altitude calculation module is used to use a pre-built multi-spectral sensor and an environmental monitor to perceive environmental information in real time, wherein the environmental information includes: the highest altitude of the surrounding terrain and meteorological conditions, and the meteorological conditions include: the current environmental wind speed, the current environmental temperature and the current environmental pressure, obtain the real-time flight altitude, calculate the dynamic safety altitude based on the real-time flight altitude, the highest altitude of the surrounding terrain and the meteorological conditions, perform flight adjustments on the real-time flight altitude based on the dynamic safety altitude, and obtain altitude safety data;

[0109] A dynamic safety parameter range set calculation module, used to calculate a dynamic safety parameter range set based on the real-time flight data and environmental information, wherein the dynamic safety parameter range set includes: a sideslip angle safety range, an angle of attack safety range, an indicated speed safety range, and an overload safety range;

[0110] The flight adjustment module is used to determine whether the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload all meet the dynamic safety parameter range set; if the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload all meet the dynamic safety parameter range set, return to the above-mentioned step of collecting real-time flight data of the aircraft to be tested; if the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload do not all meet the dynamic safety parameter range set, trigger a pre-built early warning unit to generate early warning information, and perform flight adjustment on the aircraft to be tested through the early warning information and high safety data.

[0111] In order to solve the above problem, the present invention further provides an electronic device, the electronic device comprising:

[0112] A memory storing at least one instruction;

[0113] The processor executes the instructions stored in the memory to implement the above-mentioned aircraft control method based on tilt-type vertical take-off and landing.

[0114] In order to solve the above problems, the present invention also provides a computer-readable storage medium, in which at least one instruction is stored. The at least one instruction is executed by a processor in an electronic device to implement the above-mentioned aircraft control method based on tilt-type vertical take-off and landing.

[0115] The present invention is to solve the problems described in the background technology. The present invention realizes the control of the aircraft to be tested, including the judgment of the dynamic safety parameter range, the adjustment of the dynamic safety parameters and the real-time flight altitude adjustment, by combining the collection of real-time flight data of the aircraft to be tested, the perception of environmental information, the calculation of the dynamic safety altitude and the automatic warning mechanism. First, by collecting the real-time flight data of the aircraft to be tested, the abnormal situation of the aircraft to be tested can be discovered in time, potential risks can be avoided, the overall flight safety can be improved, and the comprehensiveness and accuracy of the data can be ensured; secondly, the pre-built multi-spectral sensor and environmental monitor are used to perceive the environmental information in real time, so that the aircraft to be tested has a more comprehensive and accurate understanding of the surrounding environment, which helps to make more appropriate flight decisions in complex and changeable environments; then, the dynamic safety altitude is calculated using the environmental information and the real-time flight altitude, and the real-time flight altitude is adjusted based on the dynamic safety altitude, which can ensure that the aircraft to be tested always maintains a safe flight altitude under complex terrain and meteorological conditions, and can The invention can optimize the flight path and improve flight safety; further, the dynamic safety parameter range set of each flight parameter is calculated based on the real-time flight data and environmental information, which provides accurate data for judging whether each flight parameter is in the dynamic safety parameter range set, and ensures the accuracy of the control of the aircraft to be tested; then, if the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload do not all meet the dynamic safety parameter range set, the early warning unit is triggered to generate early warning information, which can quickly identify the abnormal parameters of the aircraft to be tested, issue an alarm in time, prevent flight risks, and improve flight safety; finally, if the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload all meet the dynamic safety parameter range set, the real-time flight data and environmental information are re-collected, the flight parameters are re-calculated and it is judged whether they all meet the dynamic safety parameter range set, and the cyclic judgment of whether the flight parameters all meet the dynamic safety parameter range set can ensure that the aircraft to be tested always maintains safe flight during the entire flight process and continuously prevents flight risks. Therefore, the invention can improve the stability of the control of the aircraft to be tested. BRIEF DESCRIPTION OF THE DRAWINGS

[0116] Figure 1 A schematic flow chart of a method for controlling an aircraft based on a tilt-type vertical take-off and landing according to an embodiment of the present invention;

[0117] Figure 2 A functional module diagram of an aircraft control system based on a tilt-type vertical take-off and landing according to an embodiment of the present invention;

[0118] Figure 3 A schematic diagram of the structure of an electronic device for implementing the tilt-vertical take-off and landing based aircraft control method provided in one embodiment of the present invention.

[0119] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0120] It should be understood that the specific embodiments described herein are only used to explain the present invention, and are not used to limit the present invention.

[0121] The embodiment of the present application provides an aircraft control method based on tilt-type vertical take-off and landing. The execution subject of the aircraft control method based on tilt-type vertical take-off and landing includes but is not limited to at least one of the electronic devices such as a server and a terminal that can be configured to execute the method provided by the embodiment of the present application. In other words, the aircraft control method based on tilt-type vertical take-off and landing can be executed by software or hardware installed on a terminal device or a server device, and the software can be a blockchain platform. The server includes but is not limited to: a single server, a server cluster, a cloud server or a cloud server cluster, etc.

[0122] Reference Figure 1 FIG. 1 is a flow chart of a method for controlling an aircraft based on a tilt-type vertical take-off and landing according to an embodiment of the present invention. In this embodiment, the method for controlling an aircraft based on a tilt-type vertical take-off and landing comprises:

[0123] S1. Collecting real-time flight data of the aircraft to be tested, and using the real-time flight data to calculate the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload, wherein the take-off and landing mode of the aircraft to be tested is a tilt-type vertical take-off and landing.

[0124] It can be understood that real-time flight data refers to data of the aircraft under test during real-time flight, such as lateral air velocity component and lateral velocity ground component. Indicated airspeed refers to the speed of the aircraft under test relative to the air and is not affected by air density.

[0125] In detail, the calculation of the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload using the real-time flight data includes:

[0126] Obtain lateral air velocity component, lateral velocity ground component, total air velocity and total ground velocity through real-time flight data;

[0127] Obtain the sideslip angle air influence weight of the air speed on the flight sideslip angle and the sideslip angle ground influence weight of the ground speed on the flight sideslip angle, and calculate the flight sideslip angle using the sideslip angle air influence weight, sideslip angle ground influence weight, lateral air speed component, lateral speed ground component, total air speed and total ground speed:

[0128]

[0129] Among them, β refers to the flight sideslip angle, ω1 refers to the air influence weight of the sideslip angle, ω2 refers to the ground influence weight of the sideslip angle, V1 refers to the lateral air velocity component, V2 refers to the lateral velocity ground component, V3 refers to the total air velocity, and V4 refers to the total ground velocity;

[0130] The flight angle of attack is calculated based on a pre-built flight angle of attack calculation formula, the indicated airspeed is calculated based on a pre-built indicated airspeed calculation formula, and the flight overload is calculated based on a pre-built flight overload calculation formula.

[0131] It can be explained that the lateral air velocity component refers to the speed of the aircraft to be tested relative to the air at the lateral direction, the lateral velocity ground component refers to the speed of the aircraft to be tested relative to the ground at the lateral direction, the total air speed refers to the overall speed of the aircraft to be tested relative to the air, which is the magnitude of the velocity vector of the aircraft to be tested moving relative to the air in three-dimensional space, the total ground speed refers to the overall speed of the aircraft to be tested relative to the ground, which is the magnitude of the velocity vector of the aircraft to be tested moving relative to the ground in three-dimensional space, the sideslip angle air influence weight refers to the influence weight of the air speed on the flight sideslip angle, and the sideslip angle ground influence weight refers to the influence weight of the ground speed on the flight sideslip angle.

[0132] For example, assuming that the lateral air velocity component is 20 m / s, the total air velocity is 100 m / s, the lateral velocity ground component is 15 m / s, the total ground velocity is 90 m / s, the sideslip angle air influence weight is 0.6, and the sideslip angle ground influence weight is 0.4.

[0133] In detail, the calculation of the flight angle of attack based on the pre-built flight angle of attack calculation formula includes:

[0134] Obtaining a vertical air velocity component, a vertical ground velocity component, a horizontal air velocity component, and a horizontal ground velocity component;

[0135] Obtain the air influence weight of the air speed on the flight angle of attack and the ground influence weight of the ground speed on the flight angle of attack, and calculate the flight angle of attack using the air influence weight of the angle of attack, the ground influence weight of the angle of attack, the vertical air speed component, the vertical ground speed component, the horizontal air speed component and the horizontal ground speed component:

[0136]

[0137] Among them, α refers to the flight angle of attack, X1 refers to the vertical air velocity component, x2 refers to the vertical ground velocity component, X3 refers to the horizontal air velocity component, X4 refers to the horizontal ground velocity component, ω3 refers to the angle of attack air influence weight, and ω4 refers to the angle of attack ground influence weight.

[0138] It can be understood that the vertical air velocity component refers to the velocity component of the air flow velocity in the vertical direction of the aircraft to be tested, the vertical ground speed component refers to the velocity component of the speed of the aircraft to be tested relative to the ground in the vertical direction, the horizontal air speed component refers to the velocity component of the air flow velocity in the horizontal direction of the aircraft to be tested, the horizontal ground speed component refers to the velocity component of the speed of the aircraft to be tested relative to the ground in the horizontal direction, the angle of attack air influence weight refers to the influence weight of the air speed on the flight angle of attack, and the angle of attack ground influence weight refers to the influence weight of the ground speed on the flight angle of attack.

[0139] For example, assuming that the horizontal air velocity component is 80 m / s, the horizontal ground velocity component is 70 m / s, the vertical air velocity component is 10 m / s, the vertical ground velocity component is 15 m / s, the angle of attack air effect weight is 0.7, and the angle of attack ground effect weight is

[0140] In detail, the calculation of the indicated airspeed based on the pre-constructed indicated airspeed calculation formula includes:

[0141] Obtain dynamic pressure, static pressure, standard sea level air density and indicated airspeed;

[0142] Calculate indicated airspeed using the dynamic pressure, static pressure, standard sea level air density and indicated airspeed for the indicated airspeed:

[0143]

[0144] Among them, S1 refers to the indicated airspeed, P1 is the dynamic pressure of the indicated airspeed, P0 refers to the static pressure, ρ0 refers to the standard sea level air density, and S2 is the indicated airspeed.

[0145] It can be understood that the dynamic pressure indicating airspeed refers to the pressure related to air density, which is a value measured by a pitot tube and a static pressure port. Static pressure refers to the static pressure in the atmospheric environment and is related to altitude and meteorological conditions.

[0146] For example, assume that the indicated airspeed is 250 knots, the static pressure is 1013.25 hPa, the dynamic pressure of the indicated airspeed is 0.1 hPa, and the standard sea level air density is 1.225 kg / m 3 , S1≈4.04m / s.

[0147] In detail, the flight overload calculation based on the pre-built flight overload calculation formula includes:

[0148] Based on the real-time flight data, the x-axis acceleration component of the aircraft under test on the x-axis, the y-axis acceleration component of the aircraft under test on the y-axis, the z-axis acceleration component of the aircraft under test on the z-axis, the gravity acceleration and the turning radius of the aircraft under test are obtained;

[0149] The flight overload is calculated using the x-axis acceleration component, y-axis acceleration component, z-axis acceleration component, gravity acceleration and turning radius of the aircraft to be tested:

[0150]

[0151] Where N represents the flight overload, a x represents the x-axis acceleration component, a y represents the acceleration component on the y-axis, a z represents the z-axis acceleration component, g represents the acceleration due to gravity, and R represents the turning radius of the aircraft to be tested.

[0152] It can be understood that the x-axis acceleration component refers to the acceleration of the aircraft under test on the x-axis, the y-axis acceleration component refers to the acceleration of the aircraft under test on the y-axis, the z-axis acceleration component refers to the acceleration of the aircraft under test on the z-axis, and the turning radius of the aircraft under test refers to the trajectory radius of the aircraft under test when it turns in the air.

[0153] For example, assume that the x-axis acceleration component is 3 m / s 2 , the acceleration component on the y-axis is 4 m / s 2 , the z-axis acceleration component is 5m / s 2 , indicated airspeed is 100m / s, turning radius is 500m,

[0154] S2. Use pre-built multi-spectral sensors and environmental monitors to perceive environmental information in real time, wherein the environmental information includes: the highest altitude of the surrounding terrain and meteorological conditions, and the meteorological conditions include: the current environmental wind speed, the current environmental temperature and the current environmental air pressure.

[0155] Explainable, multispectral sensor refers to a sensor that captures and records the reflection information of the surrounding terrain in multiple spectral bands and is used to obtain information about the surrounding terrain. Environmental monitor refers to a monitor used to obtain the meteorological conditions around the aircraft under test in real time. Environmental information refers to information that affects the dynamic safety altitude during the flight of the aircraft under test. The highest altitude of the surrounding terrain refers to the altitude of the highest terrain during the flight of the aircraft under test. Meteorological conditions refer to environmental parameters during the real-time flight of the aircraft under test. Environmental parameters refer to the current environmental wind speed, the current environmental temperature and the current environmental pressure. The current environmental wind speed refers to the wind speed during the real-time flight of the aircraft under test. The current environmental temperature refers to the temperature during the real-time flight of the aircraft under test. The current environmental pressure refers to the air pressure during the real-time flight of the aircraft under test. The dynamic safety altitude refers to the altitude calculated according to the meteorological conditions and the highest altitude of the surrounding terrain during the real-time flight. It is dynamically adjusted based on the basic safety altitude in combination with the real-time flight altitude and environmental information to ensure that the aircraft under test can fly safely. The basic safety altitude refers to the minimum altitude that ensures the safe flight of the aircraft under test during the flight. The real-time flight altitude refers to the altitude of the aircraft under test during the real-time flight.

[0156] S3. Obtain the real-time flight altitude, and calculate the dynamic safety altitude based on the real-time flight altitude, the highest altitude of the surrounding terrain and meteorological conditions.

[0157] In detail, the calculation of the dynamic safety altitude based on the real-time flight altitude, the highest altitude of the surrounding terrain and the meteorological conditions includes:

[0158] Obtain the basic safety altitude and the weather correction altitude, and use the basic safety altitude and the weather correction altitude to calculate the dynamic safety altitude:

[0159] H d =H b +H w -H r

[0160] Among them, H d Refers to the dynamic safety height, H b Refers to the basic safety height, H w Refers to the meteorological corrected altitude, H r Refers to the real-time flight altitude;

[0161] The obtaining of the basic safety altitude and the weather correction altitude comprises:

[0162] The basic safety height is calculated using the highest height of the surrounding terrain and the preset safety margin:

[0163] H b =H t +H m

[0164] Among them, Ht Refers to the highest height of the surrounding terrain, H m Refers to safety margin;

[0165] The meteorological conditions are used to calculate the meteorological condition correction factor, and the meteorological corrected altitude is calculated using the meteorological condition correction factor and the indicated airspeed:

[0166] H w =k w ×S1

[0167] Among them, k w Refers to the correction factor for meteorological conditions.

[0168] It can be understood that the weather correction altitude refers to the altitude adjusted to the basic safety altitude according to weather conditions. It takes into account the impact of weather conditions on flight safety and ensures that the aircraft under test remains in a safe altitude range during flight. The safety margin refers to the additional altitude set to ensure that the aircraft under test can fly safely under various conditions. The weather condition correction coefficient refers to the parameter used to adjust the dynamic safety altitude to ensure that the aircraft under test can fly safely under various weather conditions.

[0169] In detail, the calculating of the meteorological condition correction coefficient by using the meteorological condition includes:

[0170] Obtain standard ambient wind speed, standard ambient air pressure, standard ambient temperature, wind speed influence coefficient, air pressure influence coefficient and temperature influence coefficient;

[0171] The meteorological condition correction coefficient is calculated using the standard ambient wind speed, standard ambient air pressure, standard ambient temperature, wind speed influence coefficient, air pressure influence coefficient, temperature influence coefficient and meteorological conditions:

[0172]

[0173] Among them, k1 represents the wind speed influence coefficient, k2 represents the temperature influence coefficient, k3 represents the air pressure influence coefficient, V t Indicates standard ambient wind speed, T t Indicates standard ambient temperature, P t Indicates standard ambient air pressure, V w Indicates the current ambient wind speed, T w Indicates the current ambient temperature, P w Indicates the current ambient air pressure.

[0174] It can be explained that the standard ambient wind speed refers to the wind speed under standard atmospheric conditions. The deviation between the current ambient wind speed in actual flight and the standard ambient wind speed is used to evaluate the impact of the ambient wind speed on the aircraft under test. The standard ambient air pressure refers to the air pressure under standard atmospheric conditions. The standard ambient temperature refers to the temperature under standard atmospheric conditions. The wind speed influence coefficient refers to the coefficient used to quantify the influence of wind speed on aircraft performance. The air pressure influence coefficient refers to the coefficient used to reflect the influence of air pressure changes on aircraft performance. The temperature influence coefficient refers to the coefficient used to quantify the influence of temperature changes on aircraft performance. Aircraft performance refers to the performance of the aircraft during the flight, such as indicated airspeed.

[0175] For example, the real-time flight altitude is 500m, the highest altitude of the surrounding terrain is 450m, the current ambient wind speed is 15m / s, the current ambient temperature is 10°, the current ambient air pressure is 1015hpa, and the safety margin is 100m. The basic safety altitude H is calculated as b =550m, weather correction height H w =50m, dynamic safety height H d =600m-500m=100m.

[0176] S4. Perform flight adjustment on the real-time flight altitude based on the dynamic safety altitude to obtain altitude safety data.

[0177] Explainably, altitude safety data refers to the altitude-related safety information obtained by comparing and adjusting the dynamic safety altitude with the real-time flight altitude during flight. The safety information reflects whether the aircraft under test is at a safe flight altitude during the current flight, and provides a basis for further calculating the dynamic safety parameter range set. The dynamic safety parameter range set refers to the set formed by the dynamic safety parameter range of the aircraft under test's sideslip angle, flight angle of attack, indicated airspeed and flight overload during flight. Dynamic safety data refers to the data that enables the aircraft under test to maintain safe flight during flight.

[0178] For example, a tilt-rotating vertical take-off and landing aircraft is flying in a mountainous area, the dynamic safety altitude is 100m, and the real-time flight altitude is 500m. To ensure safe flight, the flight altitude needs to be increased by 100m.

[0179] S5. Calculate a dynamic safety parameter range set based on the real-time flight data and environmental information, wherein the dynamic safety parameter range set includes: a sideslip angle safety range, an angle of attack safety range, an indicated speed safety range and an overload safety range.

[0180] It can be explained that the sideslip angle safety range refers to the sideslip angle range that enables the aircraft under test to maintain safe flight during real-time flight, the angle of attack safety range refers to the flight angle of attack range that enables the aircraft under test to maintain safe flight during real-time flight, the speed indication safety range refers to the speed indication range that enables the aircraft under test to maintain safe flight during real-time flight, and the overload safety range refers to the overload range that enables the aircraft under test to maintain safe flight during real-time flight.

[0181] In detail, the calculating of a dynamic safety parameter range set based on the real-time flight data and environmental information includes:

[0182] Calculate the maximum sideslip angle safety threshold of the flight sideslip angle based on the current ambient wind speed:

[0183]

[0184] Among them, β max Refers to the maximum sideslip angle safety threshold;

[0185] The minimum safe sideslip angle of the aircraft to be tested is obtained, and the minimum sideslip angle safety threshold of the flight sideslip angle is calculated based on the minimum safe sideslip angle:

[0186]

[0187] Among them, β min refers to the minimum sideslip angle safety threshold, β2 refers to the minimum safe sideslip angle of the aircraft to be tested;

[0188] The maximum angle of attack safety threshold of the flight angle of attack is calculated using the following formula:

[0189]

[0190] Among them, α max Refers to the maximum angle of attack safety threshold;

[0191] The minimum safe angle of attack of the aircraft to be tested is obtained, and the minimum angle of attack safety threshold of the flight angle of attack is calculated based on the minimum safe angle of attack:

[0192]

[0193] Among them, α min refers to the minimum angle of attack safety threshold, α2 refers to the minimum safe angle of attack of the aircraft to be tested;

[0194] Calculate the maximum indicated airspeed safety threshold using the following formula:

[0195]

[0196] Among them, S max Refers to the maximum speed indication safety threshold;

[0197] The minimum safe speed of the aircraft to be tested is obtained, and the minimum indicated airspeed safety threshold is calculated using the minimum safe speed:

[0198]

[0199] Among them, S min Refers to the minimum indicated speed safety threshold, S2 refers to the minimum safe speed of the aircraft to be tested;

[0200] Obtain the structural limit of the aircraft under test and the minimum safety limit of the aircraft under test;

[0201] The maximum overload safety threshold of the flight overload is calculated based on the structural limit of the aircraft to be tested:

[0202] N max =N2×k w

[0203] Among them, N max Refers to the maximum overload safety threshold, and N2 refers to the structural limit of the aircraft under test.

[0204] The minimum overload safety threshold of the flight overload is calculated based on the minimum safety limit of the aircraft to be tested:

[0205] N min =N3×k w

[0206] Among them, N min N3 refers to the minimum overload safety threshold, and N3 refers to the minimum safety limit of the aircraft under test.

[0207] Explainable, the maximum sideslip angle safety threshold refers to the maximum sideslip angle that enables the aircraft to maintain safe flight during real-time flight, the minimum safe sideslip angle is obtained through the aircraft's operating manual, and is the flight sideslip angle that ensures that the aircraft to be tested can be safely operated, the minimum sideslip angle safety threshold refers to the minimum sideslip angle that enables the aircraft to maintain safe flight during real-time flight, the maximum angle of attack safety threshold refers to the maximum flight angle of attack that enables the aircraft to maintain safe flight during real-time flight, the minimum safe angle of attack is obtained through the aircraft's operating manual, and is used to ensure that the aircraft to be tested can be safely operated, the minimum angle of attack safety threshold refers to the minimum flight angle of attack that enables the aircraft to maintain safe flight during real-time flight, and the maximum speed indicator safety threshold refers to the During the flight, the maximum indicated speed that enables the aircraft to maintain safe flight. The minimum safe speed is obtained through the aircraft's operating manual and is used to ensure the flight speed that the aircraft to be tested can be safely operated. The minimum indicated speed safety threshold refers to the minimum indicated speed that enables the aircraft to maintain safe flight during real-time flight. The structural limit refers to the limit value set for the maximum overload that the aircraft can withstand during the design and manufacturing process. The minimum safety limit is obtained through the aircraft's operating manual and is used to ensure the flight overload that the aircraft to be tested can be safely operated. The maximum overload safety threshold refers to the maximum overload that enables the aircraft to maintain safe flight during real-time flight. The minimum overload safety threshold refers to the minimum overload that enables the aircraft to maintain safe flight during real-time flight.

[0208] S6. Determine whether the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload all comply with the dynamic safety parameter range set.

[0209] If the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload all meet the dynamic safety parameter range set, then return to the above step of collecting real-time flight data of the aircraft to be tested.

[0210] If the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload do not all meet the dynamic safety parameter range set, S7 is executed to trigger a pre-built warning unit to generate warning information.

[0211] It can be understood that the early warning unit refers to a component used to monitor whether the aircraft has safety risks, and the safety risk refers to the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload not all complying with the dynamic safety parameter range set. The early warning information refers to the information generated by the early warning unit, including abnormal parameter information that does not comply with the dynamic safety parameter range set, and the abnormal parameter information refers to the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload that do not comply with the dynamic safety parameter range set.

[0212] S8. Perform flight adjustments on the aircraft to be tested using the warning information and the altitude safety data.

[0213] It can be understood that flight adjustment refers to the operation of adjusting the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload of the aircraft under test to ensure that the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload of the aircraft under test meet the dynamic safety parameter range set.

[0214] In detail, performing flight adjustment on the aircraft to be tested by using the warning information and the high safety data includes:

[0215] Acquire the flight mode through the warning information and the high safety data, wherein the flight mode includes: a vertical take-off and landing mode and a horizontal flight mode;

[0216] Determining whether the flight sideslip angle is within a sideslip angle safety range based on the warning information;

[0217] If the flight sideslip angle is not within the sideslip angle safety range, determining whether the flight sideslip angle is greater than the maximum sideslip angle safety threshold;

[0218] If the flight sideslip angle is greater than the maximum sideslip angle safety threshold, determining whether the aircraft to be tested is in a vertical take-off and landing mode;

[0219] If the aircraft to be tested is in a vertical take-off and landing mode, the preset rotor angle of the aircraft to be tested is reduced through a pre-built flight management system to reduce the flight sideslip angle of the aircraft to be tested;

[0220] If the aircraft to be tested is not in the vertical take-off and landing mode, the preset rudder angle is reduced through the flight management system to reduce the flight sideslip angle of the aircraft to be tested, and the process returns to the above step of determining whether the flight sideslip angle is within the sideslip angle safety range based on the warning information;

[0221] If the flight sideslip angle is not greater than the maximum sideslip angle safety threshold, determining that the flight sideslip angle is less than the minimum sideslip angle safety threshold, and determining whether the aircraft to be tested is in a vertical take-off and landing mode;

[0222] If the aircraft under test is in a vertical take-off and landing mode, the flight management system increases the rotor angle of the aircraft under test to increase the flight sideslip angle of the aircraft under test;

[0223] If the aircraft to be tested is not in the vertical take-off and landing mode, the rudder angle is increased through the flight management system to increase the flight sideslip angle of the aircraft to be tested, and the step of determining whether the flight sideslip angle is within the sideslip angle safety range based on the warning information is returned;

[0224] If the flight sideslip angle is within the sideslip angle safety range, determining whether the flight angle of attack is within the angle of attack safety range based on the warning information;

[0225] If the flight angle of attack is not within the angle of attack safety range, determining whether the flight angle of attack is greater than the maximum angle of attack safety threshold;

[0226] If the flight angle of attack is greater than the maximum angle of attack safety threshold, determining whether the aircraft to be tested is in a vertical take-off and landing mode;

[0227] If the aircraft under test is in vertical take-off and landing mode, the flight management system is used to reduce the rotor angle of the aircraft under test and lower the flight angle of attack;

[0228] If the aircraft to be tested is not in the vertical take-off and landing mode, the power of the preset fixed wing is increased, the flight angle of attack is reduced, and the process returns to the above step of determining whether the flight angle of attack is within the safe range of the angle of attack based on the warning information;

[0229] If the flight angle of attack is not greater than the maximum angle of attack safety threshold, determining that the flight angle of attack is less than the minimum angle of attack safety threshold, and determining whether the aircraft to be tested is in a vertical take-off and landing mode;

[0230] If the aircraft under test is in a vertical take-off and landing mode, the flight management system is used to increase the rotor angle of the aircraft under test and increase the flight angle of attack;

[0231] If the aircraft to be tested is not in the vertical take-off and landing mode, the power of the fixed wing is reduced, and the process returns to the above step of determining whether the flight angle of attack is within the angle of attack safety range based on the warning information;

[0232] If the flight angle of attack is within the angle of attack safety range, determining whether the indicated airspeed is within the indicated airspeed safety range based on the warning information;

[0233] If the indicated airspeed is not within the indicated airspeed safety range, determining whether the indicated airspeed is greater than the maximum indicated airspeed safety threshold;

[0234] If the indicated airspeed is greater than the maximum indicated airspeed safety threshold, the preset engine power supply of the aircraft to be tested is reduced through the flight management system, and the process returns to the above step of determining whether the indicated airspeed is within the indicated airspeed safety range based on the warning information;

[0235] If the indicated airspeed is not greater than the maximum indicated airspeed safety threshold, determining that the flight indication is less than the minimum indicated airspeed safety threshold, and increasing the engine power supply of the aircraft under test through the flight management system, and returning to the above step of determining whether the indicated airspeed is within the indicated airspeed safety range based on the warning information;

[0236] If the indicated airspeed is within the indicated airspeed safety range, determining whether the flight overload is within the overload safety range based on the warning information;

[0237] If the flight overload is not within the overload safety range, determining whether the flight overload is greater than the maximum overload safety threshold;

[0238] If the flight overload is greater than the maximum overload safety threshold, the conversion rate of the aircraft to be tested is obtained, the turning rate of the aircraft to be tested is reduced and the engine power of the aircraft to be tested is reduced through the flight management system, and the process returns to the above step of determining whether the flight overload is within the overload safety range based on the warning information;

[0239] If the flight overload is not greater than the maximum overload safety threshold, it is determined that the flight overload is less than the minimum overload safety threshold, and the turning rate of the aircraft under test is increased and the engine power supply of the aircraft under test is increased through the flight management system, and the process returns to the above step of determining whether the flight overload is within the overload safety range based on the warning information;

[0240] If the flight overload is within the overload safety range, the flight adjustment of the aircraft to be tested is completed.

[0241] It can be explained that the flight mode refers to the different flight modes adopted by the aircraft under test during the flight process, the flight mode includes vertical take-off and landing mode and horizontal flight mode, the aircraft rotor angle refers to the angle of the aircraft rotor relative to its rotation plane, the rudder angle refers to the angle of the aircraft rudder relative to its center line, the fixed-wing power refers to the power used to drive the fixed-wing, the engine power supply refers to the power provided by the engine to the aircraft under test, and the conversion rate of the aircraft under test refers to the efficiency of the aircraft switching between vertical take-off and landing mode and horizontal flight mode.

[0242] For example, assuming that the aircraft to be tested is in vertical take-off and landing mode, the flight sideslip angle is 15°, the maximum sideslip angle safety threshold is 10°, the minimum sideslip angle safety threshold is 5°, the aircraft rotor angle is 45°, the flight sideslip angle is greater than the maximum sideslip angle safety threshold, the aircraft rotor angle is adjusted from 45° to 40°, and the adjusted first adjusted sideslip angle is obtained, the first adjusted sideslip angle is 12°, the first adjusted sideslip angle is still greater than the maximum sideslip angle safety threshold, the aircraft rotor angle is further adjusted from 40° to 35°, and the adjusted second adjusted sideslip angle is obtained, the second adjusted sideslip angle is 10°, which is within the sideslip angle safety range. If the aircraft to be tested is in horizontal flight mode, the flight sideslip angle is 12°, the maximum sideslip angle safety threshold is 10°, and the rudder angle is 10°, the rudder angle is adjusted from 10° to 15°, and the third adjusted sideslip angle is obtained, the third adjusted sideslip angle is 9°, which is within the sideslip angle safety range.

[0243] The present invention is to solve the problems described in the background technology. The present invention realizes the control of the aircraft to be tested, including the judgment of the dynamic safety parameter range, the adjustment of the dynamic safety parameters and the real-time flight altitude adjustment, by combining the collection of real-time flight data of the aircraft to be tested, the perception of environmental information, the calculation of the dynamic safety altitude and the automatic warning mechanism. First, by collecting the real-time flight data of the aircraft to be tested, the abnormal situation of the aircraft to be tested can be discovered in time, potential risks can be avoided, the overall flight safety can be improved, and the comprehensiveness and accuracy of the data can be ensured; secondly, the pre-built multi-spectral sensor and environmental monitor are used to perceive the environmental information in real time, so that the aircraft to be tested has a more comprehensive and accurate understanding of the surrounding environment, which helps to make more appropriate flight decisions in complex and changeable environments; then, the dynamic safety altitude is calculated using the environmental information and the real-time flight altitude, and the real-time flight altitude is adjusted based on the dynamic safety altitude, which can ensure that the aircraft to be tested always maintains a safe flight altitude under complex terrain and meteorological conditions, and can The invention can optimize the flight path and improve flight safety; further, the dynamic safety parameter range set of each flight parameter is calculated based on the real-time flight data and environmental information, which provides accurate data for judging whether each flight parameter is in the dynamic safety parameter range set, and ensures the accuracy of the control of the aircraft to be tested; then, if the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload do not all meet the dynamic safety parameter range set, the early warning unit is triggered to generate early warning information, which can quickly identify the abnormal parameters of the aircraft to be tested, issue an alarm in time, prevent flight risks, and improve flight safety; finally, if the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload all meet the dynamic safety parameter range set, the real-time flight data and environmental information are re-collected, the flight parameters are re-calculated and it is judged whether they all meet the dynamic safety parameter range set, and the cyclic judgment of whether the flight parameters all meet the dynamic safety parameter range set can ensure that the aircraft to be tested always maintains safe flight during the entire flight process and continuously prevents flight risks. Therefore, the invention can improve the stability of the control of the aircraft to be tested.

[0244] like Figure 2 1 is a functional module diagram of an aircraft control system based on a tilt-type vertical take-off and landing according to an embodiment of the present invention.

[0245] The aircraft control system 100 based on tilt-type vertical take-off and landing of the present invention can be installed in an electronic device. According to the functions to be implemented, the aircraft control system 100 based on tilt-type vertical take-off and landing can include a real-time flight data acquisition module 101, a dynamic safety altitude calculation module 102, a dynamic safety parameter range set calculation module 103 and a flight adjustment module 104. The module of the present invention can also be called a unit, which refers to a series of computer program segments that can be executed by an electronic device processor and can complete fixed functions, which are stored in the memory of the electronic device.

[0246] The real-time flight data acquisition module 101 is used to collect the real-time flight data of the aircraft to be tested, and use the real-time flight data to calculate the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload. The take-off and landing mode of the aircraft to be tested is a tilt-type vertical take-off and landing;

[0247] The dynamic safety altitude calculation module 102 is used to use a pre-built multi-spectral sensor and an environmental monitor to perceive environmental information in real time, wherein the environmental information includes: the highest altitude of the surrounding terrain and meteorological conditions, and the meteorological conditions include: the current environmental wind speed, the current environmental temperature and the current environmental pressure, obtain the real-time flight altitude, calculate the dynamic safety altitude based on the real-time flight altitude, the highest altitude of the surrounding terrain and the meteorological conditions, perform flight adjustments on the real-time flight altitude based on the dynamic safety altitude, and obtain altitude safety data;

[0248] A dynamic safety parameter range set calculation module 103, used to calculate a dynamic safety parameter range set based on the real-time flight data and environmental information, wherein the dynamic safety parameter range set includes: a sideslip angle safety range, an angle of attack safety range, an indicated speed safety range, and an overload safety range;

[0249] The flight adjustment module 104 is used to determine whether the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload all meet the dynamic safety parameter range set. If the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload all meet the dynamic safety parameter range set, the process returns to the above-mentioned step of collecting real-time flight data of the aircraft under test. If the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload do not all meet the dynamic safety parameter range set, the pre-built warning unit is triggered to generate warning information, and flight adjustment is performed on the aircraft under test through the warning information and the high safety data.

[0250] In detail, the modules in the tilt-type vertical take-off and landing aircraft control system 100 in the embodiment of the present invention are used in the same manner as described above. Figure 1 The same technical means are used as the aircraft control method based on tilt-type vertical take-off and landing described in the text, and can produce the same technical effects, so they will not be repeated here.

[0251] like Figure 3 1 is a schematic diagram of the structure of an electronic device for implementing an aircraft control method based on tilt-type vertical take-off and landing provided by an embodiment of the present invention.

[0252] The electronic device 1 may include a processor 10, a memory 11 and a bus 12, and may also include a computer program stored in the memory 11 and executable on the processor 10, such as an aircraft control method program based on a tilt-type vertical take-off and landing.

[0253] The memory 11 includes at least one type of readable storage medium, and the readable storage medium includes flash memory, mobile hard disk, multimedia card, card-type memory (for example: SD or DX memory, etc.), magnetic memory, disk, optical disk, etc. In some embodiments, the memory 11 can be an internal storage unit of the electronic device 1, such as a mobile hard disk of the electronic device 1. In other embodiments, the memory 11 can also be an external storage device of the electronic device 1, such as a plug-in mobile hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (SecureDigital, SD) card, a flash card (Flash Card), etc. equipped on the electronic device 1. Further, the memory 11 also includes an internal storage unit of the electronic device 1 and an external storage device. The memory 11 can not only be used to store application software and various types of data installed in the electronic device 1, such as the code of the aircraft control method program based on the tilt-type vertical take-off and landing, but also can be used to temporarily store data that has been output or is to be output.

[0254] The processor 10 may be composed of an integrated circuit in some embodiments, for example, a single packaged integrated circuit, or a plurality of packaged integrated circuits with the same or different functions, including one or more central processing units (CPUs), microprocessors, digital processing chips, graphics processors, and combinations of various control chips, etc. The processor 10 is the control core (Control Unit) of the electronic device, and uses various interfaces and lines to connect various components of the entire electronic device, and executes or executes programs or modules stored in the memory 11 (such as a control method program for a tilt-type vertical take-off and landing aircraft, etc.), and calls data stored in the memory 11 to execute various functions of the electronic device 1 and process data.

[0255] The bus 12 may be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus, etc. The bus 12 may be divided into an address bus, a data bus, a control bus, etc. The bus 12 is configured to realize connection and communication between the memory 11 and at least one processor 10, etc.

[0256] Figure 3 Only an electronic device with components is shown, and those skilled in the art will understand that Figure 3The structure shown does not constitute a limitation on the electronic device 1, and may include fewer or more components than shown in the figure, or combine certain components, or arrange the components differently.

[0257] For example, although not shown, the electronic device 1 may also include a power source (such as a battery) for supplying power to each component. Preferably, the power source may be logically connected to the at least one processor 10 through a power management device, so that the power management device can realize functions such as charging management, discharging management, and power consumption management. The power source may also include any components such as one or more DC or AC power sources, recharging devices, power failure detection circuits, power converters or inverters, power status indicators, etc. The electronic device 1 may also include a variety of sensors, Bluetooth modules, Wi-Fi modules, etc., which will not be repeated here.

[0258] Furthermore, the electronic device 1 may also include a network interface. Optionally, the network interface may include a wired interface and / or a wireless interface (such as a WI-FI interface, a Bluetooth interface, etc.), which is generally used to establish a communication connection between the electronic device 1 and other electronic devices.

[0259] Optionally, the electronic device 1 may further include a user interface, which may be a display, an input unit (such as a keyboard), or a standard wired interface or a wireless interface. Optionally, in some embodiments, the display may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, and an OLED (Organic Light-Emitting Diode) touch device. The display may also be appropriately referred to as a display screen or a display unit, which is used to display information processed in the electronic device 1 and to display a visual user interface.

[0260] The aircraft control method program based on tilt-type vertical take-off and landing stored in the memory 11 of the electronic device 1 is a combination of multiple instructions. When running in the processor 10, it can achieve:

[0261] Collecting real-time flight data of the aircraft to be tested, and using the real-time flight data to calculate the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload, wherein the take-off and landing mode of the aircraft to be tested is a tilt-type vertical take-off and landing;

[0262] Use pre-built multi-spectral sensors and environmental monitors to perceive environmental information in real time, wherein the environmental information includes: the highest altitude of the surrounding terrain and meteorological conditions, and the meteorological conditions include: the current environmental wind speed, the current environmental temperature and the current environmental pressure;

[0263] Obtaining a real-time flight altitude, and calculating a dynamic safety altitude based on the real-time flight altitude, the highest altitude of surrounding terrain, and meteorological conditions;

[0264] Perform flight adjustment on the real-time flight altitude based on the dynamic safety altitude to obtain altitude safety data;

[0265] Calculating a dynamic safety parameter range set based on the real-time flight data and environmental information, wherein the dynamic safety parameter range set includes: a sideslip angle safety range, an angle of attack safety range, an indicated speed safety range, and an overload safety range;

[0266] Determining whether the flight sideslip angle, flight angle of attack, indicated airspeed, and flight overload all comply with the dynamic safety parameter range set;

[0267] If the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload all meet the dynamic safety parameter range set, then return to the above step of collecting real-time flight data of the aircraft to be tested;

[0268] If the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload do not all meet the dynamic safety parameter range set, a pre-built warning unit is triggered to generate warning information;

[0269] The flight adjustment of the aircraft to be tested is performed through the warning information and the high safety data, thereby completing the aircraft control method based on the tilt-type vertical take-off and landing.

[0270] Specifically, the specific implementation method of the processor 10 for the above instructions can refer to Figures 1 to 3 The description of the relevant steps in the corresponding embodiments will not be repeated here.

[0271] Furthermore, if the module / unit integrated in the electronic device 1 is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. The computer-readable storage medium can be volatile or non-volatile. For example, the computer-readable medium can include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a mobile hard disk, a magnetic disk, an optical disk, a computer memory, and a read-only memory (ROM).

[0272] The present invention further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor of an electronic device, the computer program can implement:

[0273] Collecting real-time flight data of the aircraft to be tested, and using the real-time flight data to calculate the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload, wherein the take-off and landing mode of the aircraft to be tested is a tilt-type vertical take-off and landing;

[0274] Use pre-built multi-spectral sensors and environmental monitors to perceive environmental information in real time, wherein the environmental information includes: the highest altitude of the surrounding terrain and meteorological conditions, and the meteorological conditions include: the current environmental wind speed, the current environmental temperature and the current environmental pressure;

[0275] Obtaining a real-time flight altitude, and calculating a dynamic safety altitude based on the real-time flight altitude, the highest altitude of surrounding terrain, and meteorological conditions;

[0276] Perform flight adjustment on the real-time flight altitude based on the dynamic safety altitude to obtain altitude safety data;

[0277] Calculating a dynamic safety parameter range set based on the real-time flight data and environmental information, wherein the dynamic safety parameter range set includes: a sideslip angle safety range, an angle of attack safety range, an indicated speed safety range, and an overload safety range;

[0278] Determining whether the flight sideslip angle, flight angle of attack, indicated airspeed, and flight overload all comply with the dynamic safety parameter range set;

[0279] If the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload all meet the dynamic safety parameter range set, then return to the above step of collecting real-time flight data of the aircraft to be tested;

[0280] If the flight sideslip angle, flight angle of attack, indicated airspeed and flight overload do not all meet the dynamic safety parameter range set, a pre-built warning unit is triggered to generate warning information;

[0281] The flight adjustment of the aircraft to be tested is performed through the warning information and the high safety data, thereby completing the aircraft control method based on the tilt-type vertical take-off and landing.

[0282] In the several embodiments provided by the present invention, it should be understood that the disclosed devices, systems and methods can be implemented in other ways. For example, the system embodiments described above are only illustrative, and actual implementation may have other division methods.

[0283] The modules described as separate components may or may not be physically separated, and the components shown as modules may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0284] In addition, each functional module in each embodiment of the present invention may be integrated into one processing unit, each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of hardware plus software functional modules.

[0285] It is obvious to those skilled in the art that the present invention is not limited to the details of the above exemplary embodiments, and that the present invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the present invention.

[0286] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solution of the present invention can be modified or replaced by equivalents without departing from the spirit and scope of the technical solution of the present invention.

Claims

1. A method for controlling an aircraft based on a tilt-type vertical take-off and landing, characterized in that: The method comprises: collecting real-time flight data of the aircraft to be tested, and using the real-time flight data to calculate the flight sideslip angle, flight angle of attack, indicated airspeed, and flight overload, wherein the take-off and landing mode of the aircraft to be tested is a tilt-type vertical take-off and landing; Utilize pre-built multispectral sensors and environmental monitors to sense environmental information in real time, wherein the environmental information includes: the highest altitude of the surrounding terrain and meteorological conditions, wherein the meteorological conditions include: current ambient wind speed, current ambient temperature, and current ambient air pressure; Obtaining a real-time flight altitude, and calculating a dynamic safe altitude based on the real-time flight altitude, the highest altitude of surrounding terrain, and meteorological conditions; Performing flight adjustment on the real-time flight altitude based on the dynamic safety altitude to obtain altitude safety data; Calculating a dynamic safety parameter range set based on the real-time flight data and environmental information, wherein the dynamic safety parameter range set includes: a sideslip angle safety range, an angle of attack safety range, an indicated speed safety range, and an overload safety range; determining whether the flight sideslip angle, flight angle of attack, indicated airspeed, and flight overload all comply with the dynamic safety parameter range set; If the sideslip angle, angle of attack, indicated airspeed, and flight overload all meet the dynamic safety parameter range set, returning to the step of collecting real-time flight data of the aircraft under test; If the sideslip angle, angle of attack, indicated airspeed, and flight overload do not all conform to the dynamic safety parameter range set, a pre-built warning unit is triggered to generate a warning message; The aircraft to be tested is subjected to flight adjustments through the early warning information and the high safety data, thereby completing an aircraft control method based on tilt-type vertical take-off and landing.

2. The method for controlling a tilt-type vertical take-off and landing aircraft according to claim 1, wherein: The calculating of the flight sideslip angle, the flight angle of attack, the indicated airspeed and the flight overload by using the real-time flight data includes: Obtain lateral air velocity component, lateral velocity ground component, total air velocity and total ground velocity through real-time flight data; Obtain a sideslip angle air influence weight of the air speed on the flight sideslip angle and a sideslip angle ground influence weight of the ground speed on the flight sideslip angle, and calculate the flight sideslip angle using the sideslip angle air influence weight, the sideslip angle ground influence weight, the lateral air speed component, the lateral speed ground component, the total air speed, and the total ground speed: Among them, β refers to the flight sideslip angle, ω1 refers to the air influence weight of the sideslip angle, ω2 refers to the ground influence weight of the sideslip angle, V1 refers to the lateral air velocity component, V2 refers to the ground component of the lateral velocity, V3 refers to the total air velocity, and V4 refers to the total ground velocity; The flight angle of attack is calculated based on the pre-built flight angle of attack calculation formula, the indicated airspeed is calculated based on the pre-built indicated airspeed calculation formula, and the flight overload is calculated based on the pre-built flight overload calculation formula.

3. The method for controlling a tilt-type vertical take-off and landing aircraft according to claim 2, wherein: The calculation of the flight angle of attack based on the pre-built flight angle of attack calculation formula includes: Obtaining a vertical air velocity component, a vertical ground velocity component, a horizontal air velocity component, and a horizontal ground velocity component; Obtain an angle of attack air influence weight of air speed on the flight angle of attack and an angle of attack ground influence weight of ground speed on the flight angle of attack, and calculate the flight angle of attack using the angle of attack air influence weight, angle of attack ground influence weight, vertical air speed component, vertical ground speed component, horizontal air speed component, and horizontal ground speed component: Among them, α refers to the flight angle of attack, X1 refers to the vertical air velocity component, X2 refers to the vertical ground velocity component, X3 refers to the horizontal air velocity component, X4 refers to the horizontal ground velocity component, ω3 refers to the angle of attack air effect weight, and ω4 refers to the angle of attack ground effect weight.

4. The method for controlling a tilt-type vertical take-off and landing aircraft according to claim 3, wherein: The calculation of the indicated airspeed based on the pre-built indicated airspeed calculation formula includes: Obtain dynamic pressure, static pressure, standard sea level air density and indicated airspeed; Calculate indicated airspeed using the dynamic pressure, static pressure, standard sea level air density, and indicated airspeed at the indicated airspeed: Where S1 is the indicated airspeed, P1 is the dynamic pressure at the indicated airspeed, P0 is the static pressure, ρ0 is the standard sea level air density, and S2 is the indicated airspeed.

5. The method for controlling a tilt-type vertical take-off and landing aircraft according to claim 4, wherein: The flight overload calculation based on the pre-built flight overload calculation formula includes: Acquire, based on real-time flight data, an x-axis acceleration component of the aircraft under test on the x-axis, a y-axis acceleration component of the aircraft under test on the y-axis, a z-axis acceleration component of the aircraft under test on the z-axis, gravity acceleration, and a turning radius of the aircraft under test; The flight overload is calculated using the x-axis acceleration component, y-axis acceleration component, z-axis acceleration component, gravity acceleration, and turning radius of the aircraft to be tested: Where N represents the flight overload, a x represents the x-axis acceleration component, a y represents the y-axis acceleration component, a z represents the z-axis acceleration component, g represents the acceleration due to gravity, and R represents the turning radius of the aircraft to be tested.

6. The method for controlling a tilt-type vertical take-off and landing aircraft according to claim 4, wherein: The calculation of the dynamic safety altitude based on the real-time flight altitude, the highest altitude of the surrounding terrain and meteorological conditions includes: Obtain the basic safety altitude and weather correction altitude, and use the basic safety altitude and weather correction altitude to calculate the dynamic safety altitude: H d =H b +H w -H r Among them, H d Refers to the dynamic safety height, H b Refers to the basic safety height, H w Refers to the weather corrected altitude, H r Refers to the real-time flight altitude; The acquisition of the basic safety altitude and the weather correction altitude includes: Calculate the base safety height using the highest height of the surrounding terrain and the preset safety margin: H b =H t +H m Among them, H t Refers to the highest height of the surrounding terrain, H m Refers to safety margin; Calculate the weather correction factor using the weather conditions, and calculate the weather corrected altitude using the weather correction factor and indicated airspeed: H w =k w ×S1 Among them, k w Refers to the meteorological condition correction factor.

7. The method for controlling a tilt-type vertical take-off and landing aircraft according to claim 6, wherein: The calculating of a dynamic safety parameter range set based on the real-time flight data and environmental information includes: The maximum sideslip angle safety threshold of the flight sideslip angle is calculated based on the current ambient wind speed: Among them, β max Refers to the maximum sideslip angle safety threshold; Obtain the minimum safe sideslip angle of the aircraft to be tested, and calculate the minimum sideslip angle safety threshold of the flight sideslip angle based on the minimum safe sideslip angle: Among them, β min Refers to the minimum sideslip angle safety threshold, β2 refers to the minimum safe sideslip angle of the aircraft under test; The maximum angle of attack safety threshold of the flight angle of attack is calculated using the following formula: Among them, α max Refers to the maximum angle of attack safety threshold; Obtain the minimum safe angle of attack of the aircraft to be tested, and calculate the minimum angle of attack safety threshold of the flight angle of attack based on the minimum safe angle of attack: Among them, α min Refers to the minimum angle of attack safety threshold, α2 refers to the minimum safe angle of attack of the aircraft under test; Calculate the maximum indicated airspeed safety threshold using the following formula: Among them, S max Refers to the maximum speed indicator safety threshold; Obtain the minimum safe speed of the aircraft to be tested, and use the minimum safe speed to calculate the minimum indicated airspeed safety threshold: Among them, S min Refers to the minimum indicated speed safety threshold, S2 refers to the minimum safe speed of the aircraft under test; Obtain the structural limits and minimum safety limits of the aircraft under test; The maximum overload safety threshold of flight overload is calculated based on the structural limit of the aircraft to be tested: N max =N2×k w Among them, N max Refers to the maximum overload safety threshold, and N2 refers to the structural limit of the aircraft under test. The minimum overload safety threshold of the flight overload is calculated based on the minimum safety limit of the aircraft to be tested: N min =N3×k w Among them, N min N3 refers to the minimum overload safety threshold, and N3 refers to the minimum safety limit of the aircraft under test.

8. The method for controlling a tilt-type vertical take-off and landing aircraft according to claim 7, wherein: The performing flight adjustment on the aircraft to be tested using the warning information and the altitude safety data includes: Acquiring a flight mode through the warning information and the height safety data, wherein the flight mode includes: a vertical take-off and landing mode and a horizontal flight mode; determining whether the flight sideslip angle is within a sideslip angle safety range based on the warning information; If the flight sideslip angle is not within the sideslip angle safety range, determining whether the flight sideslip angle is greater than the maximum sideslip angle safety threshold; If the flight sideslip angle is greater than the maximum sideslip angle safety threshold, determining whether the aircraft to be tested is in a vertical take-off and landing mode; If the aircraft under test is in vertical take-off and landing mode, the preset rotor angle of the aircraft under test is reduced through the pre-built flight management system to reduce the flight sideslip angle of the aircraft under test; If the aircraft under test is not in vertical takeoff and landing mode, the flight management system reduces the preset rudder angle to reduce the sideslip angle of the aircraft under test, and returns to the step of determining whether the sideslip angle is within the sideslip angle safety range based on the warning information. If the flight sideslip angle is not greater than the maximum sideslip angle safety threshold, determining that the flight sideslip angle is less than the minimum sideslip angle safety threshold, and determining whether the aircraft to be tested is in a vertical take-off and landing mode; If the aircraft under test is in vertical take-off and landing mode, the flight management system increases the rotor angle of the aircraft under test and increases the flight sideslip angle of the aircraft under test; If the aircraft under test is not in the vertical take-off and landing mode, increasing the rudder angle through the flight management system to increase the sideslip angle of the aircraft under test, and returning to the step of determining whether the sideslip angle is within the sideslip angle safety range based on the warning information; If the flight sideslip angle is within the sideslip angle safety range, determining whether the flight angle of attack is within the angle of attack safety range based on the warning information; If the flight angle of attack is not within the angle of attack safety range, determining whether the flight angle of attack is greater than the maximum angle of attack safety threshold; If the flight angle of attack is greater than the maximum angle of attack safety threshold, determining whether the aircraft to be tested is in a vertical take-off and landing mode; If the aircraft under test is in vertical take-off and landing mode, the flight management system is used to reduce the rotor angle of the aircraft under test and lower the flight angle of attack; If the aircraft under test is not in vertical takeoff and landing mode, the preset fixed-wing power is increased, the flight angle of attack is reduced, and the process returns to the above step of determining whether the flight angle of attack is within the safe range based on the warning information; If the flight angle of attack is not greater than the maximum angle of attack safety threshold, determining that the flight angle of attack is less than the minimum angle of attack safety threshold, and determining whether the aircraft to be tested is in a vertical take-off and landing mode; If the aircraft under test is in vertical take-off and landing mode, the flight management system increases the rotor angle of the aircraft under test to increase the flight angle of attack; If the aircraft under test is not in vertical take-off and landing mode, the power of the fixed-wing is reduced, and the process returns to the above step of determining whether the flight angle of attack is within the safe angle of attack range based on the warning information; If the flight angle of attack is within the angle of attack safety range, determining whether the indicated airspeed is within the indicated airspeed safety range based on the warning information; If the indicated airspeed is not within the indicated airspeed safety range, determining whether the indicated airspeed is greater than the maximum indicated airspeed safety threshold; If the indicated airspeed is greater than the maximum indicated airspeed safety threshold, the flight management system reduces the preset engine power of the aircraft under test, and returns to the above step of determining whether the indicated airspeed is within the indicated airspeed safety range based on the warning information; If the indicated airspeed is not greater than the maximum indicated airspeed safety threshold, determining that the flight indication is less than the minimum indicated airspeed safety threshold, increasing engine power supply to the aircraft under test through the flight management system, and returning to the above step of determining whether the indicated airspeed is within the indicated airspeed safety range based on the warning information; If the indicated airspeed is within the indicated airspeed safety range, determining whether the flight overload is within the overload safety range based on the warning information; If the flight overload is not within the overload safety range, determining whether the flight overload is greater than the maximum overload safety threshold; If the flight overload is greater than the maximum overload safety threshold, obtaining a turning rate of the aircraft under test, reducing the turning rate of the aircraft under test and reducing engine power supply of the aircraft under test through the flight management system, and returning to the above step of determining whether the flight overload is within an overload safety range based on the warning information; If the flight overload is not greater than the maximum overload safety threshold, determining that the flight overload is less than the minimum overload safety threshold, increasing the turning rate of the aircraft under test and increasing the engine power supply of the aircraft under test through the flight management system, and returning to the above step of determining whether the flight overload is within the overload safety range based on the warning information; If the flight overload is within the overload safety range, the flight adjustment of the aircraft to be tested is completed.

9. The method for controlling a tilt-type vertical take-off and landing aircraft according to claim 6, wherein: The method of calculating the meteorological condition correction coefficient by using meteorological conditions includes: Obtain standard ambient wind speed, standard ambient air pressure, standard ambient temperature, wind speed influence coefficient, air pressure influence coefficient and temperature influence coefficient; The meteorological condition correction coefficient is calculated using the standard ambient wind speed, standard ambient air pressure, standard ambient temperature, wind speed influence coefficient, air pressure influence coefficient, temperature influence coefficient and meteorological conditions: Among them, k1 represents the wind speed influence coefficient, k2 represents the temperature influence coefficient, k3 represents the air pressure influence coefficient, V t Indicates the standard ambient wind speed, T t Indicates the standard ambient temperature, P t Indicates standard ambient air pressure, V w Indicates the current ambient wind speed, T w Indicates the current ambient temperature, P w Indicates the current ambient air pressure.

10. An aircraft control system based on tilt-type vertical take-off and landing, characterized in that: The system comprises: A real-time flight data acquisition module, configured to collect real-time flight data of the aircraft under test and calculate the flight sideslip angle, flight angle of attack, indicated airspeed, and flight overload using the real-time flight data. The take-off and landing mode of the aircraft under test is tilt-type vertical take-off and landing. A dynamic safety altitude calculation module is configured to utilize pre-built multispectral sensors and environmental monitors to sense environmental information in real time, wherein the environmental information includes: the highest altitude of the surrounding terrain and meteorological conditions, wherein the meteorological conditions include: the current ambient wind speed, the current ambient temperature, and the current ambient air pressure; obtain a real-time flight altitude; calculate a dynamic safety altitude based on the real-time flight altitude, the highest altitude of the surrounding terrain, and the meteorological conditions; perform flight adjustments on the real-time flight altitude based on the dynamic safety altitude to obtain altitude safety data; a dynamic safety parameter range set calculation module, configured to calculate a dynamic safety parameter range set based on the real-time flight data and environmental information, wherein the dynamic safety parameter range set includes: a sideslip angle safety range, an angle of attack safety range, an indicated speed safety range, and an overload safety range; The flight adjustment module is configured to determine whether the sideslip angle, angle of attack, indicated airspeed, and flight overload all conform to the dynamic safety parameter range set; if so, the module returns to the step of collecting real-time flight data of the aircraft under test; if not, the module triggers a pre-built warning unit to generate warning information, and performs flight adjustments on the aircraft under test based on the warning information and altitude safety data.

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