Multi-duct control method and system of aircraft and aircraft

Abstract

The invention relates to a multi-duct control method and system of an aircraft and the aircraft. The method comprises the steps that when it is detected that the aircraft enters a duct performance mode, first duct control information corresponding to the duct performance mode is acquired; and according to the first duct control information, carrying out rotation speed distribution on each duct of the aircraft so as to control the aircraft to execute a preset performance action. According to the scheme provided by the invention, complex performance actions can be completed by reasonably adjusting the thrust of the duct on the premise of ensuring the flight safety.

Description

Technical Field

[0001] The present application relates to the field of aircraft control technology, and in particular to a multi-duct control method and system for an aircraft, and an aircraft. Background Art

[0002] An aircraft is a device or vehicle that can fly in air or other gaseous media. It is mainly composed of propulsion systems, control systems, instrument systems and other systems. It has a wide range of applications, including aviation, aerospace, military, scientific research, rescue, logistics, and entertainment performances.

[0003] In practical applications, the duct, as the core of the propulsion system, is usually used to assist the aircraft in completing conventional flight missions. Accordingly, the relevant duct control method is mainly limited to the thrust adjustment of conventional flight missions and is not suitable for thrust adjustment of other unconventional flight missions.

[0004] Especially in entertainment performance scenarios, the performance requirements of aircraft are significantly different from traditional uses, and the relevant duct control methods cannot ensure flight safety while supporting complex and highly dynamic performance movements. Summary of the invention

[0005] The present application provides a multi-duct control method, system and aircraft for an aircraft, so as to solve or partially solve the problem of how to complete complex performance maneuvers by reasonably adjusting the duct thrust while ensuring flight safety.

[0006] A first aspect of the present application provides a multi-duct control method for an aircraft, comprising: When it is detected that the aircraft enters the ducted performance mode, obtaining first ducted control information corresponding to the ducted performance mode; The rotation speed of each duct of the aircraft is distributed according to the first duct control information to control the aircraft to perform a preset performance action.

[0007] In an example, the first ducted control information includes a ducted control instruction set, and when it is detected that the aircraft enters the ducted performance mode, obtaining the first ducted control information corresponding to the ducted performance mode includes: When it is detected that the aircraft enters the ducted performance mode, obtaining a ducted control instruction set corresponding to the ducted performance mode; The duct control instruction set includes a duct control instruction for each duct, and the duct control instruction is used to specify a target duct speed of the duct in different time periods.

[0008] In one example, allocating rotation speeds to the various ducts of the aircraft according to the first duct control information to control the aircraft to perform a preset performance action includes: respectively allocating the target duct speeds to corresponding ducts; The rotation speed of the duct is adjusted to the target duct rotation speed to control the aircraft to perform the preset performance action.

[0009] In one example, before adjusting the rotation speed of the duct to the target duct rotation speed, the method further includes: Calculating the duct torque corresponding to the target duct speed, and using the duct torque as the counter torque of the rotor motor; Calculating the control torque required for the aircraft to perform the preset performance action; Based on the reaction torque and the control torque, the total torque of the rotor motor is obtained.

[0010] In one example, adjusting the rotation speed of the duct to the target duct rotation speed includes: While adjusting the rotation speed of the duct to the target duct rotation speed, the rotation speed of the rotor motor is controlled according to the total torque.

[0011] In one example, it also includes: When a fault is detected in the rotor motor of the aircraft, it is determined that the aircraft enters a motor fault mode, wherein the motor fault mode is a mode in which a preset heading angle is maintained when a fault occurs in the rotor motor of the aircraft; Acquire second duct control information corresponding to the motor failure mode; The rotation speed of each duct is distributed according to the second duct control information so that the aircraft maintains the preset heading angle.

[0012] In one example, it also includes: When it is detected that the rotor motor of the aircraft is operating normally and a first preset trigger condition is met, it is determined that the aircraft enters a ducted assist mode, wherein the ducted assist mode is a mode for adjusting the flight attitude when the rotor motor of the aircraft is operating normally; Acquire third duct control information corresponding to the duct assist mode; The rotation speed of each duct is distributed according to the third duct control information to obtain a yaw moment, and the current heading of the aircraft is controlled by the yaw moment.

[0013] In one example, the detecting that the aircraft enters the ducted performance mode includes: When it is detected that the aircraft has not entered the ducted assist mode and meets the second preset trigger condition, it is determined that the aircraft has entered the ducted performance mode, and the ducted performance mode is a mode in which the preset performance action is completed under the normal operation of the rotor motor of the aircraft.

[0014] A second aspect of the present application provides a multi-duct control system for an aircraft, comprising: A control information acquisition module, configured to acquire first ducted control information corresponding to the ducted performance mode when it is detected that the aircraft enters the ducted performance mode; The duct performance module is used to distribute the rotation speed of each duct of the aircraft according to the first duct control information, so as to control the aircraft to perform a preset performance action.

[0015] A third aspect of the present application provides an aircraft, comprising: Processor; and The memory stores executable codes thereon, and when the executable codes are executed by the processor, the processor is caused to execute the method as described above.

[0016] The technical solution provided by this application may have the following beneficial effects: In an embodiment of the present application, when it is detected that the aircraft enters the ducted performance mode, first ducted control information corresponding to the ducted performance mode is obtained; the rotation speed of each duct of the aircraft is distributed according to the first ducted control information to control the aircraft to perform a preset performance action.

[0017] In the technical solution provided in the present application, by detecting that the aircraft has entered the ducted performance mode and obtaining the corresponding first ducted control information, the rotation speed of each duct is accurately adjusted according to the first ducted control information, and the ducted thrust is generated according to the adjusted rotation speed to assist the aircraft in completing the preset performance action, thereby effectively avoiding the risk of loss of control caused by improper thrust distribution and ensuring the safety of the ducted performance. At the same time, the duct can complete the expected performance action based on precise rotation speed adjustment, which significantly improves the flexibility and performance effect of the ducted performance.

[0018] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The above and other objects, features and advantages of the present application will become more apparent by describing in more detail the exemplary embodiments of the present application in conjunction with the accompanying drawings, wherein the same reference numerals generally represent the same components in the exemplary embodiments of the present application.

[0020] Figure 1 is a flow chart of a multi-duct control method for an aircraft shown in an embodiment of the present application; Figure 2 is a flow chart of a multi-duct control method for an aircraft shown in another embodiment of the present application; Figure 3is a schematic diagram of a flow chart of a multi-duct control system calculating the total torque of a rotor motor shown in an embodiment of the present application; Figure 4 It is a schematic flow chart of a duct speed control method shown in an embodiment of the present application; Figure 5 It is a flow chart of a speed control method compatible with duct performance and duct auxiliary functions shown in an embodiment of the present application; Figure 6 is a schematic structural diagram of a multi-duct control system of an aircraft shown in an embodiment of the present application; Figure 7 It is a schematic diagram of the structure of an aircraft shown in an embodiment of the present application. DETAILED DESCRIPTION

[0021] The embodiments of the present application will be described in more detail below with reference to the accompanying drawings. Although the embodiments of the present application are shown in the accompanying drawings, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided to make the present application more thorough and complete, and to fully convey the scope of the present application to those skilled in the art.

[0022] The terms used in this application are for the purpose of describing specific embodiments only and are not intended to limit this application. The singular forms of "a", "said" and "the" used in this application and the appended claims are also intended to include plural forms unless the context clearly indicates other meanings. It should also be understood that the term "and / or" used herein refers to and includes any or all possible combinations of one or more associated listed items.

[0023] It should be understood that although the terms "first", "second", "third", etc. may be used in this application to describe various information, this information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of this application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Thus, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of this application, the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined.

[0024] In practical applications, the duct, as the core of the propulsion system, is usually used to assist the aircraft in completing conventional flight missions. Accordingly, the relevant duct control method is mainly limited to the thrust adjustment of conventional flight missions and is not suitable for thrust adjustment of other unconventional flight missions.

[0025] Especially in entertainment performance scenarios, the performance requirements of aircraft are significantly different from traditional uses, and the relevant duct control methods cannot ensure flight safety while supporting complex and highly dynamic performance movements.

[0026] In view of the above problems, an embodiment of the present application provides a multi-duct control method for an aircraft, which can complete complex performance maneuvers by reasonably adjusting the duct thrust while ensuring flight safety.

[0027] The technical solution of the embodiments of the present application is described in detail below with reference to the accompanying drawings.

[0028] Figure 1 is a flow chart of a multi-duct control method for an aircraft shown in an embodiment of the present application. Figure 1 , the method comprises at least the following steps: Step 101: when it is detected that the aircraft enters the ducted performance mode, first ducted control information corresponding to the ducted performance mode is obtained.

[0029] Taking a six-rotor dual-duct configuration aircraft as an example, the function of the rotor is to provide vertical lift and horizontal thrust for the aircraft. The six rotors are distributed in different areas of the aircraft, and the attitude, lift and thrust of the aircraft are controlled by changing the rotor speed.

[0030] The duct is the core part of the aircraft's propulsion system, generally containing a turbomotor or other type of motor, which generates thrust by rotating a turbine with blades. The higher the blade speed, the greater the thrust generated, and the lower the blade speed, the smaller the thrust generated.

[0031] The dual-duct configuration makes the aircraft's thrust output more superior. The rotation speed of each duct directly affects the aircraft's attitude control, maneuverability and flight stability, providing technical support for the aircraft to perform complex performance maneuvers.

[0032] To this end, the present application designs a multi-duct control system, which can be configured on an aircraft and is intended to adjust the duct speed of the aircraft individually or collaboratively, thereby assisting the aircraft in completing complex performance maneuvers and achieving the best performance effect.

[0033] The ducted performance mode can be a mode for completing preset performance actions when the aircraft's motor is operating normally. For example, by precisely controlling the speed of the ducted airframe and adjusting the thrust distribution in real time, the expected performance actions such as flips, sharp turns, and rapid ascent and descent can be achieved.

[0034] The first duct control information may be relevant information for controlling the duct to perform a performance action, and at least includes a duct control instruction set for controlling each duct.

[0035] As an example, the first duct control information is a speed distribution strategy designed according to actual performance requirements. For example, the target speed required for each duct to complete the performance action is calculated based on the performance action (such as rotation, rolling, acceleration, etc.) and the attitude, position, speed and other related parameters of the aircraft. Then, the target speed corresponding to each performance action is associated with the duct to generate a duct control instruction. Several duct control instructions constitute the speed distribution strategy.

[0036] Step 102: Allocate rotation speeds to the various ducts of the aircraft according to the first duct control information to control the aircraft to perform a preset performance action.

[0037] In an embodiment of the present application, the multi-duct control system can distribute the rotational speed of each duct of the aircraft according to the first duct control information, thereby controlling the aircraft to perform preset performance actions in real time.

[0038] As an example, assume that the aircraft includes a first duct and a second duct, and the aircraft has entered a duct show mode.

[0039] If the performance action is a rotation action, the first duct and the second duct operate at asymmetric speeds, that is, the speed of the first duct is different from the speed of the second duct, and the thrust magnitude and thrust direction generated by the two are different, thereby generating a yaw torque, driving the aircraft to rotate rapidly.

[0040] If the performance action is an ascending or descending action, the first duct and the second duct operate at the same rotation speed, and the high-speed operation of the first duct and the second duct provides equal vertical thrust, driving the aircraft to ascend or descend rapidly.

[0041] In addition, the duct can also be combined with light bars, ribbons and other performance equipment. By precisely controlling the rotation speed and movement rhythm of the duct, the aircraft can present a cool light effect trajectory during the performance of rotation, lifting and other movements. For example, the light bar changes brightness and color as the performance changes, thereby enhancing the dynamic visual impact, and the ribbons draw smooth lines in the air along the movement trajectory of the aircraft, enhancing the duct performance effect.

[0042] It is worth noting that, in addition to the exemplified rotation and lifting, the performance actions also include fast flying, turning, rolling, hovering and other actions, which are not limited in this application.

[0043] In an embodiment of the present application, when it is detected that the aircraft enters the ducted performance mode, first ducted control information corresponding to the ducted performance mode is obtained; the rotation speed of each duct of the aircraft is distributed according to the first ducted control information to control the aircraft to perform a preset performance action.

[0044] In the technical solution provided in the present application, by detecting that the aircraft has entered the ducted performance mode and obtaining the corresponding first ducted control information, the rotation speed of each duct is accurately adjusted according to the first ducted control information, and the ducted thrust is generated according to the adjusted rotation speed to assist the aircraft in completing the preset performance action, thereby effectively avoiding the risk of loss of control caused by improper thrust distribution and ensuring the safety of the ducted performance. At the same time, the duct can complete the expected performance action based on precise rotation speed adjustment, which significantly improves the flexibility and performance effect of the ducted performance.

[0045] Figure 2 It is a flow chart of a multi-duct control method for an aircraft shown in another embodiment of the present application. Figure 2 relatively Figure 1 The technical solution of the embodiment of the present application is described in more detail. The method may include the following steps: Step 201 : when a fault is detected in a rotor motor of an aircraft, it is determined that the aircraft enters a motor fault mode.

[0046] In the embodiment of the present application, the multi-duct control system can flexibly switch the operating mode of the aircraft under different working conditions.

[0047] Furthermore, with regard to the duct: Under normal operating conditions, the six-rotor motor can provide sufficient lift, thrust and yaw moment. Therefore, the duct under normal operating conditions can be set to a "silent non-operating" mode as a "spare redundant" component, thereby saving energy and improving flight efficiency.

[0048] If one or more of the rotor motors in the six-rotor fails (i.e., the rotor motor of the aircraft fails), the yaw moment of the aircraft will be unbalanced, causing the aircraft to be unable to maintain the predetermined flight direction, and may even rotate out of control. At this time, the multi-duct control system can switch the duct operation model to the motor failure mode, in which the duct can provide power in time to maintain heading angle control. For example, the duct on one side is controlled to accelerate and the duct on the other side is controlled to decelerate, thereby providing additional yaw moment, rebalancing the yaw state of the aircraft, and ensuring that the aircraft maintains the predetermined heading angle.

[0049] As an optional example of the present application, when a motor failure is detected in the aircraft, the aircraft is determined to enter a motor failure mode, the second duct control information corresponding to the motor failure mode is obtained, and the rotation speed of each duct is distributed according to the second duct control information so that the aircraft maintains a preset heading angle.

[0050] The motor failure mode is a mode for maintaining a preset heading angle when a rotor motor of the aircraft fails.

[0051] The second duct control information can provide appropriate thrust for controlling the duct, maintain relevant information of the heading angle, and ensure that the aircraft maintains heading stability in the event of a motor failure.

[0052] The preset heading angle may be a tangent direction along a predetermined route.

[0053] As an example, the second duct control information is a speed distribution strategy designed according to the actual rotor failure situation. For example, the faulty rotor position is first located, and the duct speed is adjusted to a specific value to compensate for the thrust loss caused by the faulty motor.

[0054] As another example, the method of determining motor failure includes, but is not limited to, a fault code sent by the device, communication diagnosis by the application, and command diagnosis by the application.

[0055] The way in which the fault code is sent by the device end refers to the internal monitoring system contained in the rotor motor itself or its driver, which detects fault problems such as current overload, overtemperature, abnormal speed, power failure, etc. of the rotor motor and automatically generates a corresponding fault code.

[0056] The application-side communication diagnosis method refers to remote diagnosis of the motor status through the communication link between the aircraft and the remote control system.

[0057] The application-side command diagnosis method refers to sending test commands to check whether the rotor motor responds normally to determine the operating status.

[0058] In the present application, a single method may be used alone to detect whether a rotor motor fails, or a combination of multiple methods may be used to detect whether a rotor motor fails.

[0059] Step 202, when it is detected that the rotor motor of the aircraft is operating normally and meets the first preset trigger condition, it is determined that the aircraft enters the duct-assisted mode.

[0060] In an embodiment of the present application, when the rotor motor operates normally, the duct can be used to achieve functional expansion and enrich the application scenarios of the aircraft.

[0061] In the present application, if it is detected that the rotor motor is operating normally, other conditions will continue to be detected to see if they meet the first preset trigger condition. Only when the first preset trigger condition is met, the multi-duct control system will determine that the aircraft enters the duct auxiliary mode, thereby changing the function of the duct from "backup redundancy" to "auxiliary yaw".

[0062] As an optional example of the present application, when it is detected that the motor of the aircraft is operating normally and meets the first preset trigger condition, the aircraft is determined to enter the duct assist mode, and the third duct control information corresponding to the duct assist mode is obtained. The speed of each duct is distributed according to the third duct control information, and the yaw moment is obtained. The current heading of the aircraft is controlled by the yaw moment.

[0063] Among them, the first preset trigger condition is a specific flight state in which the aircraft activates the duct assist function. For example, since the multi-rotor configuration needs to provide yaw power through the speed difference, in extreme scenarios (such as high-speed turns), the main motor speed at one end will be extremely high, while the motor speed at one end will be extremely low. The present application can determine that the aircraft is in a main power saturation scenario when the speed of some rotor motors reaches its working limit and cannot provide sufficient power support or attitude adjustment capabilities, that is, the aircraft meets the first preset trigger condition.

[0064] The ducted assist mode is a mode that adjusts the flight attitude when the aircraft's rotor motor is operating normally and is in a scenario where the main power is saturated. The ducted assist function of the ducted assist mode mainly improves the maneuverability and stability of the aircraft by reasonably distributing the speed of the ducted motor to compensate for the insufficient power distribution of the multi-rotor configuration in certain special scenarios. For example, in dynamic scenarios such as high-speed turns and emergency stops, the ducted assist function shares the load of the main rotor by reasonably distributing the speed, optimizing the aircraft's attitude and controlling the heading.

[0065] The third duct control information may be relevant information for adjusting the flight attitude, including at least the target speed of the duct motor, the power distribution strategy between the ducts, and dynamic control instructions related to the current flight status.

[0066] As an example, the third duct control information is a speed distribution strategy designed according to the actual flight attitude adjustment requirements. For example, through various input signals: the speed of each motor, the aircraft speed, the attitude sensor signal, and combined with the control instructions, the main power saturation scenario is identified, and then the duct auxiliary function is used to allocate a reasonable duct speed to provide the corresponding yaw moment, and the flight attitude of the aircraft is adjusted through the yaw moment to improve the control performance.

[0067] The yaw moment is formed by the asymmetric distribution of the duct power to adjust the heading angle or attitude angle of the aircraft, for example, to control the aircraft to turn in the horizontal direction.

[0068] It is worth noting that although both the motor failure mode and the ducted assist mode involve adjusting the heading angle of the aircraft through the yaw moment, the difference between the two is: In motor failure mode, the aircraft may lose some thrust or yaw control capabilities. By adjusting the rotation speed of each duct, the yaw torque is obtained, allowing the aircraft to fly according to the originally set heading angle, thereby improving flight safety.

[0069] In duct assist mode, the aircraft may not be able to further increase power output, but by adjusting the rotation speed of each duct, the yaw torque is obtained to help the flight change the heading angle to achieve effects such as obstacle avoidance or efficient turning, ensuring that the aircraft can still maintain a stable flight attitude and heading in extreme flight scenarios.

[0070] Step 203: When it is detected that the aircraft has not entered the ducted assist mode and the second preset trigger condition is met, it is determined that the aircraft has entered the ducted performance mode.

[0071] In an embodiment of the present application, in the duct performance mode, the rotation speed of the duct needs to be accurately distributed to achieve a cool performance effect.

[0072] In the present application, when it is detected that the aircraft has not entered the duct assist mode and the second preset trigger condition is met, it is determined that the aircraft has entered the duct performance mode. At this time, the function of the duct is changed from "backup redundancy" and "assisted yaw" to "performance display".

[0073] The second preset trigger condition is a triggering method of the ducted show mode set in advance, for example, the user inputs a ducted show command through the ground control system, and the ground control system forwards the ducted show command to the aircraft, directly triggering the aircraft to enter the ducted show mode. Alternatively, the aircraft's sensor detects the ducted state, and if the ducted state is normal, the aircraft can automatically enter the ducted show mode.

[0074] As an optional example of the present application, the first duct control information includes a duct control instruction set, wherein the duct control instruction set includes a plurality of duct control instructions for each duct, and the duct control instructions are used to specify a target duct speed of the duct in different time periods.

[0075] For example, assuming that the initial state of the aircraft is a hovering state, the rotation speeds of the first and second ducts are both 350rpm, and the aircraft is required to complete a combination of an aerial roll and a yaw rotation. The aerial roll requires the aircraft to complete a forward and backward roll within 2 seconds, which requires the duct to provide additional thrust, and the yaw rotation requires the aircraft to rotate 180 degrees clockwise within 4 seconds, which requires the duct to provide a thrust difference to achieve a yaw moment.

[0076] According to the duct performance requirements of the aircraft, the first duct control information is designed to be {duct control instruction 1, duct control instruction 2}.

[0077] The duct control instruction 1 is to gradually increase the duct speed of the first duct from 350 rpm to 600 rpm within 0 seconds to 2 seconds to provide additional lift to assist the rolling action, and gradually reduce the duct speed of the second duct from 350 rpm to 200 rpm to reduce lift and achieve thrust difference.

[0078] The duct control instruction 2 is to gradually reduce the duct speed of the first duct from 600 rpm to 400 rpm and gradually increase the duct speed of the second duct from 200 rpm to 450 rpm within 2 seconds to 4 seconds, so that a thrust difference is formed between the first duct and the second duct, generating a yaw moment.

[0079] As another optional example of the present application, when it is detected that the aircraft enters the duct performance mode, the duct control instruction set corresponding to the duct performance mode is obtained, the target speed of each duct is extracted from the duct control instruction set, and the target duct speed is respectively allocated to the corresponding duct, and the speed of the duct is adjusted to the target duct speed to control the aircraft to perform a preset performance action.

[0080] As another optional example of the present application, before adjusting the duct speed to the target duct speed, it also includes: calculating the duct torque corresponding to the target duct speed, using the duct torque as the counter-torque of the rotor motor, calculating the control torque required for the aircraft to perform preset performance actions, and calculating the total torque of the rotor motor based on the counter-torque and the control torque.

[0081] As another optional example of the present application, while the speed of the duct is adjusted to the target duct speed, the speed of the duct motor is controlled according to the total torque.

[0082] Among them, ducted torque refers to the torque generated by the high-speed rotation of the blades when the ducted motor is running, which is calculated by the ducted feedback speed. This torque does not come from the actual control intention, so the torque will directly affect the yaw attitude of the aircraft when the duct performs a performance action. The size of the ducted torque depends on the speed of the ducted motor, the design parameters of the ducted blades (such as diameter, inclination) and the airflow resistance characteristics.

[0083] Anti-torque refers to the torque applied to counteract the duct torque generated by the duct. Since the duct torque in the duct performance mode is not part of the aircraft's control intention and will interfere with the aircraft's attitude stability, it is necessary to neutralize it by adjusting the anti-torque generated by the rotor motor to ensure that the aircraft will not produce unexpected yaw or attitude changes due to the duct performance action.

[0084] Control torque refers to the additional torque that the rotor motor needs to apply when the aircraft is performing a maneuver to maintain attitude stability, compensate for external disturbances and ensure the successful completion of the mission.

[0085] The total torque refers to the torque that the rotor motor ultimately needs to achieve, which is obtained by comprehensively calculating the counter torque and the control torque. For example, the total torque can be the sum of the counter torque and the control torque.

[0086] Reference Figure 3 , Figure 3 It is a schematic diagram of a flow chart of a multi-duct control system calculating the total torque of a rotor motor shown in an embodiment of the present application.

[0087] When the duct cool performance function is turned on, the multi-duct control system obtains the duct speed control command through a preset command set or dynamic commands generated in real time, enabling the duct to perform performance actions and combine with the duct lighting effects to present better visual effects.

[0088] At the same time, the multi-duct control system calculates the excess torque (duct torque) actually generated by the current duct through the duct feedback speed. Since this torque does not come from the actual control intention of the aircraft, it may cause unexpected movement of the aircraft.

[0089] In order to prevent the aircraft from unexpected movement, the main motor needs to generate additional compensation torque (reverse torque) to neutralize the excess torque of the duct. After using the additional compensation torque to offset the excess torque, the final control amount (total torque) of the main motor is obtained, and the corresponding main motor speed command is generated. The speed of the main motor is adjusted through the main motor speed command to maintain a stable flight attitude and motion trajectory.

[0090] It should be noted that the embodiments of the present application include but are not limited to the above examples. It is understandable that under the guidance of the ideas of the embodiments of the present application, technical personnel in this field can make settings according to actual conditions, and the present application does not limit this.

[0091] In an embodiment of the present application, when a fault is detected in the rotor motor of the aircraft, the aircraft is determined to have entered a motor fault mode to prevent the aircraft from continuing to perform performance actions under motor fault conditions, and to provide a clear fault warning to the operator to take emergency measures. When it is detected that the rotor motor of the aircraft is operating normally and meets the first preset trigger condition, the aircraft is determined to have entered a ducted assist mode, thereby providing additional attitude adjustment capabilities, allowing the aircraft to respond more quickly to external changes and adapt to complex environmental requirements. When it is detected that the aircraft has not entered the ducted assist mode and meets the second preset trigger condition, the aircraft is determined to have entered a ducted performance mode, thereby meeting the entertainment performance needs of the aircraft and improving the performance effect of the aircraft.

[0092] This application automatically switches the corresponding mode according to the different operating states of the aircraft and the environmental conditions in which it is located, so that the aircraft can better adapt to complex and changeable flight needs and improve its performance and stability.

[0093] In order to enable those skilled in the art to better understand the technical solutions of the embodiments of the present application, the embodiments of the present application are described below through two examples.

[0094] Reference Figure 4 , Figure 4 It is a flow chart of a duct speed control method shown in an embodiment of the present application.

[0095] S41, determining whether the aircraft has a motor failure.

[0096] If there is a motor failure, the system enters duct control under motor failure and distributes duct commands through the control law to provide power to maintain heading angle control.

[0097] If there is no motor failure, step S42 is executed.

[0098] S42, determining whether the aircraft has activated the ducted cool performance function.

[0099] If the duct cool performance function is turned on, the duct control under normal motor conditions is entered, and the duct speed is distributed through the control law to achieve the performance function.

[0100] If the ducted cool performance function is not turned on, the ducted silent state will be entered.

[0101] Furthermore, the cool performance function of the duct mainly achieves the performance effect by controlling the duct speed, and can be combined with lighting to create a variety of effects.

[0102] When the ducted cool performance function is turned on, the ducted speed command is obtained by presetting different command sets or generating commands in real time, so that the ducted can obtain performance capabilities, and the effect is better with the ducted lights. The torque generated by the current duct is calculated by the ducted feedback speed. This torque does not come from the actual control intention, and the main motor needs to generate additional torque to offset it to avoid unexpected movement of the aircraft. After compensating the main motor for the additional torque, the final control amount is obtained, and the final corresponding main motor speed command is calculated.

[0103] Reference Figure 5 , Figure 5 It is a flow chart of a speed control method compatible with duct performance and duct auxiliary functions shown in an embodiment of the present application.

[0104] S51, determining whether the aircraft has a motor failure.

[0105] If there is a motor failure, the system enters duct control under motor failure and distributes duct commands through the control law to provide power to maintain heading angle control.

[0106] If there is no motor failure, step S52 is executed.

[0107] S52, determining whether the aircraft has activated the duct assist function.

[0108] If the active power saturation scenario is met, the duct assist function is entered.

[0109] Since the multi-rotor configuration needs to provide yaw power through speed difference, in extreme scenarios such as high-speed turning, the main motor at one end may have an extremely high speed while the motor at the other end may have an extremely low speed.

[0110] The active force saturation scenario can be identified by inputting signals: the speed of each motor, the aircraft speed, the attitude sensor signal, and combining the control instructions.

[0111] Then the duct assist function is turned on, and a reasonable duct speed is allocated to provide corresponding yaw power and improve control performance.

[0112] If the active power saturation scenario is not met, step S53 is executed.

[0113] S53, determining whether the aircraft has activated the ducted cool performance function.

[0114] If the duct cool performance function is turned on, the duct control under normal motor conditions is entered, and the duct speed is distributed through the control law to achieve the performance function.

[0115] If the ducted cool performance function is not turned on, the ducted silent state will be entered.

[0116] Through the above steps, it can be seen that the present application can control the rotation of the duct when there is no motor failure, and the auxiliary light strips and ribbons can present cool performance effects. Further, the duct auxiliary function can be used to provide yaw power when necessary to enhance the yaw control capability of the entire aircraft, and enter motor failure duct control when a motor failure occurs to ensure aircraft safety.

[0117] Corresponding to the aforementioned application function implementation method embodiment, the present application also provides a multi-duct control system for an aircraft, an aircraft and corresponding embodiments.

[0118] Figure 6 is a schematic diagram of the structure of a multi-duct control system of an aircraft shown in an embodiment of the present application. Figure 6 The system includes at least the following modules: The control information acquisition module 601 is used to acquire first ducted control information corresponding to the ducted performance mode when it is detected that the aircraft enters the ducted performance mode; The duct performance module 602 is used to distribute the rotation speed of each duct of the aircraft according to the first duct control information, so as to control the aircraft to perform a preset performance action.

[0119] As an optional example of the present application, the first ducted control information includes a ducted control instruction set, and the control information acquisition module 601 includes: A control instruction acquisition submodule is used to acquire a ducted control instruction set corresponding to the ducted performance mode when it is detected that the aircraft enters the ducted performance mode; The duct control instruction set includes a duct control instruction for each duct, and the duct control instruction is used to specify a target duct speed of the duct in different time periods.

[0120] As an optional example of the present application, the ducted performance module 602 includes: A speed distribution submodule, used for distributing the target duct speed to the corresponding ducts respectively; The speed adjustment submodule is used to adjust the speed of the duct to the target duct speed so as to control the aircraft to perform preset performance actions.

[0121] As an optional example of this application, it also includes: The torque calculation module is used to calculate the ducted torque corresponding to the target ducted speed and use the ducted torque as the counter-torque of the rotor motor; calculate the control torque required for the aircraft to perform preset performance actions; and obtain the total torque of the rotor motor based on the counter-torque and the control torque.

[0122] As an optional example of the present application, the speed regulation submodule is used for: While the duct speed is adjusted to the target duct speed, the rotor motor speed is controlled according to the total torque.

[0123] As an optional example of this application, it also includes: The motor fault module is used to determine that the aircraft enters the motor fault mode when a fault is detected in the rotor motor of the aircraft. The motor fault mode is a mode of maintaining a preset heading angle when a fault occurs in the rotor motor of the aircraft; obtain the second duct control information corresponding to the motor fault mode; and distribute the rotational speed to each duct according to the second duct control information so that the aircraft maintains the preset heading angle.

[0124] As an optional example of this application, it also includes: The duct assist module is used to determine that the aircraft enters the duct assist mode when it detects that the rotor motor of the aircraft is operating normally and meets the first preset trigger condition. The duct assist mode is a mode for adjusting the flight attitude when the rotor motor of the aircraft is operating normally; obtain the third duct control information corresponding to the duct assist mode; distribute the speed of each duct according to the third duct control information, obtain the yaw moment, and control the current heading of the aircraft through the yaw moment.

[0125] As an optional example of the present application, the control information acquisition module 601 includes: The performance mode detection submodule is used to determine that the aircraft has entered the ducted performance mode when it is detected that the aircraft has not entered the ducted auxiliary mode and meets the second preset trigger condition. The ducted performance mode is a mode in which preset performance actions are completed under the normal operation of the aircraft's rotor motor.

[0126] Regarding the system in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated again here.

[0127] Figure 7 It is a schematic diagram of the structure of an aircraft shown in an embodiment of the present application.

[0128] See also Figure 7 , the aircraft 700 includes a memory 710 and a processor 720 .

[0129] The processor 720 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or the processor may be any conventional processor, etc.

[0130] The memory 710 may include various types of storage units, such as system memory, read-only memory (ROM), and permanent storage. Among them, ROM may store static data or instructions required by the processor 720 or other modules of the computer. The permanent storage may be a readable and writable storage device. The permanent storage may be a non-volatile storage device that does not lose the stored instructions and data even after the computer is powered off. In some embodiments, the permanent storage device uses a large-capacity storage device (such as a magnetic or optical disk, flash memory) as a permanent storage device. In other embodiments, the permanent storage device may be a removable storage device (such as a floppy disk, optical drive). The system memory may be a readable and writable storage device or a volatile readable and writable storage device, such as a dynamic random access memory. The system memory may store some or all instructions and data required by the processor at run time. In addition, the memory 710 may include any combination of computer-readable storage media, including various types of semiconductor memory chips (such as DRAM, SRAM, SDRAM, flash memory, programmable read-only memory), and disks and / or optical disks may also be used. In some embodiments, the memory 710 may include a readable and / or writable removable storage device, such as a laser disc (CD), a read-only digital versatile disc (such as a DVD-ROM, a double-layer DVD-ROM), a read-only Blu-ray disc, an ultra-density optical disc, a flash memory card (such as an SD card, a mini SD card, a Micro-SD card, etc.), a magnetic floppy disk, etc. Computer-readable storage media do not include carrier waves and transient electronic signals transmitted wirelessly or wired.

[0131] The memory 710 stores executable codes, and when the executable codes are processed by the processor 720 , the processor 720 can execute part or all of the methods described above.

[0132] In addition, the method according to the present application may also be implemented as a computer program or a computer program product, which includes computer program code instructions for executing some or all of the steps in the above method of the present application.

[0133] Alternatively, the present application can also be implemented as a computer-readable storage medium (or non-transitory machine-readable storage medium or machine-readable storage medium) on which executable code (or computer program or computer instruction code) is stored. When the executable code (or computer program or computer instruction code) is executed by a processor of an electronic device (or server, etc.), the processor executes part or all of the steps of the above-mentioned method according to the present application.

[0134] The embodiments of the present application have been described above, and the above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The selection of terms used herein is intended to best explain the principles of the embodiments, practical applications, or improvements to the technology in the market, or to enable other persons of ordinary skill in the art to understand the embodiments disclosed herein.

Claims

1. A multi-duct control method for an aircraft, characterized in that: include: When it is detected that the aircraft enters the ducted performance mode, obtaining first ducted control information corresponding to the ducted performance mode; The rotation speed of each duct of the aircraft is distributed according to the first duct control information to control the aircraft to perform a preset performance action.

2. The method according to claim 1, characterized in that The first ducted control information includes a ducted control instruction set, and when it is detected that the aircraft enters the ducted performance mode, obtaining the first ducted control information corresponding to the ducted performance mode includes: When it is detected that the aircraft enters the ducted performance mode, obtaining a ducted control instruction set corresponding to the ducted performance mode; The duct control instruction set includes a duct control instruction for each duct, and the duct control instruction is used to specify a target duct speed of the duct in different time periods.

3. The method according to claim 2, characterized in that The allocating rotation speeds to the various ducts of the aircraft according to the first duct control information to control the aircraft to perform a preset performance action includes: respectively allocating the target duct speeds to corresponding ducts; The rotation speed of the duct is adjusted to the target duct rotation speed to control the aircraft to perform the preset performance action.

4. The method according to claim 3, characterized in that: Before adjusting the rotation speed of the duct to the target duct rotation speed, the method further includes: Calculating the duct torque corresponding to the target duct speed, and using the duct torque as the counter torque of the rotor motor; Calculating the control torque required for the aircraft to perform the preset performance action; Based on the reaction torque and the control torque, the total torque of the rotor motor is obtained.

5. The method according to claim 4, characterized in that The adjusting the rotation speed of the duct to the target duct rotation speed comprises: While adjusting the rotation speed of the duct to the target duct rotation speed, the rotation speed of the rotor motor is controlled according to the total torque.

6. The method according to claim 1, characterized in that Also includes: When a fault is detected in the rotor motor of the aircraft, it is determined that the aircraft enters a motor fault mode, wherein the motor fault mode is a mode in which a preset heading angle is maintained when a fault occurs in the rotor motor of the aircraft; Acquire second duct control information corresponding to the motor failure mode; The rotation speed of each duct is distributed according to the second duct control information so that the aircraft maintains the preset heading angle.

7. The method according to claim 6, characterized in that Also includes: When it is detected that the rotor motor of the aircraft is operating normally and a first preset trigger condition is met, it is determined that the aircraft enters a ducted assist mode, wherein the ducted assist mode is a mode for adjusting the flight attitude when the rotor motor of the aircraft is operating normally; Acquire third duct control information corresponding to the duct assist mode; The rotation speed of each duct is distributed according to the third duct control information to obtain a yaw moment, and the current heading of the aircraft is controlled by the yaw moment.

8. The method according to claim 7, characterized in that The detecting that the aircraft enters the ducted performance mode includes: When it is detected that the aircraft has not entered the ducted assist mode and meets the second preset trigger condition, it is determined that the aircraft has entered the ducted performance mode, and the ducted performance mode is a mode in which the preset performance action is completed under the normal operation of the rotor motor of the aircraft.

9. A multi-duct control system for an aircraft, characterized in that: include: A control information acquisition module, configured to acquire first ducted control information corresponding to the ducted performance mode when it is detected that the aircraft enters the ducted performance mode; The duct performance module is used to distribute the rotation speed of each duct of the aircraft according to the first duct control information, so as to control the aircraft to perform a preset performance action.

10. An aircraft, characterized in that: include: processor; as well as A memory having executable codes stored thereon, which, when executed by the processor, causes the processor to execute the method according to any one of claims 1 to 8.

Images