Control methods for electric aircraft, electric aircraft, and computer program products

Abstract

This application discloses a control method for an electric aircraft, an electric aircraft, and a computer program product, relating to the field of aircraft control technology. The method includes: acquiring acceleration signals and rotor operation data of the electric aircraft; performing crash detection analysis on the acceleration signals and rotor operation data to determine the detection result; and, in response to the detection result indicating a crash anomaly in the electric aircraft, controlling a cut-off switch to switch to an open state within a first time period, and controlling a closed switch to switch to a closed state within a second time period. The cut-off switch is located on the high-voltage main circuit of the electric aircraft's power supply system, and the closed switch is located on the high-voltage main circuit of the electric aircraft's power distribution system, with the closed switch connected in series with a discharge resistor. This application solves the technical problems of high difficulty in crash detection and low safety during electric aircraft flight.

Description

Technical Field

[0001] This application relates to the field of aircraft control technology, and more specifically, to a control method for an electric aircraft, an electric aircraft, and a computer program product. Background Technology

[0002] Electric aircraft may crash or collide during flight (collectively referred to as crashes). If appropriate measures are not taken in time after a crash, it may cause secondary damage. For example, leakage of electricity in the electric aircraft may cause the pilot and passengers to face the risk of electric shock, or it may cause secondary injuries to rescue personnel.

[0003] While some crash prevention control methods have been proposed in related technologies, most are designed for traditional fuel-powered aircraft and lack solutions for precise monitoring and identification of crash events. However, the internal high-voltage electrical systems and control systems of electric aircraft are not entirely different from those of fuel-powered aircraft; therefore, the solutions provided by these technologies are difficult to apply to the flight control scenarios of electric aircraft.

[0004] As can be seen from the above, accurately identifying electric aircraft crashes and improving safety through aircraft control in crash scenarios are significant technical challenges in this field. Currently, no effective solutions have been proposed to address these issues. Summary of the Invention

[0005] This application provides a control method for an electric aircraft, an electric aircraft, and a computer program product, to at least solve the technical problems of high difficulty in identifying crashes and low safety during the flight of an electric aircraft.

[0006] According to one aspect of the embodiments of this application, a control method for an electric aircraft is provided, comprising: acquiring acceleration signals and rotor operation data of the electric aircraft, wherein the acceleration signals are collected by a flight acceleration sensor installed on the electric aircraft, and the rotor operation data are obtained from the power domain controller of the electric aircraft via a controller local area network bus; performing crash detection analysis on the acceleration signals and rotor operation data to determine the detection result; and, in response to the detection result indicating that the electric aircraft has experienced a crash anomaly, controlling a cut-off switch to switch to an open state within a first time period, and controlling a closed switch to switch to a closed state within a second time period, wherein the cut-off switch is installed on the high-voltage main circuit of the power supply system of the electric aircraft, the closed switch is installed on the high-voltage main circuit of the power distribution system of the electric aircraft, and the closed switch is connected in series with a discharge resistor, the discharge resistor being used to assist in reducing the voltage of the high-voltage main circuit to a safe voltage range.

[0007] Optionally, crash detection analysis is performed on the acceleration signal and rotor operation data to determine the detection result, including: determining multiple acceleration components of the electric aircraft in multiple directions based on the acceleration signal; and determining the detection result as an abnormal crash of the electric aircraft in response to multiple acceleration components and rotor operation data satisfying abnormal conditions, wherein the abnormal conditions are determined by multiple crash thresholds corresponding to the crash abnormality.

[0008] Optionally, the rotor operating data includes rotor speed and rotor torque; multiple acceleration components and rotor operating data meet abnormal conditions including at least one of the following: the absolute value of at least one of the multiple acceleration components is greater than the acceleration impact threshold; the change in rotor speed within a preset detection period is greater than the speed impact threshold; the change in rotor torque within a preset detection period is greater than the torque impact threshold.

[0009] Optionally, the first duration range is smaller than the second duration range.

[0010] Optionally, the control method for the electric aircraft further includes: acquiring the real-time flight altitude of the electric aircraft; in response to the detection result indicating that the electric aircraft has crashed abnormally and the real-time flight altitude is within a preset altitude range, controlling the cut-off switch to the open state and controlling the closing switch to the closed state.

[0011] Optionally, the control method for the electric aircraft further includes: in response to the detection result indicating that the electric aircraft has crashed abnormally, triggering the motor controller of the electric aircraft to perform an active discharge action.

[0012] Optionally, the control method for the electric aircraft further includes: in response to the detection result indicating that the electric aircraft has crashed abnormally, triggering the battery management system of the electric aircraft to disconnect the main positive contactor and the main auxiliary contactor corresponding to the battery module.

[0013] Alternatively, the electric aircraft may be an electric flying car, an electric airplane, or an electric drone.

[0014] According to another aspect of the embodiments of this application, an electric aircraft is also provided, including: a power supply system, a power distribution system, an electric drive module, a power domain controller, and a crash detection and control module, wherein the power supply system is electrically connected to the power distribution system, the power supply system is electrically connected to the power domain controller, the power distribution system is electrically connected to the electric drive module, the power domain controller is electrically connected to the electric drive module, the crash detection and control module is electrically connected to the power domain controller, the crash detection and control module is electrically connected to the power supply system, and the crash detection and control module is electrically connected to the power distribution system; the power supply system includes a battery module and a battery management unit; the power distribution system includes a DC-DC converter, a power distribution box, and an on-board charging unit; the electric drive module includes a motor controller, an electric drive, and a rotor; the crash detection and control module includes an acceleration sensor, a crash processor, a cut-off switch, a closing switch, and a discharge resistor; the cut-off switch is disposed on the high-voltage main circuit of the power supply system, the closing switch is disposed on the high-voltage main circuit of the power distribution system, the closing switch is connected in series with the discharge resistor, and the discharge resistor is used to assist in reducing the voltage of the high-voltage main circuit to a safe voltage range; the crash processor is used to execute a computer program to implement the control method of the electric aircraft described above.

[0015] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the control method of the electric aircraft according to any one of the above.

[0016] In this embodiment, the acceleration signal and rotor operation data of the electric aircraft are acquired. The acceleration signal is collected by a flight acceleration sensor installed on the electric aircraft, and the rotor operation data is obtained from the power domain controller of the electric aircraft through the controller local area network bus. The acceleration signal and rotor operation data are subjected to crash detection analysis to determine the detection result. In response to the detection result indicating that the electric aircraft has crashed abnormally, the cut-off switch is controlled to switch to the open state within a first time period, and the closed switch is controlled to switch to the closed state within a second time period. The cut-off switch is installed on the high-voltage main circuit of the power supply system of the electric aircraft, and the closed switch is installed on the high-voltage main circuit of the power distribution system of the electric aircraft. The closed switch is connected in series with a discharge resistor, which is used to help reduce the voltage of the high-voltage main circuit to a safe voltage range. Therefore, this application uses the acceleration signal and rotor operation data of the electric aircraft to detect and analyze whether the electric aircraft has crashed. Upon determining that a crash has occurred, the application uses the built-in cut-off switch, closing switch, and discharge resistor to control the electric aircraft after the crash, quickly reducing the voltage of the high-voltage main circuit to a safe range. This achieves the goal of accurately detecting the crash and automatically controlling the reduction of the high-voltage main circuit, thereby improving the accuracy of crash identification during flight and enhancing the safety of electric aircraft applications. This solves the technical problems of high difficulty and low safety in crash identification during flight. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and provide related descriptions of those embodiments to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0018] Figure 1 This is a hardware structure block diagram of a computing terminal for implementing a control method for an electric aircraft according to an embodiment of this application;

[0019] Figure 2 This is a flowchart of a control method for an electric aircraft according to an embodiment of this application;

[0020] Figure 3 This is a schematic diagram of an optional system architecture for an electric aircraft according to an embodiment of this application;

[0021] Figure 4 This is a structural block diagram of an electric aircraft according to an embodiment of this application. Detailed Implementation

[0022] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments only include a part of the embodiments of the present application, and not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0023] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0024] According to an embodiment of the present invention, a method embodiment for controlling an electric aircraft is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, steps shown or described may be executed in a different order than that shown here.

[0025] The operating environment of the above method embodiments will be described by way of example. Figure 1 This is a hardware structure block diagram of a computing terminal for implementing a control method for an electric aircraft according to an embodiment of this application, such as... Figure 1 As shown, the computing terminal 10 (e.g., computer terminal, mobile smart terminal, vehicle terminal, drone terminal, flying car terminal, or cloud computing virtual terminal, etc.) may include: one or more processors 102, a memory 104 for storing data, and a transmission device 106 for implementing communication functions. Each processor 102 may include, but is not limited to, a processing component such as a microprocessor (MCU) or a field programmable gate array (FPGA).

[0026] The aforementioned computing terminal 10 may further include: a display device 110, an input / output device 108, a Universal Serial Bus (USB) port (which can be used as one of the ports of a computer bus, not shown in the figure), a network interface (not shown in the figure), a power supply (not shown in the figure), and a camera (not shown in the figure). Those skilled in the art will understand that... Figure 1 The structure of the computing terminal 10 shown is for illustrative purposes only and does not impose strict limitations on the structure of the computing terminal 10 described above. For example, the computing terminal 10 may also include components that are larger than... Figure 1 The more or fewer components shown, or the computing terminal 10 may have the same Figure 1 The components are shown in different categories.

[0027] It should be noted that one or more processors 102 and / or other data processing circuits in the aforementioned computing terminal 10 may be wholly or partially embodied in software, hardware, firmware, or any other combination thereof. Furthermore, the data processing circuitry may be a single, independent processing module, or may be wholly or partially integrated into any other element in the computing terminal 10 (or mobile device).

[0028] The memory 104 can be used to store software programs and modules of application software, such as the program instructions / data storage device corresponding to the control method of the electric aircraft in this embodiment. The processor 102 executes various functional applications and data processing by running the software programs and modules stored in the memory 104, thereby realizing the above-mentioned control method of the electric aircraft. The memory 104 may include high-speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to the computing terminal 10 via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0029] The transmission device 106 is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by the communication provider of the computing terminal 10. In one example, the transmission device 106 includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission device 106 may be a Radio Frequency (RF) module, which is used to communicate with the Internet wirelessly.

[0030] This application provides a control method for an electric aircraft. This control method can be used to provide control functions for electric aircraft in preset application scenarios. These preset application scenarios may include the following scenarios in the fields of flying cars, drones, and manned aircraft: autonomous commuting scenarios, artificial intelligence (AI) assisted driving scenarios, automatic parking assistance (APA) scenarios, and navigation-guided pilot (NGP) scenarios in urban or highway areas. Furthermore, these preset application scenarios may also include, but are not limited to: intelligent driving cargo aircraft scenarios in the logistics and transportation field, autonomous agricultural aircraft scenarios in the agricultural machinery field, and intelligent flying robot scenarios (such as cleaning robots, service robots, and delivery robots).

[0031] Under the above operating environment, the embodiments of this application provide the following: Figure 2 The control method of the electric aircraft shown Figure 2 This is a flowchart of a control method for an electric aircraft according to an embodiment of this application, such as... Figure 2 As shown, the method includes the following implementation steps S201 to S203.

[0032] Step S201: Acquire the acceleration signal and rotor operation data of the electric aircraft. The acceleration signal is collected by the flight acceleration sensor installed on the electric aircraft, and the rotor operation data is obtained from the power domain controller of the electric aircraft through the controller local area network bus.

[0033] The aforementioned electric aircraft can be aircraft that use electricity as their primary power source, such as electric vertical take-off and landing flying cars (eVTOL) and electric manned aircraft.

[0034] The aforementioned acceleration signal refers to the change in acceleration of an aircraft in different directions during its motion (including acceleration, deceleration, and impact). On electric aircraft, this is collected by acceleration sensors, which are typically installed in critical parts of the aircraft, such as the wings, fuselage, and rotor drive system, to accurately capture the aircraft's dynamic changes. Acceleration signals can be used to help determine whether the aircraft has encountered a crash or other abnormal situation.

[0035] The aforementioned flight acceleration sensor can be used to monitor changes in the acceleration of an aircraft. In electric aircraft, it can monitor the acceleration of the aircraft in real time along different axes (including but not limited to the X, Y, and Z axes, i.e., lateral, longitudinal, and vertical directions). The data from the flight acceleration sensor is one of the data input sources for a crash detection system.

[0036] The aforementioned rotor operating data may include parameters such as rotor speed, torque, and vibration, as well as temperature and pressure information. This rotor operating data is collected by sensors in the rotor system (such as rotor speed sensors and torque sensors) and transmitted through the aircraft's control system to assess the aircraft's stability and health status.

[0037] The aforementioned Controller Area Network (CAN) bus is a data bus used for communication between electronic devices, widely used in control systems in automobiles, aircraft, and other fields. In electric aircraft, the CAN bus is used to connect different controllers, such as power domain controllers, motor controllers, and battery management systems, to achieve real-time data sharing and efficient communication.

[0038] In this application scenario, the power domain controller of the electric aircraft actively retrieves or receives rotor operation data from other controllers (such as the rotor controller) on the electric aircraft via the CAN bus. This data transmission method enables real-time monitoring and centralized processing of sensor data.

[0039] Step S202: Perform crash detection analysis on the acceleration signal and rotor operation data to determine the detection results.

[0040] The aforementioned crash detection analysis is a process that uses real-time monitoring of an aircraft's acceleration signals and rotor operation data, combined with preset thresholds and algorithms, to determine whether the aircraft has experienced a crash event. Crash detection analysis is typically performed by the central control system or collision processor of the electric aircraft.

[0041] In application scenarios, after completing the crash detection analysis, the electric aircraft generates a crash event detection report, or detection result, based on the analysis results. This result characterizes whether a crash event has occurred. The detection result can help determine whether to initiate high-voltage isolation and active discharge procedures.

[0042] In step S203, in response to the detection result that the electric aircraft has crashed abnormally, the cut-off switch is controlled to switch to the open state within a first time period, and the closing switch is controlled to switch to the closed state within a second time period. The cut-off switch is set on the high-voltage main circuit of the electric aircraft's power supply system, and the closing switch is set on the high-voltage main circuit of the electric aircraft's power distribution system. The closing switch is connected in series with the discharge resistor, which is used to help reduce the voltage of the high-voltage main circuit to a safe voltage range.

[0043] The aforementioned disconnect switch can be a quick-connect switch. By default, this quick-connect switch is in the closed state. Under certain conditions, it can quickly switch to the open state within a short time. The disconnect switch is located on the high-voltage main circuit of the power supply system and is used to quickly disconnect the high-voltage power supply in emergencies, thereby cutting off the high-voltage electrical system and reducing the risk of electric shock.

[0044] The aforementioned closing switch can be a fast-closing switch. By default, this fast-closing switch is in the open state. Under specific conditions, it can quickly switch to the closed state within a short time. The closing switch is located on the high-voltage main circuit of the power distribution system and is connected in series with a discharge resistor. After the impact detection system confirms an impact, the closing switch is activated, forming a discharge circuit. The discharge resistor rapidly dissipates the electrical energy in the high-voltage circuit, reducing the voltage to a safe level.

[0045] The aforementioned discharge resistor is a component used to rapidly convert electrical energy in a high-voltage circuit into heat energy. After the high-voltage main circuit is isolated, by closing the switch to form a closed loop with the high-voltage main circuit, the discharge resistor rapidly releases the residual electrical energy, reducing the voltage to a safe range.

[0046] In the application scenario, when the crash detection system confirms a crash, the electric aircraft will immediately control the disconnect switch to switch to the open state within a first time range (e.g., 4ms) to quickly isolate the high-voltage power supply. At the same time, the closing switch switches to the closed state within a second time range (e.g., 6ms), forming an effective discharge circuit with the discharge resistor and starting to rapidly discharge the high-voltage main circuit.

[0047] In application scenarios, by real-time monitoring of acceleration signals and rotor operation data, combined with a rapid-response high-voltage electrical isolation and active discharge mechanism, the electric aircraft safety architecture proposed in this application can: rapidly identify and respond to crash anomalies within a very short time after a crash event, immediately cutting off the high-voltage power supply to minimize the risk of electric shock and fire; achieve rapid active discharge through discharge resistors, quickly reducing the high-voltage circuit to a safe voltage range to protect pilots, passengers, and rescue personnel from secondary electric shock injuries; improve the safety and reliability of the entire system, providing a solid technical guarantee for the safety of personnel in electric aircraft in emergency situations, filling the gap in the response speed and efficiency of crash electrical isolation in existing technologies; and achieve instant safety isolation and active discharge of the high-voltage electrical system, significantly improving the safety protection capability of electric aircraft in emergency situations such as crashes.

[0048] Through the technical solutions provided in steps S201 to S203 above, in this embodiment of the application, the acceleration signal and rotor operation data of the electric aircraft are obtained. The acceleration signal is collected by a flight acceleration sensor installed on the electric aircraft, and the rotor operation data is obtained from the power domain controller of the electric aircraft through the controller local area network bus. The acceleration signal and rotor operation data are subjected to crash detection analysis to determine the detection result. In response to the detection result that the electric aircraft has crashed abnormally, the cut-off switch is controlled to switch to the open state within a first time period, and the closed switch is controlled to switch to the closed state within a second time period. The cut-off switch is set on the high-voltage main circuit of the power supply system of the electric aircraft, and the closed switch is set on the high-voltage main circuit of the power distribution system of the electric aircraft. The closed switch is connected in series with the discharge resistor, which is used to help reduce the voltage of the high-voltage main circuit to a safe voltage range. Therefore, this application uses the acceleration signal and rotor operation data of the electric aircraft to detect and analyze whether the electric aircraft has crashed. Upon determining that a crash has occurred, the application uses the built-in cut-off switch, closing switch, and discharge resistor to control the electric aircraft after the crash, quickly reducing the voltage of the high-voltage main circuit to a safe range. This achieves the goal of accurately detecting the crash and automatically controlling the reduction of the high-voltage main circuit, thereby improving the accuracy of crash identification during flight and enhancing the safety of electric aircraft applications. This solves the technical problems of high difficulty and low safety in crash identification during flight.

[0049] In an exemplary application scenario, a method is provided as follows: Figure 3 The system architecture of the electric aircraft is shown. Figure 3As shown, accelerometer 1 and accelerometer 2 are used to collect acceleration signals from the electric aircraft. The power domain controller may include rotor operation data of the electric aircraft. The control method for the electric aircraft provided in this embodiment can run on a collision processor (including, for example,...) Figure 3 The collision processors 1 and 2 shown above are used to collect acceleration signals of the electric aircraft in different directions, and also to collect acceleration signals corresponding to different components of the electric aircraft.

[0050] like Figure 3 As shown, the acceleration sensor and the collision processor transmit acceleration signals through pulse-width modulation (PWM). The collision processor can obtain rotor operation data from the power domain controller via the CAN bus.

[0051] Still as Figure 3 As shown, the collision processors (including collision processor 1 and collision processor 2) communicate with a fast-closing switch (such as...) via PWM. Figure 3 The switch control corresponding to K1 in the diagram is connected to 1 via PWM and is connected to a fast-cut-off switch (such as...). Figure 3 The switch control 2 corresponding to K2 in the diagram is connected. When a crash event is determined to have occurred in the electric aircraft, the collision processor can control the fast closing switch to the closed state through switch control 1, and can also control the fast cutting-off switch to the open state through switch control 2.

[0052] like Figure 3 As shown, the power distribution unit (i.e., power distribution system) of the electric aircraft may also include: fuse R1 corresponding to the air conditioning heater, fuse R2 corresponding to the air conditioning compressor, fuse R3 corresponding to the DC-DC converter (DCDC), and fuse R4 corresponding to the on-board charger (OBC). In addition, a fast-discharge resistor connected in series with the fast-closing switch is designated R5 in the power distribution unit, and main fuses R6 and R7 are also provided on the high-voltage main circuit. Furthermore, an electric drive fuse R8 is provided between the power distribution unit and the motor controller.

[0053] like Figure 3 As shown, the motor controller of the electric aircraft also includes a microprocessor and a drive motor. The motor controller is connected to the power domain controller via a CAN bus for signal transmission. The power domain controller is connected to the battery management system of the power supply system via a CAN bus.

[0054] As an optional implementation, step S202 above, which involves crash detection analysis of the acceleration signal and rotor operation data to determine the detection result, may further include the following steps:

[0055] Step S221: Based on the acceleration signal, determine multiple acceleration components of the electric aircraft in multiple directions;

[0056] Step S222: In response to multiple acceleration components and rotor operation data satisfying abnormal conditions, the detection result is determined to be an abnormal crash of the electric aircraft. The abnormal conditions are determined by multiple crash thresholds corresponding to the crash abnormality.

[0057] The aforementioned multiple directions include the X, Y, and Z directions in three-dimensional space. Specifically, when an electric aircraft moves in three-dimensional space, its acceleration can be decomposed into three acceleration components along the X, Y, and Z axes. The X-axis typically represents the lateral motion of the electric aircraft, the Y-axis represents its longitudinal motion, and the Z-axis represents its vertical motion. Crashes of electric aircraft are usually accompanied by anomalous acceleration changes in multiple directions, such as rapid descent acceleration in the vertical direction and possible rotational acceleration in both the lateral and longitudinal directions.

[0058] In application scenarios, flight accelerometers continuously monitor the aircraft's acceleration signals and convert them into digital signals, which are then transmitted in real time to the central control system or collision processor via a CAN bus. The control system or processor decomposes the received acceleration signals into acceleration components along the X, Y, and Z axes for further analysis.

[0059] The aforementioned anomaly conditions may include a set of criteria for identifying whether acceleration signals and rotor operation data contain characteristics of a crash event. These anomaly conditions are set based on the analysis of data during normal flight and preset thresholds for changes in acceleration and rotor state that a crash event may cause.

[0060] The aforementioned crash thresholds can be indicators used to determine whether an electric aircraft has encountered a crash. These crash thresholds may include, but are not limited to, the maximum, minimum, or rate of change of acceleration components, and may also include abnormal rotational speed, torque, or vibration levels in rotor operating data. When any one or more of the acceleration signal and rotor operating data exceed these preset crash thresholds, the electric aircraft can be considered to have encountered a crash event.

[0061] The central control system or collision processor of the electric aircraft continuously analyzes the received acceleration components and rotor operation data. When any one or more of these data exceed the preset crash threshold, it is considered that the abnormal conditions have been met, and the central control system or collision processor will immediately determine that the electric aircraft may be experiencing or has already experienced a crash event.

[0062] Further confirmation that the acceleration components and rotor operation data meet the abnormal conditions will lead the collision processor to determine that the electric aircraft has experienced a crash anomaly. Subsequently, a high-voltage isolation and active discharge process will be initiated to rapidly reduce the high-voltage circuitry in the aircraft to a safe state, protecting personnel safety.

[0063] Through the technical solutions provided in steps S221 to S222 above, the embodiments of this application significantly improve the response speed and protection effect to crash events by comprehensively monitoring and analyzing acceleration signals and rotor operation data in real time, providing strong data analysis technical support for the safe operation of electric aircraft.

[0064] As an optional implementation, in step S222 above, the rotor operating data includes rotor speed and rotor torque; multiple acceleration components and rotor operating data satisfy at least one of the following abnormal conditions:

[0065] The absolute value of at least one of the multiple acceleration components is greater than the acceleration impact threshold;

[0066] The change in rotor speed within a preset detection period exceeds the rotor speed impact threshold.

[0067] The change in rotor torque within a preset detection period is greater than the torque impact threshold.

[0068] The aforementioned rotor operation data is a set of information provided by the rotor system of the electric aircraft, reflecting the current state of the rotor, mainly including rotor speed and rotor torque. This rotor operation data not only reflects the flight performance of the electric aircraft, but also provides important clues in abnormal situations, helping the system to quickly diagnose problems.

[0069] The rotor speed mentioned above refers to the number of revolutions per minute (rpm) of the rotor of an electric aircraft. Normal operation of the rotor requires maintaining a stable speed range to ensure that the electric aircraft maintains appropriate lift and flight stability.

[0070] Rotor torque refers to the torque exerted on the rotor shaft of an electric aircraft during rotor rotation, reflecting the force output from the motor to the rotor shaft. The magnitude of rotor torque affects the rotor speed and the maneuverability of the electric aircraft.

[0071] The aforementioned acceleration components include the acceleration components of the electric aircraft along the lateral (X-axis), longitudinal (Y-axis), and vertical (Z-axis) directions.

[0072] In the operational application scenario of electric aircraft, if at least one of the following conditions a, b, and c is detected, it will be determined that the crash anomaly condition is met.

[0073] Scenario a: The absolute value of at least one of the multiple acceleration components is greater than the acceleration crash threshold (e.g., 5 m / s^2). This means that the electric aircraft has encountered an abnormal acceleration change in a certain direction, such as a sudden drop or violent lateral movement. This anomaly is usually closely related to a crash event.

[0074] Scenario b: The change in rotor speed within the preset detection period exceeds the rotor speed impact threshold. A sharp drop or irregular change in rotor speed may indicate that the rotor system has suffered physical damage, which is a significant indicator of a crash event.

[0075] Scenario c: The change in rotor torque within the preset detection period exceeds the torque crash threshold. Abnormal fluctuations in rotor torque also suggest that the electric aircraft may have encountered an external impact beyond its normal operating range, which is particularly evident in crash scenarios.

[0076] By using the above-mentioned technical solutions for determining whether abnormal conditions are met, the embodiments of this application can significantly improve the electrical system safety and personnel protection level of electric aircraft in the event of a crash by real-time monitoring of acceleration components and rotor operation data and responding quickly according to preset abnormal conditions, thus making an important contribution to the application of electric aircraft in various scenarios and the improvement of safe flight standards.

[0077] As an optional implementation, in the control method of the electric aircraft described above, the first duration range is shorter than the second duration range.

[0078] The first duration range is set to T+4ms, and the second duration range is set to T+6ms.

[0079] The aforementioned first time range can be the time interval from the detection of the abnormal signal to the system's response and execution of high-voltage electrical isolation after an abnormal collision occurs in an electric aircraft. Within this first time range, the system needs to quickly determine whether it is a collision event and immediately activate protection mechanisms, such as disconnecting the main contactor to cut off the high-voltage power supply and avoid the risk of electric shock. For example, this time range can be set to T+4ms, meaning that high-voltage electrical isolation is performed within 4 milliseconds after the collision signal is detected (denoted as time T).

[0080] The aforementioned second timeframe refers to the time interval from when the electric aircraft detects an abnormal crash signal to when it completes active discharge, reducing the voltage of the high-voltage circuit to a safe level. Control operations performed within this second timeframe typically involve disconnecting the battery from the motor, creating a discharge loop, and releasing the electrical energy in the circuit as heat through a discharge resistor, ensuring the voltage drops to a safe level that will not harm personnel. For example, the second timeframe could be set to complete active discharge within 6 milliseconds to several seconds after detecting the crash signal (denoted as time T), reducing the voltage to below 60V (DC).

[0081] Through the above technical solutions, the setting of the first and second time ranges in the embodiments of this application ensures that when the electric aircraft encounters an abnormal crash, it can quickly activate high-voltage electrical isolation and complete active discharge within a safe time. This has important technical effects on improving personnel safety, optimizing emergency response procedures, improving rescue efficiency, and reducing system damage.

[0082] As an optional implementation, the control method for the electric aircraft described above may further include the following execution steps:

[0083] Step S2041: Obtain the real-time flight altitude of the electric aircraft;

[0084] In step S2042, in response to the detection result that the electric aircraft has crashed abnormally and the real-time flight altitude is within the preset altitude range, the cut-off switch is switched to the open state, and the closing switch is switched to the closed state.

[0085] The aforementioned real-time flight altitude can be the current flight altitude data monitored and provided in real time by altitude sensors or positioning devices while the electric aircraft is in flight. Real-time flight altitude can be used to assess the flight status and environmental conditions of the electric aircraft during crash detection and response processes.

[0086] The aforementioned preset altitude range can be a range pre-set by the system based on the safety design and flight characteristics of the electric aircraft. When the real-time flight altitude of the electric aircraft falls within this range, the system will consider the electric aircraft to be in a specific flight phase or environment, requiring specific safety measures to be taken.

[0087] In the application scenario, the system checks the real-time flight altitude of the electric aircraft while confirming a crash event. If the real-time flight altitude is within the preset crash response altitude range, the system will immediately initiate a safety response procedure, including controlling the disconnect switch to quickly open and cut off the high-voltage power supply, and controlling the close switch to close and form a discharge circuit with the discharge resistor to quickly reduce the voltage in the high-voltage circuit to a safe range.

[0088] Through the technical solutions provided in steps S2041 to S2042 above, this embodiment of the application, by combining crash detection results and flight altitude information, can intelligently determine whether it is necessary to immediately initiate high-voltage electrical isolation and active discharge procedures, avoiding the execution of safety responses at inappropriate flight phases or altitudes, thereby improving the accuracy and effectiveness of the response. Upon confirming a crash event and detecting that the electric aircraft is within a preset altitude range, the system can respond rapidly, cutting off the high-voltage power supply and performing active discharge, effectively preventing electric shock accidents and fire risks, and protecting the lives of pilots, passengers, and rescue personnel. Furthermore, the introduction of real-time flight altitude data enables the electric aircraft to flexibly adjust its safety response strategy according to environmental changes, which is of great significance for improving the safety, reliability, and overall flight performance of the electric aircraft.

[0089] As an optional implementation, the control method for the electric aircraft described above may further include the following execution steps:

[0090] Step S205: In response to the detection result indicating that the electric aircraft has crashed abnormally, the motor controller of the electric aircraft is triggered to perform an active discharge action.

[0091] In application scenarios, when the crash detection system determines that any one or more of the following data—acceleration components, rotor speed and torque changes, and real-time flight altitude—exceeds a preset abnormal threshold, the system will determine that the electric aircraft has encountered a crash anomaly.

[0092] The aforementioned Motor Controller Unit (MCU) is a component in the electric drive system of an electric aircraft used to control the operating status of the motor. For example, the MCU can be used to control the motor's start, stop, speed adjustment, and perform active discharge operations in emergency situations.

[0093] The aforementioned active discharge action can refer to the process by which, upon detecting an abnormal impact signal, the motor controller rapidly releases electrical energy in the high-voltage electrical system to a level below a safe threshold through an internal discharge circuit or discharge device (such as the discharge resistor in the embodiments of this application). The execution of this active discharge action typically involves disconnecting the high-voltage battery from the motor and dissipating the stored electrical energy in the circuit as heat through the discharge resistor.

[0094] For example, upon confirming an abnormal crash of an electric aircraft, the system will trigger the motor controller to perform an active discharge action. Specifically, the system (such as a collision processor) sends a command to the motor controller, instructing it to prepare to execute the active discharge procedure; upon receiving the command, the motor controller disconnects the relay between itself and the high-voltage battery, cutting off the power supply; the motor controller activates its internal discharge circuit, closing the discharge switch to create a path between the high-voltage circuit and the discharge resistor; electrical energy is rapidly converted into heat energy through the discharge resistor, and the voltage in the high-voltage circuit drops rapidly to a safe voltage level within milliseconds to tens of milliseconds; after the active discharge is completed, the motor controller will report the status to the system, confirming that the high-voltage circuit has been safely discharged.

[0095] Through the technical solution provided in step S25 above, this application embodiment integrates and optimizes the active discharge function of the motor controller, enabling it to quickly respond to and eliminate the safety threat to the high-voltage electrical system when an abnormal crash is detected. This is of great significance for improving the safety performance of electric aircraft, ensuring the safety of passengers and rescue personnel, optimizing aircraft design, and improving rescue efficiency.

[0096] Specifically, by rapidly performing active discharge after a crash, residual voltage in the high-voltage electrical system can be significantly reduced, avoiding the risk of electric shock and protecting pilots, passengers, and potential rescuers from injury. Active discharge can quickly dissipate energy stored in high-voltage circuits, preventing fires caused by short circuits, arcing, etc., ensuring the safety of aircraft wreckage, and reducing the risk of post-accident fire and explosion. Upon receiving an abnormal crash signal, the motor controller can perform active discharge in a very short time, improving the system's response speed to emergencies and ensuring the immediacy of safety measures. By integrating active discharge functionality, the motor controller can not only control the normal operation of the motors but also participate in the safety protection of the high-voltage electrical system, promoting the overall optimization of the electric aircraft's electrical architecture. Active discharge reduces the risks of the high-voltage electrical system, creating a safer rescue environment for rescuers and improving the safety and efficiency of rescue operations.

[0097] As an optional implementation, the control method for the electric aircraft described above may further include the following execution steps:

[0098] Step S206: In response to the detection result indicating that the electric aircraft has crashed abnormally, the battery management system of the electric aircraft is triggered to disconnect the main positive contactor and the main auxiliary contactor corresponding to the battery module.

[0099] like Figure 3 As shown, the power supply system of the electric aircraft includes a battery module, a battery management system, a pre-charge resistor R9, and an X capacitor (such as...). Figure 3 C1 in the example and multiple contactors. For example... Figure 3In this diagram, A1 represents the main positive contactor, A2 represents the pre-charge contactor, and A3 represents the main negative contactor. The battery module also includes two CY capacitors (such as...). Figure 3 C2 and C3 are connected as shown.

[0100] A Battery Management System (BMS) is a component of an electric aircraft's power supply system used to monitor and manage key parameters such as the health status, charge level, temperature, and voltage of the high-voltage battery modules. Through sophisticated algorithms and control logic, the BMS ensures the safe and efficient operation of the battery modules under various flight conditions.

[0101] The aforementioned battery module is a key component of the high-voltage power supply for electric aircraft. A battery module typically consists of multiple individual battery cells connected in series and / or parallel. The battery module provides high voltage and high current to the drive motor and other high-voltage accessories.

[0102] The aforementioned main positive contactor is located at the positive output terminal of the battery module and is responsible for connecting and disconnecting the circuit between the high-voltage battery and the electric drive system, power distribution system, and other high-voltage accessories. During normal flight, the main positive contactor is in the closed state to ensure power supply; however, in an emergency, such as in the event of a crash, the BMS will control the main positive contactor to open to cut off the high-voltage power supply.

[0103] The aforementioned main and auxiliary contactors are located in the high-voltage electrical circuit and are used to smooth the voltage when starting the high-voltage system, preventing damage to the system from transient high-voltage surges. In emergency situations such as crashes, the BMS will also control the main and auxiliary contactors to disconnect, further ensuring the isolation of the high-voltage system.

[0104] In the application scenario, when the crash detection system determines that an electric aircraft has experienced a crash anomaly, the battery management system (BMS) will perform the following control actions: The BMS controls the main positive contactor of the battery module to disconnect, thereby physically disconnecting the high-voltage battery from the electric drive system, power distribution system, and other high-voltage accessories. This quickly cuts off the power supply, prevents current from flowing in the post-crash circuit, and avoids the risk of electric shock. The BMS also controls the main and auxiliary contactors of the battery module to disconnect, further ensuring complete isolation of the high-voltage electrical system, preventing any potential short circuits or arcing, and reducing the risk of fire.

[0105] Through the technical solution provided in step S206 above, this application embodiment achieves rapid isolation of the high-voltage electrical system after a crash by integrating the main positive contactor and the main auxiliary contactor of the BMS disconnect battery module. This is of great significance for protecting personnel safety, reducing fire risk, optimizing battery management functions, and improving the overall safety standards of electric aircraft.

[0106] Specifically, by rapidly disconnecting the main positive contactor and the main auxiliary contactor, the BMS can effectively cut off the high-voltage power supply, preventing electric shock injuries to pilots, passengers, and rescue personnel after a crash, significantly improving personnel safety in electric aircraft during emergencies. Disconnecting the high-voltage circuit not only prevents electric shock accidents but also reduces the possibility of fires caused by short circuits or arc discharges, protecting the safety of aircraft wreckage and reducing secondary disasters after an accident. The BMS's rapid response mechanism allows the isolation of the high-voltage electrical system to be completed instantly upon a crash, shortening the time from the crash to complete safety of the high-voltage system and creating favorable conditions for rescue operations. The technical solution of this application expands the functionality of the BMS, enabling it to participate in the emergency safety response of the aircraft while monitoring and managing battery health, enhancing the core value of the BMS in electric aircraft design. By integrating a highly efficient high-voltage electrical isolation mechanism, the safety performance of electric aircraft is significantly improved, setting a new benchmark for safety standards in the field of electric aviation.

[0107] As an optional implementation method, in the above-mentioned control method for electric aircraft, the electric aircraft is an electric flying car, an electric airplane, or an electric drone.

[0108] The aforementioned electric flying car is a new type of transportation that combines land driving and air flight capabilities. It is typically designed as a vertical take-off and landing vehicle (eVTOL) that can provide a fast and efficient travel solution in urban environments.

[0109] The aforementioned electric aircraft refers to aircraft primarily driven by electric motors. Electric aircraft offer significant advantages in terms of environmental protection and noise control. Electric aircraft can be designed as fixed-wing, rotary-wing, or tiltrotor aircraft, thus adapting to different flight missions and environments.

[0110] The aforementioned electric drones refer to unmanned aerial vehicles driven by electric motors, widely used in aerial photography, logistics delivery, agricultural spraying, and emergency rescue. Electric drones are typically designed in both multi-rotor and fixed-wing configurations, capable of performing a variety of complex flight missions.

[0111] Applying the technical solution of this application to different types of electric aircraft (electric flying cars, electric airplanes, or electric drones) can provide a consistent high-voltage electrical system safety protection mechanism for electric aircraft of different types and uses, ensuring that in the event of a crash or abnormal situation, the high-voltage power supply of the electric aircraft can be quickly cut off and actively discharged to reduce the voltage to a safe range, thereby avoiding secondary damage.

[0112] By integrating crash detection, high-voltage electrical isolation, and active discharge functions, the technical solution of this application can improve the response speed of different types of electric aircraft in emergency situations, ensuring the safety of personnel and the safety of aircraft wreckage.

[0113] The technical solutions provided in this application enable electric aircraft, electric airplanes, and electric drones to share the same crash protection architecture, which helps to promote the establishment of technical standards in the electric aircraft industry and facilitates the integration and sharing of technologies among different aircraft.

[0114] Through the above technical solutions, this application provides a crash protection architecture applicable to various electric aircraft, achieving broad applicability, unified safety protection standards, and enhanced emergency response capabilities, thus providing a solid technical guarantee for the safe flight of electric aircraft and the safety of passengers and rescue personnel in emergency situations.

[0115] In summary, this application proposes a crash-induced electric shock protection scheme for electric aircraft. The core of this scheme lies in its immediate response to crash events, rapidly activating an efficient and safe electrical isolation and discharge mechanism. Specifically, the technical solution provided in this application integrates a high-precision crash detection sensor and an intelligent control unit, enabling the high-voltage power supply to be cut off within a short time (e.g., 4ms) after a crash, preventing current flow. Simultaneously, by optimizing the control logic between the battery management system (BMS) and the electric drive system, the motor controller (MCU) is triggered to perform active discharge, rapidly reducing the voltage of the high-voltage circuit to a safe level (below 60V) within 11ms, significantly shortening the time required for traditional active discharge (typically 1 to 3 seconds).

[0116] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation portals are provided for users to choose to authorize or refuse.

[0117] It should be noted that, for the sake of simplicity, the technical solutions in the above method embodiments are described as a series of actions. However, those skilled in the art should understand that this application is not limited to the order of actions in the described action combination, because according to this application, some of the above steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in this application specification are preferred embodiments, and the actions and modules involved are not necessarily essential for implementing the technical solutions of this application.

[0118] According to an embodiment of the present invention, an embodiment of an electric aircraft is also provided. Figure 4 This is a structural block diagram of an electric aircraft according to an embodiment of this application, such as... Figure 4 As shown, the electric aircraft includes a power supply system, a power distribution system, an electric drive module, a power domain controller, and a crash control module. The power supply system includes a battery module and a battery management unit; the power distribution system includes a DC-DC converter, a power distribution box, and an onboard charging unit; the electric drive module includes a motor controller, an electric drive unit, and a rotor; the crash control module includes an acceleration sensor, a crash processor, a cut-off switch, a closing switch, and a discharge resistor; the cut-off switch is located on the high-voltage main circuit of the power supply system, and the closing switch is located on the high-voltage main circuit of the power distribution system. The closing switch is connected in series with the discharge resistor, which assists in reducing the voltage of the high-voltage main circuit to a safe voltage range; the crash processor executes a computer program to implement any of the above-mentioned control methods for the electric aircraft.

[0119] Still as Figure 4 As shown, the power supply system is electrically connected to the power distribution system, the power supply system is electrically connected to the power domain controller, the power distribution system is electrically connected to the electric drive module, the power domain controller is electrically connected to the electric drive module, the crash control module is electrically connected to the power domain controller, the crash control module is electrically connected to the power supply system, and the crash control module is electrically connected to the power distribution system.

[0120] According to an embodiment of the present invention, an embodiment of an electronic device is also provided, the electronic device including a memory and a processor, the memory storing a computer program, and the processor being configured to run the computer program to implement the above-described control method for an electric aircraft.

[0121] According to an embodiment of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to implement the above-described control method for an electric aircraft.

[0122] Optionally, the aforementioned computer storage media may include, but are not limited to: hard disk drives (HDDs), solid state drives (SSDs), USB flash drives, optical discs, memory cards, cloud storage media, and network-attached storage (NAS) devices.

[0123] Optionally, the aforementioned computer-readable storage medium may be configured to store a computer program for performing the following steps: acquiring acceleration signals and rotor operation data of the electric aircraft, wherein the acceleration signals are collected by a flight acceleration sensor installed on the electric aircraft, and the rotor operation data are obtained from the power domain controller of the electric aircraft via a controller area network bus; performing crash detection analysis on the acceleration signals and rotor operation data to determine the detection results; in response to the detection result indicating that the electric aircraft has experienced a crash anomaly, controlling a cut-off switch to switch to an open state within a first time period, and controlling a closed switch to switch to a closed state within a second time period, wherein the cut-off switch is installed on the high-voltage main circuit of the electric aircraft's power supply system, the closed switch is installed on the high-voltage main circuit of the electric aircraft's power distribution system, and the closed switch is connected in series with a discharge resistor, which is used to assist in reducing the voltage of the high-voltage main circuit to a safe voltage range.

[0124] According to an embodiment of the present invention, a computer program product is also provided. This computer program product includes a computer program that, when executed by a processor, can implement the aforementioned control method for an electric aircraft.

[0125] Optionally, the aforementioned computer program product can provide control services for electric aircraft based on the aforementioned control method for electric aircraft.

[0126] Optionally, in this embodiment, the computer program product may be a set of instructions and codes pre-written according to the control method of the electric aircraft described above. This computer program product can run on various computer platforms, including personal computers, servers, mobile devices, etc.

[0127] Optionally, in this embodiment, the instructions and code corresponding to the computer program product are used to implement the following method steps: acquiring the acceleration signal and rotor operation data of the electric aircraft, wherein the acceleration signal is collected by a flight acceleration sensor installed on the electric aircraft, and the rotor operation data is obtained from the power domain controller of the electric aircraft through the controller local area network bus; performing crash detection analysis on the acceleration signal and rotor operation data to determine the detection result; in response to the detection result indicating that the electric aircraft has experienced a crash anomaly, controlling the cut-off switch to switch to the open state within a first time period, and controlling the closed switch to switch to the closed state within a second time period, wherein the cut-off switch is installed on the high-voltage main circuit of the power supply system of the electric aircraft, the closed switch is installed on the high-voltage main circuit of the power distribution system of the electric aircraft, and the closed switch is connected in series with a discharge resistor, which is used to assist in reducing the voltage of the high-voltage main circuit to a safe voltage range.

[0128] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0129] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For instance, the division of multiple modules can be a logical functional division, and in actual implementation in application scenarios, there can be any other possible division methods. Furthermore, multiple modules (or units or components within modules) can be combined with each other and integrated into another system. For example, some features in the method embodiments described above can be ignored or skipped during execution.

[0130] It should be noted that in the above embodiments, the modules, components, or units described as separate parts can be physically separated or physically integrated. The components shown as modules or units can be physical modules or units, or virtual modules or units. That is, multiple modules or units can be located in the same position or distributed across multiple positions or spaces. In application scenarios, depending on the actual needs of the scenario, some or all of the multiple modules or units can be selected to implement the technical solutions of the embodiments of this application, thereby achieving the corresponding technical objectives.

[0131] Specifically, for integrated functional modules or units, if they are implemented as software functional units and sold or used as independent products, the module or functional unit can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application.

[0132] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A control method for an electric aircraft, characterized in that, include: The acceleration signal and rotor operation data of the electric aircraft are acquired, wherein the acceleration signal is collected by a flight acceleration sensor installed on the electric aircraft, and the rotor operation data is obtained from the power domain controller of the electric aircraft through the controller local area network bus; The acceleration signal and the rotor operation data are subjected to crash detection analysis to determine the detection results; In response to the detection result indicating that the electric aircraft has crashed abnormally, the cut-off switch is controlled to switch to the open state within a first time period, and the closing switch is controlled to switch to the closed state within a second time period. The cut-off switch is located on the high-voltage main circuit of the electric aircraft's power supply system, and the closing switch is located on the high-voltage main circuit of the electric aircraft's power distribution system. The closing switch is connected in series with a discharge resistor, which is used to assist in reducing the voltage of the high-voltage main circuit in the power distribution system to a safe voltage range.

2. The control method for an electric aircraft according to claim 1, characterized in that, The acceleration signal and the rotor operation data are subjected to crash detection analysis to determine the detection results, including: Based on the acceleration signal, determine multiple acceleration components of the electric aircraft in multiple directions; In response to the multiple acceleration components and the rotor operation data satisfying the abnormal conditions, the detection result is determined to be that the electric aircraft has experienced the crash anomaly, wherein the abnormal conditions are determined by multiple crash thresholds corresponding to the crash anomaly.

3. The control method for an electric aircraft according to claim 2, characterized in that, The rotor operating data includes rotor speed and rotor torque; the multiple acceleration components and the rotor operating data satisfy at least one of the following abnormal conditions: At least one of the plurality of acceleration components has an absolute value greater than the acceleration impact threshold. The change in rotor speed within a preset detection period is greater than the rotor speed impact threshold. The change in rotor torque within a preset detection period is greater than the torque impact threshold.

4. The control method for an electric aircraft according to claim 1, characterized in that, The first duration range is shorter than the second duration range.

5. The control method for an electric aircraft according to claim 1, characterized in that, The control method for the electric aircraft also includes: Obtain the real-time flight altitude of the electric aircraft; In response to the detection result indicating that the electric aircraft has experienced a crash anomaly and the real-time flight altitude is within a preset altitude range, the cut-off switch is controlled to switch to the open state, and the closing switch is controlled to switch to the closed state.

6. The control method for an electric aircraft according to claim 1, characterized in that, The control method for the electric aircraft also includes: In response to the detection result indicating that the electric aircraft has experienced a crash anomaly, the motor controller of the electric aircraft is triggered to perform an active discharge action.

7. The control method for an electric aircraft according to claim 1, characterized in that, The control method for the electric aircraft also includes: In response to the detection result indicating that the electric aircraft has experienced a crash anomaly, the battery management system of the electric aircraft is triggered to disconnect the main positive contactor and the main auxiliary contactor corresponding to the battery module.

8. The control method for an electric aircraft according to claim 1, characterized in that, The electric aircraft can be an electric flying car, an electric airplane, or an electric drone.

9. An electric aircraft, characterized in that, include: The system comprises a power supply system, a power distribution system, an electric drive module, a power domain controller, and a crash control module, wherein the power supply system is electrically connected to the power distribution system, the power supply system is electrically connected to the power domain controller, the power distribution system is electrically connected to the electric drive module, the power domain controller is electrically connected to the electric drive module, the crash control module is electrically connected to the power domain controller, the crash control module is electrically connected to the power supply system, and the crash control module is electrically connected to the power distribution system. The power supply system includes a battery module and a battery management system; The power distribution system includes a DC-DC converter, a power distribution box, and an on-board charging unit; The electric drive module includes a motor controller, an electric drive, and a rotor; The crash control module includes a flight acceleration sensor, a crash processor, a cut-off switch, a closing switch, and a discharge resistor; The disconnect switch is installed on the high-voltage main circuit of the power supply system, and the closing switch is installed on the high-voltage main circuit of the power distribution system. The closing switch is connected in series with the discharge resistor, and the discharge resistor is used to help reduce the voltage of the high-voltage main circuit of the power distribution system to a safe voltage range. The crash processor is used to execute a computer program to implement the control method of the electric aircraft according to any one of claims 1 to 7.

10. A computer program product, characterized in that, It includes a computer program that, when executed by a processor, implements the control method for an electric aircraft according to any one of claims 1 to 8.

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