Aircraft control method and system and flying vehicle

Abstract

The invention discloses an aircraft control method and system and a flying vehicle. The method comprises the steps that the speed reference information of the aircraft is acquired, and the speed reference information is used for representing the expected speed of the aircraft; activating a position holding function of the aircraft based on the speed reference information; under the position keeping function, reference position information of the aircraft is determined based on the activation position of the aircraft and the velocity inertial displacement of the aircraft, the activation position is used for representing the position of the aircraft when the position keeping function is activated, and the velocity inertial displacement is used for representing the velocity inertial displacement of the aircraft; the speed inertial displacement is used for representing the displacement generated by the aircraft through inertial movement at the current speed, and the reference position information is used for representing the expected position of the aircraft; based on the reference position information and the speed reference information, acceleration information of the aircraft is generated; based on the acceleration information, the aircraft is controlled to operate to remain in the desired position. The technical problem that the control effect of the aircraft is poor is solved.

Description

Technical Field

[0001] The present invention relates to the field of aircraft control, and in particular to an aircraft control method, system and flying vehicle. Background Art

[0002] At present, position keeping is an important part of flight control. Its purpose is to stabilize the path tracking error of an aircraft (e.g., a drone) to zero or a smaller range under a given aircraft state space, so as to achieve the aircraft's fixed-point hovering, path following and other functions. In application scenarios such as aircraft landing, specific mission execution in a specific area, and load carrying, position keeping performance directly affects the aircraft's maneuverability, safety and operating efficiency. Therefore, position keeping is very important to ensure the stability and safety of aircraft flight.

[0003] In the relevant technology, aircraft, especially those designed for manned aircraft, still face many challenges in position keeping technology, which is particularly evident in the comparison between manned aircraft and unmanned aircraft. Unmanned aircraft usually pay more attention to the maneuverability of the aircraft, and pay relatively less attention to passenger comfort and flight quality. On unmanned aircraft, the activation of the position keeping function is often based on relatively simple logic. For example, when the pilot has no operating instructions for a period of time, the aircraft reference instruction is lower than a given threshold, or when the horizontal speed of the aircraft decreases below a specific threshold, the position keeping function is activated.

[0004] However, the position holding function in the above-mentioned related technologies has defects in activation logic and instruction generation, and fails to fully consider the dynamic characteristics of the aircraft when maintaining position, as well as the impact on flight quality and passenger comfort. Therefore, there is still a technical problem of poor control effect of the aircraft.

[0005] Therefore, there is still a technical problem that the control effect of the aircraft is poor. In view of the above problems, no effective solution has been proposed yet. Summary of the invention

[0006] The embodiments of the present invention provide a method and system for controlling an aircraft and a flying vehicle, so as to at least solve the technical problem of poor control effect of the aircraft.

[0007] According to one aspect of an embodiment of the present invention, a method for controlling an aircraft is provided, the method comprising: acquiring speed reference information of the aircraft, wherein the speed reference information is used to indicate a desired speed of the aircraft; based on the speed reference information, activating a position holding function of the aircraft; under the position holding function, determining reference position information of the aircraft based on an activation position of the aircraft and a speed inertial displacement of the aircraft, wherein the activation position is used to indicate a position of the aircraft when the position holding function is activated, the speed inertial displacement is used to indicate a displacement of the aircraft caused by inertial movement at a current speed, and the reference position information is used to indicate a desired position of the aircraft; based on the reference position information and the speed reference information, generating acceleration information of the aircraft; and based on the acceleration information, controlling the operation of the aircraft to maintain the aircraft at the desired position.

[0008] Optionally, under the position holding function, the reference position information of the aircraft is determined based on the activation position of the aircraft and the speed inertial displacement of the aircraft, including: under the position holding function, adjusting the activation position using the speed inertial displacement to obtain the reference position information.

[0009] Optionally, under the position holding function, the activation position is adjusted using speed inertial displacement to obtain reference position information, including: under the position holding function, determining a control parameter based on a first speed threshold corresponding to the speed reference information, wherein the control parameter is used to characterize an estimated value of the acceleration of the aircraft when the position holding function is activated; determining the speed inertial displacement using the control parameter and the current speed of the aircraft; and superimposing the speed inertial displacement on the activation position to obtain reference position information.

[0010] Optionally, activating the position keeping function of the aircraft based on the speed reference information includes: activating the position keeping function in response to the speed reference information satisfying a first speed threshold, the input speed information of the aircraft satisfying a second speed threshold, and the aircraft satisfying a function activation enabling condition, wherein the function activation enabling condition is used to indicate a condition allowing the position keeping function to be activated.

[0011] Optionally, in response to the speed reference information satisfying a first speed threshold, the input speed information of the aircraft satisfying a second speed threshold, and the aircraft satisfying a function activation enable condition, the position holding function is activated, including: in response to the speed reference information satisfying the first speed threshold, the input speed information of the aircraft satisfying the second speed threshold, and the aircraft satisfying the function activation enable condition, the position holding function is activated after a delay target duration.

[0012] Optionally, based on the speed reference information, the position holding function of the aircraft is activated, including: based on the speed reference information, the position control loop of the aircraft is turned on to activate the position holding function; based on the reference position information and the speed reference information, acceleration information of the aircraft is generated, including: setting the speed reference information to a target value, and using the target value to disconnect the speed control loop of the aircraft, wherein the position control loop is connected in parallel with the speed control loop; using the target loop superimposed by the turned-on position control loop and the disconnected speed control loop, the reference position information is converted into acceleration information.

[0013] Optionally, controlling the operation of the aircraft based on the acceleration information includes: converting the acceleration information into current attitude information of the aircraft; and controlling the operation of the aircraft according to the current attitude information.

[0014] Optionally, the method also includes: obtaining input position information and input speed information of the aircraft; generating expected attitude information based on the input position information, input speed information and current operation information of the aircraft; and controlling the operation of the aircraft according to the current attitude information, including: controlling the operation of the aircraft based on the expected attitude information and the current attitude information.

[0015] Optionally, based on the expected attitude information and the current attitude information, the operation of the aircraft is controlled, including: generating an acceleration instruction for the aircraft using the expected attitude information and the current attitude information; generating a motor control instruction for the aircraft using the acceleration instruction and the rotational speed signal of the aircraft; and controlling the motor operation of the aircraft in response to the motor control instruction.

[0016] According to another aspect of an embodiment of the present invention, a control system for an aircraft is also provided, including: a processor, for obtaining speed reference information of the aircraft, wherein the speed reference information is used to represent a desired speed of the aircraft; a controller, for activating a position holding function of the aircraft based on the speed reference information; under the position holding function, determining reference position information of the aircraft based on an activation position of the aircraft and a speed inertial displacement of the aircraft, wherein the activation position is used to represent a position of the aircraft when the position holding function is activated, the speed inertial displacement is used to represent a displacement of the aircraft caused by inertial movement at a current speed, and the reference position information is used to represent a desired position of the aircraft; generating acceleration information of the aircraft based on the reference position information and the speed reference information; and controlling the operation of the aircraft based on the acceleration information to maintain the aircraft at the desired position.

[0017] Optionally, the controller includes: a delay device for delaying a target time length in response to the speed reference information satisfying a first speed threshold, the input speed information of the aircraft satisfying a second speed threshold, and the aircraft satisfying a function activation enable condition; a position control loop for entering an on state after the delay target time length to activate the position holding function; a speed control loop connected in parallel with the position control loop, for setting the speed reference information to a target value when the position control loop is in the on state, so as to be in the off state; wherein the position control loop in the on state and the speed control loop in the off state are superimposed as a target loop, and the target loop is used to convert the reference position information into acceleration information.

[0018] Optionally, the controller includes: an attitude generation module, used to convert acceleration information into current attitude information of the aircraft; and a first controller, used to control the operation of the aircraft according to the current attitude information.

[0019] Optionally, the controller includes: a second controller for generating desired attitude information based on the input position information, input speed information, current speed and current position of the aircraft; wherein the first controller is used to control the operation of the aircraft based on the desired attitude information and current attitude information.

[0020] Optionally, the first controller is used to generate an acceleration instruction for the aircraft using the desired attitude information and the current attitude information, and the controller includes: a control distribution module, used to generate a motor control instruction for the aircraft using the acceleration instruction and the rotational speed signal of the aircraft; wherein the main body of the aircraft is used to control the operation of the aircraft's motor in response to the motor control instruction.

[0021] Optionally, the aircraft is a manned rotorcraft.

[0022] According to another aspect of an embodiment of the present invention, there is further provided an electronic device, comprising: a memory storing an executable program; and a processor for running the program, wherein the method in each embodiment of the present invention is executed when the program is running.

[0023] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is provided. The computer-readable storage medium includes a stored executable program, wherein when the executable program is running, the device where the computer-readable storage medium is located is controlled to execute the methods in various embodiments of the present invention.

[0024] According to another aspect of an embodiment of the present invention, a computer program product is provided, including a computer program. When the computer program is executed by a processor, the method in each embodiment of the present invention is implemented.

[0025] According to another aspect of an embodiment of the present invention, a computer program product is provided, including a non-volatile computer-readable storage medium, wherein the non-volatile computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method in each embodiment of the present invention is implemented.

[0026] According to another aspect of the embodiments of the present invention, a computer program is further provided. When the computer program is executed by a processor, the methods in the embodiments of the present invention are implemented.

[0027] According to another aspect of an embodiment of the present application, a flying vehicle is further provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the method in each embodiment of the present invention is executed when the program is running.

[0028] In an embodiment of the present invention, if it is necessary to control the aircraft, the desired speed of the aircraft can be obtained as speed reference information. Through the speed reference information, the position holding function of the aircraft can be activated. According to the activation position of the aircraft when the position holding function is activated, and the speed inertial displacement generated by the aircraft through inertial movement at the current speed, the desired speed of the aircraft, that is, the reference position information, is determined. The acceleration information of the aircraft can be generated based on the reference position information and the speed reference information. The operation of the aircraft can be controlled based on the acceleration information so that the aircraft can be kept at the desired position. In an embodiment of the present invention, by introducing the concepts of speed inertial displacement and activation position, the control accuracy of the aircraft in the position holding function (position holding mode) is significantly improved. The reference position information is combined with the speed reference information to generate the acceleration information of the aircraft, which can reflect the comprehensive requirements between the current position holding and speed control of the aircraft. By finely integrating position feedback and speed control, it is ensured that the aircraft can still maintain good dynamic response and stability in the position holding mode, avoiding the contradiction between the position control and speed control loops, improving the coordination and efficiency of the control, achieving the technical effect of improving the control effect of the aircraft, and solving the technical problem of poor control effect of the aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0030] Figure 1 is a flow chart of a method for controlling an aircraft according to an embodiment of the present invention;

[0031] FIG2( a ) is a schematic diagram of a control law architecture of a multi-rotor aircraft according to an embodiment of the present invention;

[0032] FIG2( b ) is a schematic diagram of a position and speed controller according to an embodiment of the present invention;

[0033] Figure 3 is a system block diagram of a control system of an aircraft according to an embodiment of the present invention;

[0034] Figure 4 is a structural block diagram of a control device for an aircraft according to an embodiment of the present invention;

[0035] Figure 5 1 is a structural block diagram of a flying vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION

[0036] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0037] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0038] According to an embodiment of the present invention, an embodiment of a control method for an aircraft is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0039] The embodiment of the present application provides a method for controlling an aircraft. The method can be used to provide a position keeping function for an aircraft in a preset application scenario, so as to control the aircraft to remain in a desired position during operation. The above-mentioned preset application scenarios may include the following scenarios in the vehicle field: commuting automatic driving scenarios, artificial intelligence (AI) driving scenarios for family cars, automatic parking assistance (APA) scenarios (such as memory parking for self-owned parking spaces in garages, smart parking for designated parking spaces in parking lots, etc.), and intelligent navigation assistance (Navigation Guided Pilot, NGP) scenarios in urban areas or high-speed areas. In addition, the above-mentioned preset application scenarios may also include, but are not limited to: automatic driving scenarios of smart driving trucks or unmanned trucks in the field of logistics and transportation that require the use of augmented reality navigation functions, automatic driving scenarios of self-driving agricultural vehicles in the field of agricultural machinery that require the use of augmented reality navigation functions, automatic driving scenarios of drones that require the use of augmented reality navigation functions, and scenarios of intelligent robots (such as cleaning robots, service robots, delivery robots, etc.) that require position keeping functions.

[0040] When the above-mentioned preset application scenarios are scenarios in fields other than the vehicle field, those skilled in the art should be able to understand that the vehicle in the above-mentioned aircraft control method can be replaced with other objects (such as agricultural machinery, drones, robots, etc.), and accordingly, the use of augmented reality navigation function to guide the above-mentioned vehicle to travel is replaced by navigating other objects and guiding other objects to move, fly or travel. On this basis, in the embodiments of the present application, the specific implementation method of the above-mentioned aircraft control method is exemplified by taking the vehicle field as an example.

[0041] Figure 1 is a flow chart of a method for controlling an aircraft according to an embodiment of the present invention. Figure 1 As shown, the method comprises the following steps:

[0042] Step S102, obtaining the speed reference information of the aircraft.

[0043] In the technical solution provided in the above step S102 of the present invention, the speed reference information can be used to indicate the expected speed of the aircraft, for example, it can be a speed reference instruction, or it can be generated based on a control instruction. The speed reference information reflects the expected motion state of the aircraft, and is also directly related to the stability of the aircraft and the comfort of the passengers. The speed reference information may refer to the expected speed value set by the aircraft control system, and may include the linear speed of the aircraft in the X-axis, Y-axis, and Z-axis directions in three-dimensional space, and the angular velocity around the X-axis, Y-axis, and Z-axis, respectively. In an embodiment of the present invention, the speed reference information not only guides the speed control of the aircraft, but is also an important parameter for determining whether the aircraft should activate the position holding function. Optionally, the aircraft may be a drone or a manned aircraft.

[0044] In this embodiment, if the aircraft needs to be controlled, the speed reference information of the aircraft can be obtained.

[0045] Optionally, the core of this embodiment is to at least collect speed reference information that the aircraft should currently follow. The above speed reference information is crucial for subsequent aircraft control and function execution. It not only directly guides the speed adjustment of the aircraft, but also serves as one of the bases for determining whether the aircraft enters a specific functional mode (for example, position holding).

[0046] Optionally, obtaining speed reference information can be achieved in a variety of ways, including but not limited to: direct input by the pilot on the aircraft, output by the automatic navigation system, or other sensor data fusion processing. In a manned aircraft, the pilot sets control instructions through devices such as a joystick and a throttle, and the above control instructions can be converted into speed reference information. In an automatic flight mode or an unmanned aircraft, the preset flight path, mission requirements, or environmental perception (e.g., wind speed, terrain changes) data can be processed by a corresponding control algorithm to generate a speed reference instruction.

[0047] It should be noted that the above-mentioned method for obtaining the speed reference information is only an example and is not specifically limited here. As long as the process and method can obtain the expected speed during the operation of the aircraft, they are within the protection scope of the embodiments of the present invention.

[0048] Step S104: activating the position keeping function of the aircraft based on the speed reference information.

[0049] In the technical solution provided in the above step S104 of the present invention, the position holding function allows the aircraft to automatically maintain the current position or the designated position without the need for continuous operation by the pilot or in the automatic control mode. The position holding function may also be referred to as the position holding mode.

[0050] In this embodiment, after the speed reference information of the aircraft is acquired, the position keeping function of the aircraft may be activated based on the speed reference information.

[0051] Optionally, this embodiment is the key to ensure that the aircraft can intelligently and smoothly transition from the speed control mode to the position holding mode in the embodiment of the present invention. Based on the acquired speed reference information, the aircraft decides whether to activate the position holding function. The position holding function allows the aircraft to automatically maintain the current or specified position without the need for continuous manipulation by the pilot, which is crucial to improving flight quality, passenger comfort and safety.

[0052] Optionally, the speed reference information is analyzed in combination with other sensor data (eg, acceleration, position, etc.) to determine whether the aircraft has reached the condition for activating the position holding function.

[0053] For example, if the speed reference information is monitored to be close to zero or lower than a certain threshold, it indicates that the aircraft is close to or is in a stationary state, and the above situation can be a basic condition for activating the position holding function.

[0054] Optionally, while satisfying the speed reference information, other enabling conditions may also be checked, such as whether the navigation accuracy of the aircraft is met, whether the control law is activated normally, whether the environment is airworthy, etc., to ensure that the position keeping function is activated in a safe environment.

[0055] Optionally, if the speed reference information and related information of the aircraft at this time are judged to meet the conditions for activating the position keeping function, the position keeping function of the aircraft can be activated.

[0056] Step S106 : Under the position keeping function, the reference position information of the aircraft is determined based on the activated position of the aircraft and the velocity inertial displacement of the aircraft.

[0057] In the technical solution provided in the above step S106 of the present invention, the activation position can be used to indicate the position of the aircraft when the position holding function is activated, which can be the current activation position of the aircraft, and can be represented by pref. The activation position indicates that the aircraft is about to enter the position holding mode, rather than the previous speed control mode. In an embodiment of the present invention, the activation position is the instantaneous position of the aircraft when the activation conditions of the position holding function are met (for example, the speed is close to zero, the function enabling conditions are met, etc.).

[0058] Optionally, speed inertial displacement can be used to represent the displacement of the aircraft through inertial movement at the current speed. Speed ​​inertial displacement is after the aircraft activates the position hold function, due to the speed inertia of the aircraft, even if it is no longer affected by speed control, it will continue to move forward or in the target direction for a short distance. The inertial tendency of the aircraft at the current speed is taken into account by speed inertial displacement. The calculation and consideration of speed inertial displacement is crucial in the position hold function because it ensures that the aircraft can smoothly transition to position control when the speed control command is stopped, avoiding sudden displacement caused by inertia, thereby improving the flight quality and safety of the aircraft.

[0059] Optionally, the reference position information is used to indicate the desired position of the aircraft, and may also be referred to as a position reference instruction, a position keeping feedback instruction, or an expected reference position, which may be indicated by Pref. The reference position information is the position that the aircraft expects to reach or maintain under the position keeping function.

[0060] In this embodiment, after the position keeping function of the aircraft is activated based on the speed reference information, under the position keeping function, reference position information may be determined based on the activation position and the speed inertial displacement.

[0061] Optionally, the above embodiment is a key control process immediately after the aircraft position holding function is activated, which illustrates how to determine the reference position information of the aircraft based on the current activation position and velocity inertial displacement of the aircraft. The above process is the core of ensuring that the aircraft can achieve stable hovering and precise position control in the position holding mode.

[0062] Optionally, the speed inertial displacement is the distance that the aircraft is predicted to continue to move after the position holding function is activated due to its current speed and inertial effects. By calculating the speed inertial displacement, it is possible to predict the displacement of the aircraft due to inertia before the speed control is completely stopped. This prediction process is crucial for generating accurate reference position information. The reference position information (Pref) is the position that the aircraft is expected to reach or maintain in the position holding mode. It can be calculated from the activation position (pref) and speed inertial displacement of the aircraft. The above calculation process takes into account the instantaneous position of the aircraft at the moment of activating the position holding function and the subsequent inertial movement that may occur. The generated reference position information can more accurately guide the position control of the aircraft, avoid position offset caused by inertia, and ensure the stability and accuracy of the aircraft in the position holding mode.

[0063] Optionally, the aircraft can be equipped with high-precision sensors, such as a global positioning system (GPS), an inertial measurement unit (IMU), an anemometer, etc., to obtain real-time data on the position, speed, and environmental parameters of the aircraft, etc. The above data provide reliable input for calculating the activation position and speed inertial displacement.

[0064] Optionally, in the process of determining the velocity inertial displacement, an inertial model of the aircraft can be applied, taking into account the mass, acceleration and current velocity of the aircraft, to predict the displacement that will be generated due to the inertial effect when the aircraft stops the velocity control mode and enters the position holding mode. The above inertial model can be appropriately adjusted according to the specific type of aircraft and environmental conditions to improve the prediction accuracy.

[0065] In an embodiment of the present invention, the optimization of the aircraft position holding function is achieved through the precise calculation and control of the activation position, speed inertial displacement and reference position information. Specifically, when the aircraft switches from the speed control mode to the position holding mode, a smooth transition can be achieved, avoiding the command jump at the moment of activation of the position holding function, and reducing the adverse overload phenomenon. By superimposing the speed inertial displacement on the reference position information, the aircraft can control its position more accurately, avoiding the overshoot or oscillation phenomenon that may occur after the position holding function is activated, and improving the control accuracy and stability. The optimized execution of the position holding function reduces the turbulence and unexpected displacement during the flight, and significantly improves the passengers' riding experience and comfort of the aircraft. The dynamic update mechanism enables the aircraft to adapt quickly when facing changing environmental factors, ensuring the efficient and stable execution of the position holding function.

[0066] In summary, by calculating the inertial displacement based on the aircraft activation position and velocity, accurate reference position information is generated, thereby achieving optimized control of the aircraft position holding function. The above method not only improves the stability and controllability of the aircraft in the position holding mode, but also significantly improves the comfort of passengers.

[0067] Step S108: Generate acceleration information of the aircraft based on the reference position information and the speed reference information.

[0068] In the technical solution provided in the above step S108 of the present invention, the acceleration information may be a key output signal for adjusting the state of the aircraft generated after receiving the reference position information, and may be an acceleration instruction, for example, acceleration instructions ax and ay. Among them, ax may be used to represent the acceleration instruction of the aircraft in the horizontal direction, and may point to the desired forward or backward direction of the aircraft. Ay may be used to represent the acceleration instruction of the aircraft in the vertical direction, and may point to the desired lateral movement direction of the aircraft.

[0069] In this embodiment, after the reference position information is determined based on the activation position and the velocity inertial displacement, the acceleration information of the aircraft may be generated based on the reference position information and the velocity reference information.

[0070] Optionally, the aircraft can be connected and coordinated when smoothly transitioning from speed control mode to position hold mode. After the position hold function is activated, the reference position information becomes the main control target, and the speed reference information is used to assist in the generation of acceleration information to ensure that the aircraft can smoothly reach and maintain the position corresponding to the reference position information.

[0071] Optionally, the acceleration of the aircraft in the horizontal and vertical directions is calculated to control the movement of the aircraft. The above process can monitor the position and speed of the aircraft in real time, compare it with the reference position information and speed reference information, and dynamically adjust the acceleration command according to the deviation. The horizontal acceleration command ax is mainly used to control the movement of the aircraft in the horizontal direction to ensure that the aircraft can smoothly approach the target position along the X-axis. The vertical acceleration command ay is mainly used to control the movement of the aircraft in the vertical direction to ensure that the aircraft can smoothly approach the target position along the Y-axis while maintaining the lateral stability of the aircraft.

[0072] Optionally, in the position-holding mode, the speed of the aircraft will gradually decay, and the external environment (e.g., wind speed) may also change. Therefore, the position-holding mode needs to have a dynamic update mechanism to continuously recalculate the speed inertial displacement and generate new reference position information (Pref) based on the new speed inertial displacement and the activation position (pref). The above mechanism ensures the continuous accuracy of the reference position information and improves the stability and controllability of the aircraft in the position-holding mode.

[0073] Optionally, when generating acceleration information, the control strategy may also take into account external environmental factors of the aircraft, such as wind speed, airflow, etc., to ensure that the aircraft can overcome these environmental disturbances and remain stable in the position holding mode. The generation of acceleration information not only ensures that the aircraft can accurately control its position, but also ensures the safety of the above control process, avoids adverse overload phenomena, and takes into account the comfort requirements of passengers to reduce turbulence and unexpected displacement during flight.

[0074] In the embodiment of the present application, by generating a control process of acceleration information based on reference position information and speed reference information, the aircraft can accurately maintain the target position and avoid position deviation and oscillation. When the aircraft transitions from speed control mode to position holding mode, it can smoothly adjust its motion state to achieve stable hovering. The aircraft can overcome environmental interference, such as wind influence, and maintain a stable position holding function. By precisely controlling acceleration, the aircraft can reduce turbulence and sudden acceleration / deceleration during flight, providing a more comfortable riding experience.

[0075] In summary, after determining the reference position information based on the activation position and velocity inertial displacement, the aircraft's acceleration information ax and ay are generated to achieve accurate and stable control of the aircraft's position holding function. The above control strategy not only improves the aircraft's control accuracy and environmental adaptability, but also significantly improves the passengers' riding experience.

[0076] Step S110: Based on the acceleration information, the aircraft is controlled to operate so as to maintain the desired position.

[0077] In the technical solution provided in the above step S110 of the present invention, after the acceleration information of the aircraft is generated based on the reference position information and the speed reference information, the operation of the aircraft can be controlled based on the acceleration information to maintain it at the desired position.

[0078] Optionally, the generated acceleration information (ax and ay) is converted into actual motion control of the aircraft, ensuring that the aircraft can move accurately and remain in the desired position.

[0079] Optionally, the acceleration information ax and ay are transmitted from the position and velocity controller to a control distribution module. The function of the control distribution module is to convert the above acceleration instructions into control signals for the rotors of the aircraft. For example, the acceleration instructions can be mapped to the speed or thrust of each rotor to achieve the desired acceleration.

[0080] Optionally, in the process of controlling the operation of the aircraft, the dynamic model of the aircraft can be considered, which is the basis of the above-mentioned aircraft control process. The dynamic model takes into account factors such as the weight, rotor layout, and aerodynamic characteristics of the aircraft to ensure that the control instructions can achieve the expected acceleration effect. The generation of the control signal must take into account the rotor response time, that is, the time required for the rotor to actually change its speed or thrust from receiving the control signal, which affects the real-time response ability of the aircraft to the acceleration instruction. When the acceleration instruction is converted into a control signal, it can be smoothed to avoid sudden changes in the control signal that cause the aircraft to be unstable or produce adverse overloads. The control strategy should take into account environmental factors such as wind speed and temperature to ensure that the aircraft can remain in the desired position under various conditions.

[0081] In an embodiment of the present invention, based on the control of acceleration information, the aircraft can accurately adjust its attitude and power output to maintain the desired position without causing unexpected position deviation. The smooth transition from speed control to position holding control avoids overshoot or oscillation that may occur when switching control modes, thereby improving flight quality. By controlling acceleration information, the aircraft can remain stable under various flight conditions, especially in outdoor environments with strong winds. The above control strategy can significantly improve the safety of the aircraft. The stable position holding function reduces turbulence and sudden stops and starts during flight, providing passengers with a more comfortable and safe riding experience.

[0082] In summary, by converting acceleration information into control signals for the aircraft, precise control of the aircraft at the desired position is achieved. The above control process not only requires precise acceleration instructions, but also involves intelligent processing of the control distribution module and accurate application of the aircraft dynamics model. The above control strategy ensures the stability, accuracy and safety of the aircraft under the position holding function, while improving the riding comfort of passengers.

[0083] In the above steps S102 to S110 of the present application, if the aircraft needs to be controlled, the desired speed of the aircraft can be obtained as speed reference information. The position holding function of the aircraft can be activated through the speed reference information. According to the activation position of the aircraft when the position holding function is activated, and the speed inertial displacement generated by the inertial movement of the aircraft at the current speed, the desired speed of the aircraft, that is, the reference position information, is determined. The acceleration information of the aircraft can be generated based on the reference position information and the speed reference information. The operation of the aircraft can be controlled based on the acceleration information so that the aircraft can be maintained at the desired position. In this embodiment, by introducing the concepts of speed inertial displacement and activation position, the control accuracy of the aircraft in the position holding mode is significantly improved. Combining the reference position information with the speed reference information to generate the acceleration information of the aircraft can reflect the comprehensive needs of the aircraft between the current position holding and speed control. By finely integrating position feedback and speed control, it is ensured that the aircraft can maintain good dynamic response and stability in position holding mode, avoiding the contradiction between the position control and speed control loops, improving the coordination and efficiency of control, achieving the technical effect of improving the control effect of the aircraft, and solving the technical problem of poor control effect of the aircraft.

[0084] The following further describes the process of determining the reference position information of the aircraft according to the activated position and velocity inertial displacement under the position holding function in this embodiment.

[0085] As an optional implementation, step S106, under the position holding function, determines the reference position information of the aircraft based on the activation position of the aircraft and the speed inertial displacement of the aircraft, including: under the position holding function, adjusting the activation position using the speed inertial displacement to obtain the reference position information.

[0086] In this embodiment, in the process of determining the reference position information of the aircraft based on the activation position and the speed inertial displacement under the position holding function, the activation position can be adjusted using the speed inertial displacement under the position holding function to obtain the reference position information.

[0087] Optionally, the purpose of the above embodiment is to adjust the activation position by using the speed inertial displacement of the aircraft under the position holding function to obtain more accurate reference position information. The above process is intended to improve the control accuracy and stability of the aircraft in the position holding mode, avoid position regression, and ensure passenger comfort.

[0088] Optionally, the speed inertial displacement is a position change calculated based on the current speed of the aircraft and the integral over a period of time. The speed inertial displacement reflects the movement trend and current movement state of the aircraft before the position holding function is activated. When the position holding function is activated, the activation position of the aircraft (i.e., the starting position of the position holding) is adjusted by superimposing the speed inertial displacement to obtain reference position information (Pref). The above adjustment process takes into account the movement state of the aircraft before the position holding function is activated, ensuring that the position holding function can be activated based on the actual position of the aircraft rather than the idealized position, thereby avoiding adverse overloads caused by command jumps at the moment of activation and improving the flight quality of the aircraft.

[0089] Optionally, the reference position information is calculated based on the activation position and velocity inertial displacement to guide the target position of the aircraft in the position holding mode. The determination of the reference position information needs to take into account the aircraft's velocity threshold, environmental conditions, and the pilot's operating intention to ensure that the activation conditions of the position holding function are met and that the aircraft can smoothly transition to the position holding state to avoid unexpected position regression.

[0090] Optionally, when the position hold function is activated, the speed and motion state of the aircraft are detected. If the speed is detected to be close to zero and other enabling conditions for function activation are met, the speed inertial displacement will be calculated. The calculation of the speed inertial displacement takes into account the speed change of the aircraft in a period of time before the position hold function is activated, and the speed signal can be integrated to reflect the movement trend of the aircraft. After the speed inertial displacement is calculated, the activation position of the aircraft will be adjusted to obtain the reference position information (Pref). The adjusted reference position information (Pref) will be used as the target position for the subsequent position holding control. In the position holding mode, the control of the aircraft will be based on this reference position information to ensure that the aircraft can not only smoothly transition to the position holding state, but also accurately maintain the adjusted reference position in the position holding mode.

[0091] In an embodiment of the present invention, the activation position is adjusted by using speed inertia displacement, which can ensure that when the position holding function of the aircraft is activated, the control command transitions smoothly, avoids the phenomenon of aircraft overload caused by sudden command jumps, and improves the flight quality and passenger comfort. The adjusted reference position information takes into account the speed inertia of the aircraft, thereby avoiding the aircraft's position retreat backward or deviating from the target direction due to speed inertia in the position holding mode, and improves the accuracy and stability of position holding. By dynamically considering the speed state and environmental conditions of the aircraft, the above adjustment process enhances the position control performance of the aircraft in complex environments and improves flight safety. The activation logic of the position holding function is combined with the speed inertia displacement, so that the aircraft can remain stable even under small command operations, improving the operational accuracy and flexibility of the aircraft.

[0092] In the following, the process of how to adjust the activation position by using the speed inertial displacement to obtain the reference position information under the position holding function in this embodiment is further described.

[0093] As an optional implementation, under the position holding function, the activation position is adjusted using speed inertial displacement to obtain reference position information, including: under the position holding function, determining control parameters based on a first speed threshold corresponding to the speed reference information, wherein the control parameters are used to characterize an estimated value of the acceleration of the aircraft when the position holding function is activated; determining the speed inertial displacement using the control parameters and the current speed of the aircraft; and superimposing the speed inertial displacement on the activation position to obtain reference position information.

[0094] In this embodiment, in the process of adjusting the activation position by using the speed inertial displacement under the position holding function, the control parameter can be determined based on the first speed threshold corresponding to the speed reference information under the position holding function. The speed inertial displacement can be determined by using the control parameter and the current speed of the aircraft. The speed inertial displacement can be superimposed on the activation position to obtain the reference position information. Among them, the control parameter can be used to represent the estimated value of the acceleration of the aircraft when the position holding function is activated, which can be represented by k, and the reference k reflects the acceleration estimate when the position holding function is maintained.

[0095] Optionally, this embodiment involves how to adjust the activation position based on the speed inertial displacement to obtain more accurate reference position information. The above process aims to improve the stability and control accuracy of the aircraft in the position holding mode by determining the control parameters, calculating the speed inertial displacement, and superimposing it to the activation position.

[0096] Optionally, the control parameter (k) is used to characterize the estimated value of the acceleration of the aircraft when the position holding function is activated, and is determined based on the first speed threshold corresponding to the speed reference information. When the speed of the aircraft drops below the preset first speed threshold, the first speed threshold triggers the ready activation state of the position holding function. The determination of the control parameter k needs to take into account the characteristics of the aircraft (e.g., mass, power output capacity), and the acceleration level expected to be achieved when the position holding function is activated, so as to ensure stable control of the aircraft in the position holding mode. The selection of the k value needs to be comprehensively considered in combination with the dynamic characteristics, mass, and environmental factors (e.g., wind force, airflow) of the aircraft. Too large a k value may cause overshoot when the position holding function is activated, while too small a k value may not be able to fully compensate for the speed inertia, affecting the accuracy of position holding.

[0097] Optionally, velocity inertial displacement refers to the expected change in position of the aircraft due to the inertial effect of its current velocity after the position hold function is activated. The velocity inertial displacement can be calculated by the following formula: kv 2 , where v can be used to represent the current speed of the aircraft. The calculation of velocity inertial displacement takes into account the motion state of the aircraft before the position holding function is activated, as well as the influence of the control parameter k on the velocity inertia, ensuring that the position holding function can be activated and adjusted based on the actual motion trend of the aircraft.

[0098] Optionally, in the process of superimposing the velocity inertial displacement to the activation position, after the velocity inertial displacement is determined, the velocity inertial displacement is superimposed on the activation position of the aircraft (ie, the starting position of the position holding function) to obtain reference position information (Pref).

[0099] For example, the above superposition process is realized by the following formula:

[0100] Pref=pref+kv 2

[0101] By superimposing velocity inertial displacement, the actual position of the aircraft after the position holding function is activated can be predicted and adjusted more accurately, avoiding unexpected position retreat or deviation, and improving the control accuracy and stability of position holding.

[0102] Optionally, when calculating the velocity inertial displacement Pref, it is necessary to determine the time window of velocity integration. The selection of the above time window should take into account the dynamic characteristics of the aircraft speed change and the response speed of the position holding function to ensure that the calculated velocity inertial displacement can reflect the actual movement trend of the aircraft. When the aircraft is flying outdoors, environmental factors such as wind speed and airflow have a significant impact on the velocity inertia of the aircraft. Therefore, the calculation of velocity inertial displacement should take into account real-time environmental data to improve the environmental adaptability and stability of the position holding function.

[0103] In an embodiment of the present invention, by determining the control parameter k and calculating the speed inertial displacement, the position holding function can be smoothly activated, command jumps and overload phenomena at the moment of activation can be avoided, and passenger comfort can be improved. Superimposing the speed inertial displacement to the activation position can more accurately predict the actual movement trend of the aircraft, avoid unexpected position regression in the position holding mode, and significantly improve the control accuracy of position holding. The speed inertial displacement calculation considering environmental factors enhances the position holding performance of the aircraft in complex environments and improves flight safety. In summary, the above-mentioned embodiment achieves precise control of the aircraft's position holding function and improves flight quality and safety through detailed control parameter determination, speed inertial displacement calculation, and superimposing the inertial displacement to the activation position.

[0104] The following further describes how this embodiment activates the position keeping function of the aircraft based on the speed reference information.

[0105] As an optional implementation, step S104, based on the speed reference information, activates the position keeping function of the aircraft, including: in response to the speed reference information satisfying a first speed threshold, the input speed information of the aircraft satisfying a second speed threshold, and the aircraft satisfying a function activation enabling condition, activating the position keeping function, wherein the function activation enabling condition is used to indicate a condition allowing the position keeping function to be activated.

[0106] In this embodiment, in the process of activating the position keeping function of the aircraft based on the speed reference information, if it is determined that the speed reference information meets the first speed threshold, and the input speed information of the aircraft meets the second speed threshold, and the aircraft meets the function activation enabling condition, the position keeping function of the aircraft can be activated. The function activation enabling condition can be used to indicate the conditions for allowing the activation of the position keeping function, such as environment, navigation, etc. The input speed information can be a speed command or a speed command signal, which can be expressed as v cmd The second speed threshold may be preset to 0, which is only an example and is not a specific limitation.

[0107] Optionally, this embodiment plans a decision logic for activating the aircraft position keeping function based on the speed reference information, ensuring that the activation of the position keeping function not only takes into account the speed state of the aircraft, but also satisfies various safety and environmental conditions.

[0108] Optionally, when it is detected that the speed reference information (Vref) is close to zero or meets a preset first speed threshold, it is a preliminary signal to activate the position holding function. The first speed threshold reflects the intention of the pilot or the automatic control system, that is, the aircraft should stop or maintain the current position. For example, the first speed threshold can be set to a value less than the normal cruising speed of the aircraft, such as 1m / s. The specific value depends on the type of aircraft, application scenario and passenger comfort requirements.

[0109] Optionally, the input speed information of the aircraft is based on actual sensor data of the aircraft, such as GPS speed, IMU data, etc. When the input speed information is lower than a preset second speed threshold, it is further confirmed that the aircraft is indeed close to being stationary or in a low-speed state, and is suitable for activating the position-holding function. For example, the second speed threshold can be preset to 0 or a value very close to 0 to ensure that the position-holding function is activated only when the horizontal speed of the aircraft is almost zero, but the specific value should be adjusted according to the dynamic characteristics of the aircraft.

[0110] Optionally, before activating the position-holding function, it is also possible to check whether a series of function activation enabling conditions are met. The above conditions generally include, but are not limited to: environmental conditions, such as whether the wind speed is within an acceptable range, whether it is near complex terrain or obstacles, to avoid activating the position-holding function in an unfavorable environment and affecting flight safety. Navigation accuracy, for example, whether the aircraft's navigation system (GPS, IMU, etc.) provides sufficiently accurate position and speed information to ensure the accurate execution of the position-holding function. Rotor configuration, whether the rotor is in normal working condition, to ensure that the aircraft has the power output and stability required to perform the position-holding function. System status, whether the aircraft's control system is running stably without faults or abnormalities, to avoid activating the position-holding function in an unstable system state.

[0111] Optionally, when the above conditions are met, that is, the speed reference information (Vref) meets the first speed threshold, the aircraft input speed information meets the second speed threshold, and the aircraft meets the function activation enabling condition, the position holding function will be activated. The above decision process ensures that the position holding function is activated when the aircraft is in a low speed, safe, stable and suitable environmental condition, thereby improving flight safety and control accuracy.

[0112] Optionally, the setting of the first speed threshold and the second speed threshold should take into account the performance of the aircraft, passenger comfort and flight safety requirements. The above thresholds may need to be adjusted through experiments and flight tests to find a balance. The evaluation of function activation enabling conditions should be continuous and dynamic. Even after the position holding function is activated, it is possible to continuously monitor whether these conditions are continuously met to ensure the stable operation of the position holding function. When activating the position holding function, intelligent algorithms such as fuzzy logic, neural networks, etc. can be used to dynamically adjust the activation logic according to the real-time status of the aircraft and environmental conditions to improve the intelligence and adaptability of the control.

[0113] In an embodiment of the present invention, through strict evaluation of function activation enabling conditions, it is ensured that the activation of the position holding function is carried out when the aircraft is in a safe and stable state, thus avoiding potential safety risks. Based on the accurate judgment of speed reference information and input speed information, the aircraft can smoothly transition to the position holding mode at the most appropriate time, thereby improving the accuracy of position control. The intelligent activation of the position holding function reduces sudden stops and starts during flight, providing passengers with a smoother and more comfortable riding experience. In summary, through strict judgment based on speed reference information and input speed information, combined with a comprehensive evaluation of function activation enabling conditions, the intelligent, safe and efficient activation of the aircraft's position holding function is achieved. The above control strategy effectively improves the flight quality of the aircraft and the riding experience of the passengers.

[0114] In this embodiment, when the speed reference information satisfies the first speed threshold, the input speed information satisfies the second speed threshold, and the aircraft satisfies the function activation enabling condition, a process of activating the position holding function is further described below.

[0115] As an optional implementation, in response to the speed reference information satisfying a first speed threshold, the input speed information of the aircraft satisfying a second speed threshold, and the aircraft satisfying a function activation enabling condition, the position holding function is activated, including: in response to the speed reference information satisfying the first speed threshold, the input speed information of the aircraft satisfying the second speed threshold, and the aircraft satisfying the function activation enabling condition, the position holding function is activated after a delay target duration.

[0116] In this embodiment, when the speed reference information meets the first speed threshold, the input speed information meets the second speed threshold, and the aircraft meets the function activation enabling condition, during the process of activating the position keeping function, the position keeping function can be activated after delaying the target time length.

[0117] Optionally, this embodiment introduces a delay target duration as an additional condition for activating the position keeping function, further improving the precision and safety of the aircraft control strategy.

[0118] Optionally, check whether the speed reference information (Vref) meets a preset first speed threshold. The first speed threshold is used to determine whether the aircraft is close to a stationary or low-speed state, reflecting the preliminary condition for triggering the position holding function. ref When the speed is lower than or equal to the first speed threshold, it is considered that the pilot or the automatic control system no longer expects the aircraft to move at a high speed, but is preparing to enter or expects the aircraft to maintain the current position.

[0119] Optionally, then, the current input speed information of the aircraft (v cmd ) is checked to see if it meets the second speed threshold. The second speed threshold is a condition related to the actual physical state of the aircraft, ensuring that the actual speed of the aircraft has also been reduced to a level suitable for position keeping, avoiding errors that may be caused by judgment based only on speed instructions. cmd When the speed is lower than the second speed threshold, it indicates that the aircraft is indeed in a low speed or near-stationary state, and it is suitable to activate the position holding function.

[0120] Optionally, in addition to the speed condition, it is also possible to evaluate whether the aircraft meets a series of function activation enabling conditions. These conditions may include, but are not limited to, the performance status of the aircraft, environmental conditions (e.g., wind speed, weather), navigation system accuracy, and whether it is in a suitable flight altitude and airspace. Only when the above enabling conditions are met can the position keeping function be considered for activation.

[0121] Optionally, even if all the above conditions are met, the position hold function will not be activated immediately, but will be activated after waiting for a preset delay target time. The above delay mechanism is designed for multiple purposes: first, to avoid the position hold function being mistakenly activated due to instantaneous fluctuations in the speed signal, and to ensure the stability of the activation decision; second, to allow the aircraft to have enough time to adapt to speed changes and smoothly transition to the position hold mode, reduce sudden changes in control commands at the moment of activation, and avoid adverse overloads or oscillations; third, considering that the aircraft is in a low-speed or stationary state, the control system needs time to adjust and stabilize the rotor speed to maintain the aircraft's ability to hover or stabilize its position in the air.

[0122] Optionally, the specific value of the target duration should be optimized according to the characteristics of the aircraft, passenger comfort requirements, and external environmental conditions. Too short a delay may not be able to fully avoid false activation, while too long a delay may increase the operator's waiting time and affect flight efficiency. Therefore, the setting of the target duration needs to take into account the response time of the aircraft, the stability of the control system, and the requirements of the flight mission.

[0123] Optionally, the evaluation of the function activation enabling condition can use an intelligent logic algorithm, such as a fuzzy logic controller or a rule-based decision tree, to more accurately determine whether the aircraft is suitable for entering the position holding mode. The above algorithm can dynamically adjust the judgment criteria according to the real-time flight status and environmental data to improve adaptability and safety.

[0124] In the embodiment of the present invention, the risk of erroneously activating the position-holding function due to instantaneous speed signal fluctuations is reduced by evaluating the delay target duration and the comprehensive enabling conditions, ensuring that the aircraft enters the position-holding mode under correct and safe conditions. The delay mechanism allows the aircraft to have enough time to adapt to speed changes, reduces control mutations at the moment of activation, avoids adverse overload phenomena, and improves flight quality and passenger comfort. Although the delay is introduced, by optimizing the value of T_delay and the judgment logic of the enabling conditions, it is possible to quickly respond to the intentions of the pilot or the automatic control system while ensuring safety, thereby improving the control efficiency and flexibility of the aircraft.

[0125] In summary, by setting the delay target duration, combined with the comprehensive evaluation of speed reference information, the actual state of the aircraft and the conditions for enabling function activation, the safe, smooth and efficient activation of the aircraft's position keeping function is achieved.

[0126] In the following, how to activate the position keeping function of the aircraft based on the speed reference information in this embodiment is further described.

[0127] As an optional implementation, step S104, based on the speed reference information, activates the position holding function of the aircraft, including: based on the speed reference information, turns on the position control loop of the aircraft to activate the position holding function; based on the reference position information and the speed reference information, generates acceleration information of the aircraft, including: setting the speed reference information to a target value, and using the target value to disconnect the speed control loop of the aircraft, wherein the position control loop is connected in parallel with the speed control loop; using a target loop superimposed by the turned-on position control loop and the disconnected speed control loop, converts the reference position information into acceleration information.

[0128] In this embodiment, in the process of activating the position holding function of the aircraft based on the speed reference information, the position control loop of the aircraft can be turned on based on the speed reference information to activate the position holding function. In the process of generating the acceleration information of the aircraft based on the reference position information and the speed reference information, the speed reference information can be set as a target value, and the speed control loop of the aircraft can be disconnected using the target value. The reference position information can be converted into acceleration information using a target loop superimposed by the turned-on position control loop and the disconnected speed control loop. The position control loop is connected in parallel with the speed control loop. The position control loop can be a position holding feedback loop. The target value can be 0, which is used to ensure that the speed control loop only plays a damping role.

[0129] Optionally, the activation of the aircraft's position holding function and its acceleration information generation mechanism in the above-mentioned embodiment are carefully planned, and a significant improvement in flight quality and passenger comfort is achieved by connecting the aircraft's position control loop, disconnecting the speed control loop and converting the reference position information into acceleration information.

[0130] Optionally, based on the speed reference information (Vref) satisfying the above activation conditions, the position control loop of the aircraft, i.e., the position keeping feedback loop, is turned on. The above operation enables the position control loop to start working, receive the reference position information (Pref) and generate a control instruction according to the difference between the current actual position of the aircraft and the reference position information (i.e., the position error), thereby guiding the aircraft to move to the desired position or keep the current position unchanged. The turning on of the position control loop is a key step in activating the position keeping function.

[0131] For example, k p (p ref +k·v 2 -p est ) calculates the error between the current position of the aircraft and the desired position, while taking into account the effect of velocity inertial displacement on the position. The above error is converted into pAmplify and generate a position control signal to adjust the attitude and power output of the aircraft so that the actual position of the aircraft tends to the reference position, while taking into account the inertial effect caused by speed changes. p It can be used to represent the gain factor of position feedback control and to adjust the response speed and strength of the position control loop. est It can be used to represent the estimated value of the current position of the aircraft, and the actual position of the aircraft is obtained by fusion of onboard sensor data and prediction of the dynamic model. The above control strategy is particularly important in the position keeping function of the aircraft, especially when the aircraft needs to stay or hover at a certain position. By superimposing k·v 2 , the controller can estimate and compensate for the position deviation of the aircraft caused by speed changes, avoid position overshoot or oscillation when the position holding function is activated, thereby improving the accuracy of position control and the operating quality of the aircraft, ensuring flight stability and passenger comfort.

[0132] Optionally, in order to ensure that the aircraft is not affected by the speed control loop in the position holding mode, the system sets the speed reference information (Vref) to a target value, which can be set to zero. The above operation disconnects the speed control loop, that is, the speed control loop no longer generates speed control instructions to guide the speed change of the aircraft. The purpose of setting the speed reference information to zero is to ensure that in the position holding mode, the speed control of the aircraft only plays a role in slowing down the speed change and providing damping stability, but does not actively adjust the speed of the aircraft, thereby avoiding mutual interference between the position control loop and the speed control loop, and improving the stability and accuracy of position holding.

[0133] Optionally, when the position control loop is turned on and the speed control loop is turned off, a target loop is generated, which is mainly composed of the position control loop and no longer contains the speed control instruction generation part. The function of the target loop is to convert the reference position information (Pref) into the acceleration information of the aircraft, that is, to generate an acceleration instruction. The above conversion process usually includes the calculation of the position error, the application of the proportional integral differential control algorithm, etc., to determine in which direction the aircraft needs to accelerate or decelerate, so as to achieve the tracking and maintenance of the reference position information.

[0134] Optionally, the proportional-integral-differential control parameters (proportional, integral, differential) in the position control loop can be adjusted according to the dynamic characteristics of the aircraft to ensure the response speed, stability and anti-interference ability of the aircraft in the position holding mode. For example, appropriately increasing the proportional coefficient can improve the response speed, while increasing the integral coefficient helps to reduce the position error, and the differential coefficient can be used to predict the change trend of the position error and reduce the overshoot in the control process. The process of zeroing the speed reference information can make a smooth transition and avoid sudden changes in the control command. A possible strategy is to gradually reduce the amplitude of the speed command until the target value (such as 0) is reached before the speed control loop is disconnected, so as to reduce the overload and oscillation of the aircraft and achieve a smoother control mode switching. The design of the target loop can consider introducing advanced control algorithms, such as adaptive control, sliding mode control, etc., to improve the accuracy and response speed of position holding. At the same time, the target loop should have intelligent judgment capabilities, dynamically adjust the control parameters according to the real-time status of the aircraft and external environmental conditions, and achieve more flexible and efficient position holding control.

[0135] In an embodiment of the present invention, by smoothly conducting the position control loop and disconnecting the speed control loop, the aircraft can smoothly transition from the speed control mode to the position holding mode, avoiding sudden changes in the control instructions and improving the flight quality. The generation of the target loop enables the system to accurately generate acceleration instructions based on the reference position information, achieve precise control of the aircraft position, and keep the aircraft in the desired position. In the position holding mode, the speed control of the aircraft only plays a damping role, reducing unexpected speed changes and overload phenomena during the control process, significantly improving flight safety, and providing passengers with a more stable and comfortable riding experience. In summary, the above-mentioned embodiment achieves smooth activation and precise control of the aircraft position holding function through a meticulous control loop conduction and disconnection design, as well as an efficient target loop generation mechanism, reflecting the emphasis and innovation on safety and comfort in aircraft control technology.

[0136] The following further describes how to control the operation of the aircraft based on the acceleration information in this embodiment.

[0137] As an optional implementation, step S110, based on the acceleration information, controls the operation of the aircraft, including: converting the acceleration information into the current attitude information of the aircraft; and controlling the operation of the aircraft according to the current attitude information.

[0138] In this embodiment, in the process of controlling the operation of the aircraft based on the acceleration information, the acceleration information can be converted into the current attitude information of the aircraft. The operation of the aircraft can be controlled according to the current attitude information. The current attitude information can be an attitude angle instruction, which can be used To express.

[0139] Optionally, converting the acceleration information into an attitude angle instruction of the aircraft (current attitude information) and controlling the operation of the aircraft according to the above instruction is an efficient and accurate implementation method in the field of flight control, especially suitable for rotorcraft, such as multi-rotor drones.

[0140] For example, you can use Func(a x ,a y ) function can convert the acceleration command into the attitude angle command of our aircraft, that is, the pitch angle θ and the roll angle φ. When the attitude of the multi-rotor aircraft changes at a small angle, its dynamic characteristics can be approximated as linear. Func(a x ,a y ) Through small angle linearization, the acceleration command is mathematically converted to the current attitude of the aircraft to calculate the required pitch and roll angles. This conversion is based on the dynamic model of the aircraft and takes into account the physical properties of the aircraft such as mass, moment of inertia, and aerodynamic efficiency of the rotor. Func(a x ,a y ) generates the pitch angle command and roll angle command that the aircraft should take according to the acceleration command and the current state of the aircraft. By adjusting these two attitude angles, the aircraft can generate the required horizontal acceleration, thereby achieving control of the flight path. In the process of generating attitude angle commands, Func(a x ,a y )Specific control law algorithms may be applied, such as adaptive control, to ensure the stability, speed and accuracy of the aircraft response.

[0141] For another example, Func(a x ,a y ) When generating attitude angle commands, external environmental factors such as wind speed, air pressure changes, etc. can also be taken into account to ensure that the aircraft can maintain stable and precise control under various flight conditions.

[0142] Optionally, acceleration information can be output by the position control loop of the aircraft, calculated based on position deviation, velocity information and desired motion characteristics. It contains the magnitude and direction of the acceleration that the aircraft should have at the current time point, and is the direct basis for the motion control of the aircraft. It is achieved through the dynamic model and control law of the aircraft. The dynamic model describes the relationship between the attitude of the aircraft (defined by the pitch angle θ, roll angle φ and yaw angle ψ) and its acceleration. The control law is a set of mathematical algorithms that can convert acceleration information into attitude angle commands to achieve the desired acceleration (a L ). For example, if the acceleration information indicates that the aircraft needs to accelerate to the right, an appropriate roll angle value can be calculated to roll the aircraft to the right, thereby generating lateral thrust.

[0143] Optionally, once the aircraft attitude is calculated from the acceleration information, the aircraft control system can send corresponding instructions to the actuators (e.g., rotor motors and servos) to adjust the speed and angle of the rotors so that the actual attitude angle of the aircraft is as close to the calculated instruction value as possible. The actual attitude angle of the aircraft is continuously monitored by sensors (such as gyroscopes) and compared with the calculated instruction value. Any deviation will be corrected through the feedback mechanism of the control law to ensure that the aircraft remains stable in the desired attitude, thereby achieving the desired acceleration and movement.

[0144] Optionally, in order to ensure the accuracy of the calculation of the attitude angle command, the dynamic model and control law of the aircraft must accurately reflect its physical characteristics, including mass distribution, aerodynamic characteristics of the rotor, inertia of the aircraft, etc. The accuracy of the model directly affects the control effect. The algorithm design of the control law should be able to dynamically adjust according to the current state of the aircraft, mission requirements, and external environmental conditions (such as wind speed and air pressure) to optimize the generation of attitude commands and achieve more stable and efficient flight control. The actuators of the aircraft (such as motors and servos) need to have the ability to respond quickly and with high precision control in order to quickly and accurately execute attitude angle commands and realize attitude adjustment and acceleration control of the aircraft.

[0145] In the embodiment of the present invention, by converting acceleration information into attitude angle instructions, the aircraft can control its movement more accurately and ensure that it flies according to the preset acceleration route, which is crucial for performing complex flight missions. The precise execution of attitude angle instructions helps maintain the stable attitude of the aircraft, reduces the shaking or oscillation of the aircraft caused by acceleration changes, and improves flight safety. For manned aircraft, this control method can reduce discomfort during flight and provide a smoother and more comfortable ride experience.

[0146] In summary, converting acceleration information into attitude angle commands and controlling the aircraft operation accordingly is an important and complex strategy in flight control technology. The aircraft control system is required to be highly intelligent and adaptable, be able to accurately calculate attitude angle commands, and ensure that the actuator responds quickly, ultimately achieving precise control and stable flight of the aircraft to meet the needs of various flight missions and passenger experience.

[0147] In the following, the process of controlling the operation of the aircraft according to the current attitude information of the aircraft in this embodiment is further described.

[0148] As an optional implementation, the method also includes: obtaining input position information and input speed information of the aircraft; generating desired attitude information based on the input position information, input speed information and current operation information of the aircraft; and controlling the operation of the aircraft according to the current attitude information, including: controlling the operation of the aircraft based on the desired attitude information and the current attitude information.

[0149] In this embodiment, the input position information and input speed information of the aircraft can be obtained. Based on the input position information, the input speed information and the current operation information of the aircraft, the desired attitude information can be generated. In the process of controlling the operation of the aircraft according to the current attitude information, the operation of the aircraft can be controlled based on the desired attitude information and the current attitude information. Among them, the input position information can be an initial position instruction, which can be expressed as p cmd The input speed information can be the initial speed instruction, which can be expressed by v cmd The current operation information may be a feedback signal collected by a rotor navigation sensor, such as the current position p and the current speed v fed back. The expected attitude information may be a command signal generated by a controller.

[0150] Optionally, in the control strategy of an aircraft (especially a multi-rotor aircraft), generating desired attitude information based on input position information, speed information and current operation information, and controlling the operation of the aircraft accordingly, is a key step in achieving precise and stable flight of the aircraft.

[0151] Optionally, the control of the aircraft begins with inputting instructions, i.e., desired position and velocity information, which may come from a remote control signal from an operator, a target point setting of an automatic navigation system, or a flight mission plan. cmd ) and speed information (v cmd ) is a key parameter that determines the direction and speed of the aircraft's motion and provides a target reference for subsequent control strategies.

[0152] For example, k v ·(v ref -v est ) generates a feedback control signal of the speed error, where k v It can be used to represent the gain factor of speed feedback control, which is used to adjust the response speed and strength of the control loop to speed error. ref It can be used to represent the speed reference instruction, that is, the speed that the aircraft expects to achieve, which can be set by the ground operator or generated by the flight mission planning system. estIt can be used to represent the estimated value of the current speed of the aircraft, which is obtained by fusion of airborne sensor data and prediction of dynamic model. The above formula can be used to calculate the deviation between the current speed of the aircraft and the expected speed, and the gain coefficient k v The above deviation is magnified to generate a speed control instruction. Specifically, when the actual speed of the aircraft v est Less than the expected speed v ref When v est Greater than v ref , the control command causes the aircraft to slow down, and finally makes the speed of the aircraft approach the target value.

[0153] Optionally, based on the input position information, input speed information and the current operation information of the aircraft, the desired attitude information is generated. cmd 、v cmd The feedback information from the rotor navigation sensor (including the current position p, velocity v and acceleration) is used to calculate the desired attitude information (desired attitude angle command: pitch angle θ, roll angle φ, yaw angle ψ) through the dynamic model and control law. The above process involves complex mathematical operations and real-time data analysis in order to generate attitude commands (for example, roll angle commands) that make the aircraft transition from the current state to the desired state. and the yaw angle command ψ cmd ) to ensure that the aircraft can move according to the input position and speed commands.

[0154] Optionally, the operation of the aircraft is controlled according to the current attitude information, including controlling the operation of the aircraft based on the expected attitude information and the current attitude information. Once the expected attitude information is generated, the control system of the aircraft will compare the expected attitude information with the actual attitude information of the aircraft (current attitude angle instructions θ, φ, ψ) in real time, and adjust the control strategy according to the deviation. The above comparison and adjustment process is based on the control law, which calculates the adjustment instructions for the aircraft actuators (such as motors and servos) through algorithms to achieve the expected attitude angle, thereby achieving precise control of the movement of the aircraft. For example, if there is a deviation between the expected pitch angle and the actual pitch angle, the control law will calculate the instructions for adjusting the rotor speed to reduce this deviation and ensure that the aircraft can fly according to the preset pitch angle.

[0155] Optionally, the dynamic model of the aircraft is the basis for generating the desired attitude information, which should accurately reflect the physical characteristics of the aircraft, including but not limited to mass distribution, rotor aerodynamic efficiency, moment of inertia, etc. The accuracy of the model directly affects the efficiency of the control strategy and the response speed of the aircraft. The algorithm design of the control law is crucial for the generation of attitude information. Common control laws include proportional-integral-differential control, adaptive control, fuzzy control, and sliding mode control. The above algorithm can be dynamically adjusted according to the real-time state of the aircraft and external environmental conditions to generate the attitude command that best suits the current flight conditions, thereby achieving stable control and efficient operation of the aircraft.

[0156] Optionally, the feedback information collected by the rotor navigation sensor (e.g., position, velocity, acceleration) needs to be fused and calibrated to ensure its accuracy and reliability. This usually involves filtering, correcting the sensor signal, and adjusting the consistency of multi-sensor data to provide a more accurate basis for generating the desired attitude information. The aircraft's actuators (such as rotor motors) need to have high response speed and precise control capabilities to ensure that the attitude commands generated by the controller can be executed quickly and accurately. The performance of components such as motors and servos directly affects the control accuracy and response time of the aircraft.

[0157] In the embodiment of the present invention, the desired attitude information generated based on the precise position, speed information and aircraft status can ensure that the aircraft flies stably according to the preset flight path and speed, thereby improving the accuracy and safety of mission execution. By adjusting the aircraft's attitude information in real time, the control strategy can effectively reduce the turbulence and shaking during flight, and provide a more stable and comfortable flight environment for passengers and payloads. The above characteristics are particularly important in manned aircraft. The intelligent control law can dynamically adjust the attitude instructions according to the flight mission and environmental changes, so that the aircraft can achieve stable and efficient flight under various flight conditions, enhancing the adaptability of the aircraft and the flexibility of mission execution.

[0158] In summary, generating and executing the desired attitude information by comprehensively analyzing the input position, velocity information and current operating status of the aircraft is an important step in the aircraft control strategy to achieve precise control and stable flight. The above process requires not only the system to have an accurate dynamic model and intelligent control law, but also the accurate acquisition and processing of sensor data and the efficient response of the actuator to ensure that the aircraft can complete the flight mission safely and accurately.

[0159] The following further describes how to control the operation of the aircraft based on the expected attitude information and the current attitude information of the aircraft in this embodiment.

[0160] As an optional implementation, the operation of the aircraft is controlled based on the expected attitude information and the current attitude information, including: generating an acceleration instruction for the aircraft using the expected attitude information and the current attitude information; generating a motor control instruction for the aircraft using the acceleration instruction and the rotational speed signal of the aircraft; and controlling the motor operation of the aircraft in response to the motor control instruction.

[0161] In this embodiment, in the process of controlling the operation of the aircraft based on the expected attitude information and the current attitude information, the expected attitude information and the current attitude information can be used to generate an acceleration instruction. The acceleration instruction and the speed information can be used to generate a motor control instruction for the aircraft. The motor operation of the aircraft can be controlled by using the motor control instruction. Among them, the deceleration instruction can be an acceleration instruction signal, which can be used as a R The speed signal can be a rotor speed signal. The motor control command can be called a motor command or a motor command signal, which can be represented by m cmd To express.

[0162] Optionally, in the control of a multi-rotor aircraft, generating and executing control instructions based on desired attitude information and current attitude information is a core step to ensure that the aircraft stably and accurately tracks the predetermined flight path.

[0163] Optionally, the desired attitude information obtained may include a desired pitch angle (θ), a roll angle (φ), and a yaw angle (ψ), for example, the desired roll angle and the desired yaw angle (ψ des ) The above data can be determined by the aircraft's advanced control layer (e.g., track tracking control, automatic navigation system) to meet specific flight mission requirements. The aircraft's current pitch angle (θ), roll angle (φ), and yaw angle (ψ), as well as the aircraft's current speed and acceleration information, are monitored in real time through onboard sensors (e.g., gyroscopes, accelerometers). The above data constitute the aircraft's current operating status.

[0164] Optionally, the control law module calculates the acceleration command that the aircraft should execute based on the deviation between the desired attitude information and the current attitude information. The above process usually involves adaptive control or other advanced control algorithms, the purpose of which is to reduce the attitude deviation and make the aircraft approach or reach the desired attitude. For example, if there is a deviation between the desired pitch angle and the current actual pitch angle, the control law can calculate an acceleration command to adjust the pitch angle of the aircraft to the target value.

[0165] Optionally, the rotor speed signal (w) of the aircraft is an important parameter of its power system, which directly affects the lift and thrust of the aircraft. When generating an acceleration command, the current rotor speed of the aircraft needs to be considered to ensure the feasibility of the control command. The control distribution module (such as a feedback linearization module) fuses the acceleration command and the current rotor speed signal (w) to generate a control command for each motor. The above process usually involves converting the acceleration command into the lift and thrust requirements required by the rotor, and then calculating the speed adjustment command of each motor based on the aerodynamic characteristics, dynamic model and current speed of the rotor to achieve the desired acceleration.

[0166] Optionally, the motor control command is sent to the aircraft's actuator (such as an electronic speed controller), which adjusts the power supply to the motor according to the command, thereby controlling the speed of the rotor, so that the aircraft can execute the calculated acceleration command. After receiving the control command, the aircraft's rotor and motor adjust the speed to generate the required lift and thrust distribution, so that the aircraft can accelerate, decelerate or change direction according to the acceleration command, thereby achieving the desired attitude.

[0167] Optionally, in the above control process, the acceleration information is used as an acceleration command signal, which is a bridge to convert the difference between the desired attitude and the current attitude into the actual control action of the aircraft. The motor command signal is the final control signal that directly drives the aircraft actuator (motor) to adjust the rotor speed to achieve the acceleration command.

[0168] Optionally, the acquisition of current attitude information, velocity, and acceleration depends on the accuracy and real-time performance of sensor data, and the use of data fusion technology (such as Kalman filtering) can improve the stability and accuracy of the control system. The dynamic model of the aircraft should accurately reflect its flight characteristics, including the lift and drag generated by the rotor, the inertia of the aircraft, etc., which helps to generate acceleration commands and motor control commands more accurately.

[0169] Optionally, the response speed and control accuracy of the motor and actuator directly affect the execution effect of the aircraft on the control instructions, so it is necessary to select high-performance motors and electronic speed regulators and optimize their control strategies.

[0170] Optionally, m fb A feedback signal that can be used to indicate the status of the motor. It usually contains information about the actual motor speed, current, temperature, etc. It is monitored by the motor control unit or other sensors and sent back to the main controller of the aircraft. fb The role of m is to provide real-time motor status data to the main controller so that it can perform closed-loop control, that is, adjust the control instructions according to the actual state of the motor to ensure that the motor output matches the expected control instructions, while monitoring the health of the motor to avoid overload or failure. In modern aircraft control systems, m fbIt is an indispensable part of achieving precise control and safe operation, ensuring the stability and reliability of the motor power output. cmd and m fb The control architecture of the aircraft can realize the closed-loop control of the motor power output, that is, calculate the required motor control instructions (m cmd ), and monitor the actual state of the motor (m fb ), and dynamically adjusts the control instructions by comparing the two to achieve optimized flight performance and safe flight. The above closed-loop control system can adapt to changes in the flight environment and the dynamic characteristics of the aircraft itself, ensuring stable flight and efficient execution of flight missions under various conditions.

[0171] In summary, generating acceleration commands based on the desired attitude information and current attitude information, and further converting them into motor control commands, is a key step in controlling the attitude and motion of the aircraft. The above process involves multiple levels of control strategies and complex dynamic models, which are designed to ensure that the aircraft can complete the flight mission safely and efficiently, and also provide a basis for the aircraft's autonomous flight and advanced control functions.

[0172] The technical solution of the embodiment of the present invention is illustrated below in conjunction with preferred implementation modes.

[0173] At present, rotorcraft for manned vehicles are still in their infancy, while drones are more concerned with the maneuverability of the aircraft, and pay less attention to the comfort and flight quality of the aircraft. Generally, the activation of the position holding function of multi-rotor drones is relatively simple. When the reference instruction is less than a given threshold for a period of time after the pilot has not operated, the holding function is activated, or when the horizontal speed of the aircraft is less than a certain value, the position holding function is activated, which may cause a large overshoot of the aircraft and reduce the flight quality.

[0174] The position holding function in the related art has the following problems: when the position holding function is activated, there is a command jump, which causes an adverse overload of the aircraft; the position holding loop and the speed control have opposite expectations, and small commands are difficult to operate and easily induce horizontal oscillation of the aircraft; after the position holding function is activated, the aircraft may produce unexpected position retreat, reducing the flight quality. In summary, the related art still has the technical problem of poor control effect of the aircraft.

[0175] However, an embodiment of the present invention proposes a method for position capture and position holding functions of a manned rotor flight system, which combines the pilot's operating intention and superimposes the desired position target instruction to improve the flight quality of the aircraft and passenger comfort. By introducing the concepts of velocity inertial displacement and activation position, the control accuracy of the aircraft in the position holding mode is significantly improved. The reference position information is combined with the velocity reference information to generate the acceleration information of the aircraft, which can reflect the comprehensive needs of the aircraft between the current position holding and speed control. By finely integrating position feedback and speed control, it is ensured that the aircraft can still maintain good dynamic response and stability in the position holding mode, avoiding the contradiction between the position control and speed control loops, improving the coordination and efficiency of the control, achieving the technical effect of improving the control effect of the aircraft, and solving the technical problem of poor control effect of the aircraft.

[0176] The method of the embodiment of the present invention is further illustrated below.

[0177] FIG2(a) is a schematic diagram of a control law architecture of a multi-rotor aircraft according to an embodiment of the present invention. As shown in FIG2(a), the architecture may include the following modules: a control instruction generation module 201, an outer loop controller 202, a controller 203, a feedback linearization module 204, and a rotorcraft 205. The control instruction generation module 201 (manual operation or automatic route instruction generation module) processes the input source signal of the remote controller or the joystick for post-processing to generate an initial position instruction P cmd , you can also get the speed command v of the aircraft cmd The outer loop controller 202 mainly receives the position command P cmd Or speed command v cmd The feedback signals collected by the rotor navigation sensor (e.g., the feedback position signal P and the feedback speed signal v) generate the desired attitude signal, such as the desired roll angle The controller 203 receives the signal generated by the outer loop controller 202. and the desired yaw angle (ψ des ), and the aircraft state signal (e.g., roll angle φ and angular velocity w) collected by the navigation sensor in the rotorcraft 205, to generate the acceleration command signal a R Feedback linearization module 204 (control distribution module) receives acceleration signal a R The motor state m is fed back by the rotor speed signal fb Linearization generates motor command m cmd The rotorcraft body responds to the motor command signal output from the control law to control the aircraft body to achieve the expected movement in each axis.

[0178] FIG2(b) is a schematic diagram of a position and speed controller according to an embodiment of the present invention. As shown in FIG2(b), the position and speed controller may include a position & speed reference model 206, AND 207, a delay 208 and an Add 209. The position & speed controller module includes three parts: Part I, the position & speed reference model 206 generates a position and speed reference command based on a control command; Part II, the position & speed feedback controller module generates an acceleration command based on the position & speed reference command. x and a y , mainly includes the following parts: position holding activation logic, when the speed command is close to 0, the speed reference command meets the threshold requirements (the design reference value given by the subjective evaluation of the pilot) and the function activation enabling conditions (environment, navigation, etc.) are met at the same time, after the delay timer delays for a given time, the position holding function is activated, that is, the position feedback loop is connected; the position holding feedback command is Pref = pref + kv 2 ; That is, the position reference instruction should be the current active position pref superimposed velocity inertial displacement kv 2 , and obtain the expected reference position Pref, where the reference k reflects the estimated acceleration when the hold is activated, and can be adjusted in combination with the threshold of the speed reference command; after the position hold feedback loop is turned on, the speed reference command is set to 0 to ensure that the speed control loop only plays a damping role; the position feedback loop and the speed feedback loop are superimposed in Add 209, and the acceleration command a is generated in combination with the aircraft feedback acceleration x and a y The attitude command generation module converts the horizontal acceleration command into the attitude angle command of the aircraft through small-angle linear approximation processing.

[0179] Optionally, as shown in FIG2(b), k v ·(v ref -v est ) generates a feedback control signal of the speed error, where k v It can be used to represent the gain factor of speed feedback control, which is used to adjust the response speed and strength of the control loop to speed error. ref It can be used to represent the speed reference instruction, that is, the speed that the aircraft expects to achieve, which can be set by the ground operator or generated by the flight mission planning system. est It can be used to represent the estimated value of the current speed of the aircraft, which is obtained by fusion of airborne sensor data and prediction of dynamic model. The above formula can be used to calculate the deviation between the current speed of the aircraft and the expected speed, and the gain coefficient k v The above deviation is magnified to generate a speed control instruction. Specifically, when the actual speed of the aircraft v est Less than the expected speed vref When v est Greater than v ref , the control command causes the aircraft to slow down, and finally makes the speed of the aircraft approach the target value.

[0180] Optionally, as shown in FIG2(b), k p (p ref +k·v 2 -p est ) calculates the error between the current position of the aircraft and the desired position, while taking into account the effect of velocity inertial displacement on the position. The above error is converted into p Amplify and generate a position control signal to adjust the attitude and power output of the aircraft so that the actual position of the aircraft tends to the reference position, while taking into account the inertial effect caused by speed changes. p It can be used to represent the gain factor of position feedback control and to adjust the response speed and strength of the position control loop. est It can be used to represent the estimated value of the current position of the aircraft, and the actual position of the aircraft is obtained by fusion of onboard sensor data and prediction of the dynamic model. The above control strategy is particularly important in the position keeping function of the aircraft, especially when the aircraft needs to stay or hover at a certain position. By superimposing k·v 2 , the controller can estimate and compensate for the position deviation of the aircraft caused by speed changes, avoid position overshoot or oscillation when the position holding function is activated, thereby improving the accuracy of position control and the operating quality of the aircraft, ensuring flight stability and passenger comfort.

[0181] Optionally, as shown in FIG2(b), Func(a x ,a y ) function can convert the acceleration command into the attitude angle command of our aircraft, that is, the pitch angle θ and the roll angle φ. When the attitude of the multi-rotor aircraft changes at a small angle, its dynamic characteristics can be approximated as linear. Func(a x ,a y ) Through small angle linearization, the acceleration command is mathematically converted to the current attitude of the aircraft to calculate the required pitch and roll angles. This conversion is based on the dynamic model of the aircraft and takes into account the physical properties of the aircraft such as mass, moment of inertia, and aerodynamic efficiency of the rotor. Func(a x ,a y ) generates the pitch angle command and roll angle command that the aircraft should take according to the acceleration command and the current state of the aircraft. By adjusting these two attitude angles, the aircraft can generate the required horizontal acceleration, thereby achieving control of the flight path. In the process of generating attitude angle commands, Func(ax ,a y )Specific control law algorithms may be applied, such as adaptive control, to ensure the stability, speed and accuracy of the aircraft response.

[0182] In the embodiment of the present invention, the activation of the position holding function of the rotorcraft in the existing technology does not take into account the expected reference position superimposed on the inertial speed expectation, which will cause overshoot or oscillation when the position holding function is activated. The position holding function activation logic in the related art only considers the threshold conditions of the speed reference, and there is a problem of small instruction operation. Compared with the above-mentioned related technologies, the embodiment of the present invention has the following advantages: when the position holding function is activated, the command transitions smoothly, and the aircraft will not produce adverse overloads; after the position holding loop is activated, the speed control loop is disconnected, and the speed loop only plays a damping role to avoid the two loops fighting, and then induce horizontal oscillation of the aircraft; after the position command reference superimposed on the inertial speed expectation holding function is activated, the aircraft is prevented from unexpected position retreat, the flight quality is improved, and the passenger comfort is improved; the position holding activation logic considers the small instruction operation conditions, which is conducive to improving the operation accuracy of the aircraft.

[0183] Optionally, the embodiment of the present invention is applicable to an aircraft that uses horizontal speed control. For an aircraft that directly uses position command control, the position fallback problem when the position holding function is activated is also designed, but the activation conditions when the position holding is activated may be different, and it is necessary to make a judgment in combination with the position command reference and function enabling conditions (speed threshold conditions, etc.).

[0184] In the embodiment of the present invention, when the speed command is close to 0, the speed reference command meets the threshold requirement (the design reference value given by the subjective evaluation of the pilot) and the function activation enabling condition is met at the same time, after the delay of the delayer for a given time (the design of the delayer can ensure that the transition of the aircraft after activating the position holding is smoother), the position holding function is activated, that is, the position feedback loop is connected. The function activation enabling conditions include meeting the navigation accuracy requirements of position and speed control, meeting the air-ground judgment requirements for the normal activation and operation of the control law, meeting the minimum rotor configuration requirements available for the aircraft, and meeting the minimum environmental requirements for the aircraft to achieve position control; the position holding feedback command is Pref=pref+kv 2 ; That is, the position reference instruction should be the current active position pref superimposed velocity inertia displacement kv 2 Finally, the desired reference position Pref is obtained. When the position holding feedback loop is turned on, the speed reference command is set to 0 to ensure that the speed control loop only plays a damping role.

[0185] In an embodiment of the present invention, if the aircraft needs to be controlled, the desired speed of the aircraft can be obtained as speed reference information. The position holding function of the aircraft can be activated through the speed reference information. According to the activation position of the aircraft when the position holding function is activated, and the speed inertial displacement generated by the aircraft through inertial movement at the current speed, the desired speed of the aircraft, that is, the reference position information, is determined. The acceleration information of the aircraft can be generated based on the reference position information and the speed reference information. The operation of the aircraft can be controlled based on the acceleration information so that the aircraft can be kept at the desired position. In this embodiment, by introducing the concepts of speed inertial displacement and activation position, the control accuracy of the aircraft in the position holding mode is significantly improved. Combining the reference position information with the speed reference information to generate the acceleration information of the aircraft can reflect the comprehensive requirements between the current position holding and speed control of the aircraft. By finely integrating position feedback and speed control, it is ensured that the aircraft can still maintain good dynamic response and stability in the position holding mode, avoiding the contradiction between the position control and speed control loops, improving the coordination and efficiency of the control, achieving the technical effect of improving the control effect of the aircraft, and solving the technical problem of poor control effect of the aircraft.

[0186] 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, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and provide corresponding operation entrances for users to choose to authorize or refuse.

[0187] According to another aspect of an embodiment of the present invention, corresponding to the embodiment of the above-mentioned aircraft control method, this specification also provides an aircraft control system, Figure 3 is a system block diagram of a control system of an aircraft according to an embodiment of the present invention. Figure 3 As shown, the control system 400 of the aircraft may include: a processor 302 and a controller 304 .

[0188] The processor 302 is configured to obtain speed reference information of the aircraft, wherein the speed reference information is used to represent a desired speed of the aircraft.

[0189] The controller 304 is used to activate the position holding function of the aircraft based on the speed reference information; under the position holding function, determine the reference position information of the aircraft based on the activation position of the aircraft and the speed inertial displacement of the aircraft, wherein the activation position is used to indicate the position of the aircraft when the position holding function is activated, the speed inertial displacement is used to indicate the displacement of the aircraft through inertial movement at the current speed, and the reference position information is used to indicate the desired position of the aircraft; generate the acceleration information of the aircraft based on the reference position information and the speed reference information; and control the operation of the aircraft based on the acceleration information to maintain it at the desired position.

[0190] In the control system of the aircraft of this embodiment, if the aircraft needs to be controlled, the desired speed of the aircraft can be obtained as speed reference information. Through the speed reference information, the position holding function of the aircraft can be activated. According to the activation position of the aircraft when the position holding function is activated, and the speed inertial displacement generated by the aircraft through inertial movement at the current speed, the desired speed of the aircraft, that is, the reference position information, is determined. The acceleration information of the aircraft can be generated based on the reference position information and the speed reference information. The operation of the aircraft can be controlled based on the acceleration information so that the aircraft can be kept at the desired position. In this embodiment, by introducing the concepts of speed inertial displacement and activation position, the control accuracy of the aircraft in the position holding mode is significantly improved. Combining the reference position information with the speed reference information to generate the acceleration information of the aircraft can reflect the comprehensive requirements between the current position holding and speed control of the aircraft. By finely integrating position feedback and speed control, it is ensured that the aircraft can still maintain good dynamic response and stability in the position holding mode, avoiding the contradiction between the position control and speed control loops, improving the coordination and efficiency of the control, achieving the technical effect of improving the control effect of the aircraft, and solving the technical problem of poor control effect of the aircraft.

[0191] The control system of the aircraft in the above embodiment is further described below.

[0192] As an optional embodiment, the controller includes: a delay device for delaying a target time in response to the speed reference information satisfying a first speed threshold, the input speed information of the aircraft satisfying a second speed threshold, and the aircraft satisfying a function activation enable condition; a position control loop for entering an on state after the delay target time to activate the position holding function; a speed control loop connected in parallel with the position control loop, for setting the speed reference information to a target value when the position control loop is in the on state, so as to be in the off state; wherein the position control loop in the on state and the speed control loop in the off state are superimposed as a target loop, and the target loop is used to convert the reference position information into acceleration information.

[0193] In this embodiment, a combination of a delayer, a position control loop, and a speed control loop is introduced into the control strategy of the multi-rotor aircraft to smoothly activate the position holding function, which is an important design to improve flight quality and passenger comfort.

[0194] Optionally, the controller is designed to accurately control the attitude and speed of the aircraft according to the current state of the aircraft and the instructions of the pilot. When the position holding function is activated, the controller ensures a smooth activation process through the coordinated work of the delay, position control loop and speed control loop to avoid adverse overload or oscillation of the aircraft.

[0195] Optionally, the delayer plays a key buffering role in the process of activating the position-holding function, and it responds to the satisfaction of three conditions: the speed reference information meets the first speed threshold, that is, when the speed reference caused by the pilot's command is close to zero, that is, the aircraft is close to hovering or low-speed flight state, indicating that the pilot may expect the aircraft to maintain the current position. The input speed information of the aircraft meets the second speed threshold, that is, the actual horizontal speed of the aircraft is lower than a certain design threshold, indicating that the aircraft is currently in a low-speed or deceleration state, suitable for activating the position-holding function. The aircraft meets the enabling conditions for function activation, that is, including ensuring that the aircraft is in a safe flight environment, the navigation system accuracy meets the standards, the aircraft structure is intact, etc., which is a prerequisite for the safe activation of the position-holding function.

[0196] When the above three conditions are met at the same time, the timer starts timing, and after the target time, the timer outputs a signal to trigger the activation of the position control loop. The target time design of the timer can avoid activating the position holding function due to the instantaneous condition being met, thereby reducing the unstable response of the aircraft.

[0197] Optionally, after the target delay time, the position control loop changes from the disconnected state to the on state, which means that the position holding function is activated and the aircraft will respond to the position control command instead of the speed control command first. The activation of the position control loop enables the aircraft to calculate a reasonable acceleration command based on the deviation between the reference position information and the current actual position information through the control law to correct the deviation and keep the aircraft at the desired position.

[0198] Optionally, the speed control loop works in parallel with the position control loop, but when the position control loop is in the on state, the speed control loop sets the speed reference information to the target value (usually zero). This means that the speed control loop is in the off state and no longer directly controls the speed of the aircraft, but acts as a damping element to assist the position control loop to reduce the shaking or oscillation of the aircraft during the position control process.

[0199] Optionally, when the position control loop enters the on state and the speed control loop is in the off state, the two are superimposed to form a target loop. The main task of the target loop is to convert the reference position information into acceleration information to achieve the position holding function. This conversion process is completed through the dynamic model of the aircraft. The model calculates the appropriate acceleration command based on parameters such as position deviation, aircraft mass, and rotor aerodynamic efficiency to drive the aircraft to adjust its attitude and finally reach and maintain the reference position.

[0200] In an embodiment of the present invention, the design of the delayer ensures that the position holding function is activated after a series of conditions are met and after a short smoothing period, avoiding instability of the aircraft caused by sudden jumps in the control loop. The priority of the position control loop ensures that the aircraft can accurately maintain its position, while the damping effect of the speed control loop reduces shaking and oscillation during flight, improving the overall flight quality and passenger comfort. The check of the function activation enabling conditions ensures that the position holding function is activated in a safe flight environment, reducing the flight risk caused by erroneous activation of the control mode. The above control strategy allows the pilot to easily activate the position holding function at low speed or stop without being strictly restricted by the current flight state of the aircraft, increasing the flexibility and convenience of flight operations. In summary, through the coordinated work of the delayer, the position control loop and the speed control loop, while ensuring the accuracy of the aircraft position control, the flight quality and safety are improved, providing a more intelligent and efficient control strategy for multi-rotor aircraft.

[0201] As an optional embodiment, the controller includes: an attitude generation module, which is used to convert acceleration information into current attitude information of the aircraft; and a first controller, which is used to control the operation of the aircraft according to the current attitude information.

[0202] In this embodiment, in the control architecture of the multi-rotor aircraft, the attitude generation module and the first controller play a core role, responsible for converting acceleration information into attitude information of the aircraft and controlling the operation of the aircraft based on this information.

[0203] Optionally, the attitude generation module receives acceleration instructions from the position control loop, which contain the magnitude and direction of acceleration that the aircraft should perform to achieve the desired position and attitude. The module applies the aircraft's dynamic model to convert the acceleration instructions into the aircraft's current attitude angle instructions. The above conversion process is based on the aircraft's physical properties, including the aircraft's mass, inertia, rotor layout, and aerodynamic characteristics. The attitude generation module outputs the current attitude angle instruction, which is the basis for subsequent aircraft attitude control and determines the pitch, roll, and yaw attitudes that the aircraft should take in three-dimensional space.

[0204] Optionally, the first controller receives a current attitude angle instruction from the attitude generation module, and the above instruction represents the expected attitude that the aircraft should have. Compare the current and expected attitudes: The first controller monitors the actual attitude angle of the aircraft in real time, and compares it with the attitude instruction to evaluate the deviation between the aircraft attitude and the expected target. Based on the attitude deviation, the first controller calculates a specific control signal, i.e., a motor instruction, for the aircraft actuator (such as a rotor motor) through a control law algorithm. The above instruction contains the information required to adjust the rotor speed so that the actual attitude angle of the aircraft is as close to the target attitude angle as possible. The motor instruction is sent to the actuator of the aircraft, such as an electronic speed regulator, which adjusts the power supply of the corresponding rotor motor according to the instruction, changes the rotor speed, thereby affecting the lift and thrust distribution of the aircraft, and finally adjusts the attitude angle of the aircraft to match the expected value.

[0205] Optionally, the accuracy and response speed of attitude control depend on the parameters of the control law algorithm. The above parameters need to be fine-tuned according to the characteristics of the aircraft and the requirements of the flight mission. The attitude generation module relies on the dynamic model of the aircraft, and the accuracy of the model directly affects the generation of attitude angle instructions. In order to improve the control effect, the model should consider the nonlinear dynamic characteristics of the aircraft, aerodynamic effects, and environmental factors (such as wind speed and air pressure). The actual attitude angle (θ, φ, ψ) of the aircraft is monitored in real time by sensors such as gyroscopes, and is accurately measured through data processing and filtering techniques to provide feedback information for attitude control. The response speed and control accuracy of the rotor motor and ESC are the key to the attitude control effect. High-response-speed motors and advanced ESC control algorithms can ensure that the aircraft executes attitude instructions quickly and accurately.

[0206] In an embodiment of the present invention, by converting acceleration information into attitude angle instructions, the aircraft can control its attitude more accurately and achieve complex motion routes and flight missions. The collaboration between the attitude generation module and the first controller ensures that the aircraft maintains a stable attitude under various flight conditions, reducing shaking and turbulence during flight. For manned aircraft, stable and precise attitude control can provide a smoother and more comfortable riding experience, especially in low-speed flight or hovering. The above control strategy allows the aircraft to intelligently generate attitude angle instructions based on acceleration instructions, and adjust the attitude in real time through the first controller, realizing autonomous control and intelligent flight of the aircraft.

[0207] As an optional embodiment, the controller includes: a second controller, used to generate desired attitude information based on the input position information, input speed information, current speed and current position of the aircraft; wherein the first controller is used to control the operation of the aircraft based on the desired attitude information and current attitude information.

[0208] In this embodiment, the introduction of a second controller in the control architecture of the multi-rotor aircraft to work in collaboration with the first controller can achieve intelligent conversion from the aircraft's position and speed information to attitude control instructions, which is the key to precise control and stable flight of the aircraft.

[0209] Optionally, the second controller receives input position information and input speed information of the aircraft, which may come from the operator's instructions or the flight mission planning system. At the same time, the current speed and position of the aircraft are also obtained, and the above data are provided in real time by onboard sensors (such as GPS, IMU). Based on the above information, the second controller generates the desired attitude information of the aircraft through complex control algorithms, such as model predictive control, sliding mode control, etc. The above process usually involves a comprehensive assessment of the aircraft's dynamic model, flight mission requirements, and environmental conditions, aiming to ensure that the aircraft can approach or reach the target position and speed in a safe and accurate manner. For example, if the aircraft needs to accelerate or decelerate to a specific speed, or change direction to reach a new position, the second controller will calculate the desired attitude angles in the pitch, roll, and yaw directions to guide the aircraft to make corresponding attitude adjustments.

[0210] Optionally, the first controller receives the desired attitude information generated by the second controller, and the actual attitude information of the aircraft, the above information coming from the onboard sensors of the aircraft. Controlling the operation of the aircraft: The first controller compares the deviation between the desired attitude information and the current attitude information, and generates motor control instructions based on the above deviation by applying the control law. The motor control instructions contain specific information for adjusting the rotor speed to reduce the attitude deviation and make the actual attitude angle of the aircraft as close to the expected value as possible. Execution control instructions: The motor control instructions are sent to the actuator (motor and electronic speed regulator) of the aircraft, which adjusts the motor power supply according to the instructions, controls the rotor speed, and thus affects the lift and thrust distribution of the aircraft, ultimately achieving precise control of the aircraft's attitude.

[0211] In an embodiment of the present invention, the desired attitude information intelligently generated by the second controller, combined with the precise attitude control of the first controller, can ensure that the aircraft safely and accurately performs flight missions and improve flight accuracy and stability. For manned aircraft, fine attitude control can reduce shaking and bumps during flight and provide a smoother and more comfortable ride experience, especially in low-speed flight or hovering. Through the intelligent decision-making of the second controller and the precise execution of the first controller, the aircraft can perform complex flight missions, such as high-precision track tracking, automatic obstacle avoidance, etc., enhancing the autonomous control capability of the aircraft. Taking into account the position, speed and environmental conditions of the aircraft, the desired attitude information generated by the second controller can enable the aircraft to maintain stable flight in various flight environments, improving overall flight safety and mission execution efficiency.

[0212] As an optional implementation method, the first controller is used to generate an acceleration instruction for the aircraft using the desired attitude information and the current attitude information. The controller includes: a control distribution module, used to generate a motor control instruction for the aircraft using the acceleration instruction and the rotational speed signal of the aircraft; wherein the main body of the aircraft is used to control the operation of the aircraft's motor in response to the motor control instruction.

[0213] In this embodiment, in the control system of the multi-rotor aircraft, the coordinated work among the first controller, the control distribution module and the aircraft body is the key to achieving precise attitude control and stable flight of the aircraft.

[0214] Optionally, the first controller receives the desired attitude information set from the second controller or directly by the ground control station, as well as the actual current attitude information of the aircraft. The above information is obtained in real time through onboard sensors (such as gyroscopes and accelerometers). Based on the deviation between the desired attitude information and the current attitude information, the first controller applies a control strategy to calculate the acceleration instruction that the aircraft should execute. The acceleration instruction contains the magnitude and direction of the acceleration that the aircraft should generate in the three directions of pitch, roll and yaw to reduce the attitude deviation and achieve the desired attitude. The above process converts the abstract desired attitude requirements into direct instructions for aircraft dynamics control, and is a bridge between attitude control and power control.

[0215] Optionally, the control distribution module receives the acceleration instruction generated by the first controller and receives the current rotor speed signal of the aircraft. The control distribution module converts the acceleration instruction into a motor control instruction suitable for the rotor to execute through feedback linearization technology. The above conversion is based on the dynamic model of the aircraft, taking into account factors such as the aerodynamic characteristics of the rotor, the mass and moment of inertia of the aircraft. Based on the feedback linearization, the control distribution module generates specific control instructions for each motor, and the above instructions include the required motor speed adjustment amount to achieve the acceleration instruction calculated by the first controller. The generation of motor control instructions takes into account the interaction and control redundancy between different rotors to ensure the effectiveness and robustness of the instructions.

[0216] Optionally, the aircraft body receives a motor control instruction from the control distribution module. The aircraft's motor and electronic speed regulator adjust their respective rotation speeds according to the received motor control instruction. The adjustment of the rotation speed affects the lift and thrust generated by the rotor, thereby controlling the attitude and movement of the aircraft. By adjusting the motor speed, the aircraft can execute the acceleration instruction calculated by the first controller, reduce the attitude deviation, achieve the desired attitude angle and position, and achieve stable flight.

[0217] In an embodiment of the present invention, through the intelligent calculation of the first controller and the precise instruction generation of the control distribution module, the aircraft can achieve high-precision attitude control, reduce shaking and oscillation during flight, and improve flight stability. The combination of intelligent attitude control and precise power control enables the aircraft to perform complex flight missions, such as high-precision positioning, automatic route tracking, emergency obstacle avoidance, etc., which enhances the autonomous control capability and mission execution efficiency of the aircraft. For manned aircraft, stable and precise attitude control can provide a smoother and more comfortable ride experience, especially in low-speed flight or hovering. The control system of the aircraft can adapt to various flight environments and mission requirements, and ensure that the aircraft maintains stable flight under different conditions by dynamically adjusting the attitude control strategy and power control instructions, thereby improving overall safety and mission adaptability.

[0218] As an optional embodiment, the aircraft is a manned rotorcraft.

[0219] In this embodiment, as a type of aircraft, the design and control strategy of the manned rotorcraft must take special consideration of safety, comfort and reliability, which is different from unmanned drones.

[0220] Optionally, manned rotorcraft usually adopts redundant design, including multi-rotor layout, backup power system and redundant control and communication links to ensure flight safety when some systems fail. The aircraft needs to be equipped with emergency landing system, such as parachute or backup power system, to protect the safety of passengers in an emergency. In order to ensure the safety of passengers, the aircraft may have strict flight restrictions, such as maximum flight altitude, speed limit, prohibited flight areas, etc. These restrictions need to be integrated into the control system.

[0221] Optionally, the aircraft needs to be equipped with a shock absorption system to reduce turbulence and vibration during flight and improve passenger comfort. In order to reduce the impact of flight noise on passengers and the surrounding environment, the aircraft may adopt a low-noise rotor design and sound insulation materials.

[0222] Optionally, for manned rotorcraft, the control strategy needs to be further optimized to meet its specific needs: the aircraft needs to have the ability to intelligently perceive the environment, such as obstacle detection, wind assessment, etc., to adjust the flight path in a timely manner to ensure the safety of passengers. Provide pilots with an intuitive and easy-to-operate human-computer interaction interface so that they can manually control the aircraft or seamlessly switch to automatic control mode when necessary. The control strategy needs to find a balance between flight quality and passenger comfort to avoid ignoring comfort due to over-emphasis on flight efficiency. The aircraft should have a complete health monitoring system to monitor the status of each subsystem of the aircraft in real time, such as the power system, navigation system, communication system, etc., to ensure that the aircraft is in good working condition.

[0223] According to another aspect of the embodiments of the present invention, corresponding to the embodiments of the above-mentioned aircraft control method, this specification also provides an aircraft control device, Figure 4 is a structural block diagram of a control device for an aircraft according to an embodiment of the present invention. Figure 4 As shown, the control device 400 of the aircraft may include: an acquisition unit 402 , an activation unit 404 , a determination unit 406 , a generation unit 408 and a control unit 410 .

[0224] The acquisition unit 402 is used to acquire the speed reference information of the aircraft.

[0225] The activation unit 404 is used to activate the position keeping function of the aircraft based on the speed reference information.

[0226] The determination unit 406 is used to determine the reference position information of the aircraft based on the activation position of the aircraft and the velocity inertial displacement of the aircraft under the position holding function.

[0227] The generating unit 408 is used to generate acceleration information of the aircraft based on the reference position information and the speed reference information.

[0228] The control unit 410 is used to control the operation of the aircraft based on the acceleration information so as to maintain the aircraft at a desired position.

[0229] In this embodiment, the speed reference information of the aircraft is acquired by the acquisition unit 402. The position keeping function of the aircraft is activated by the activation unit 404 based on the speed reference information. The reference position information of the aircraft is determined by the determination unit 406 under the position keeping function based on the activation position of the aircraft and the speed inertial displacement of the aircraft. The acceleration information of the aircraft is generated by the generation unit based on the reference position information and the speed reference information. The control unit 410 controls the operation of the aircraft based on the acceleration information to keep it at the desired position. Thus, the technical effect of improving the control accuracy of the aircraft is achieved, and the technical problem of poor control effect of the aircraft is solved.

[0230] According to another aspect of an embodiment of the present invention, there is further provided a flying vehicle, comprising: a memory storing an executable program; and a processor for running the program, wherein the method in each embodiment of the present invention is executed when the program is running.

[0231] Figure 5 is a structural block diagram of an automatic driving vehicle according to an embodiment of the present invention. Figure 5 As shown, the components of the autonomous driving vehicle 500 include but are not limited to a memory 510 and a processor 520. The processor 520 and the memory 510 are connected via a bus 530, and a database 560 is used to store data.

[0232] The autonomous vehicle 500 may also include an access device 540 that enables the autonomous vehicle 500 to communicate via one or more networks 550. Examples of these networks include a public switched telephone network (PSTN), a local area network (LAN), a wide area network (WAN), a personal area network (PAN), or a combination of communication networks such as the Internet. The access device 540 may include one or more of any type of wired or wireless network interface (e.g., a network interface card (NIC)), such as an IEEE 802.11 wireless local area network (WLAN) wireless interface, a Worldwide Interoperability for Microwave Access (Wi-MAX) interface, an Ethernet interface, a Universal Serial Bus (USB) interface, a cellular network interface, a Bluetooth interface, a Near Field Communication (NFC) interface, and the like.

[0233] In one embodiment of the present disclosure, the above components of the autonomous driving vehicle 500 and Figure 5 Other components not shown in the figure may also be connected to each other, for example, via a bus. It should be understood that Figure 5 The structure block diagram of the autonomous driving vehicle shown is for illustrative purposes only and is not intended to limit the scope of the present disclosure. Those skilled in the art may add or replace other components as needed.

[0234] An embodiment of the present application further provides a computer-readable storage medium, which includes a stored executable program, wherein when the executable program is running, the device where the computer-readable storage medium is located is controlled to execute the methods in various embodiments of the present invention.

[0235] An embodiment of the present application further provides a computer program product, including a computer program, which implements the methods in various embodiments of the present invention when executed by a processor.

[0236] An embodiment of the present application further provides a computer program product, including a non-volatile computer-readable storage medium, wherein the non-volatile computer-readable storage medium is used to store a computer program, and when the computer program is executed by a processor, the method in each embodiment of the present invention is implemented.

[0237] The embodiments of the present application further provide a computer program, which implements the methods in the above-mentioned embodiments of the present invention when executed by a processor.

[0238] In the above embodiments of the present invention, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0239] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only schematic. For example, the division of the units can be a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0240] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0241] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0242] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, 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, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk and other media that can store program codes.

[0243] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principle of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A method for controlling an aircraft, characterized in that: include: Acquiring speed reference information of the aircraft, wherein the speed reference information is used to represent a desired speed of the aircraft; activating a position keeping function of the aircraft based on the speed reference information; Under the position holding function, based on the activation position of the aircraft and the velocity inertial displacement of the aircraft, the reference position information of the aircraft is determined, wherein the activation position is used to indicate the position of the aircraft when the position holding function is activated, the velocity inertial displacement is used to indicate the displacement of the aircraft caused by inertial movement at the current speed, and the reference position information is used to indicate the desired position of the aircraft; generating acceleration information of the aircraft based on the reference position information and the speed reference information; Based on the acceleration information, the aircraft is controlled to operate so as to maintain the desired position.

2. The method according to claim 1, characterized in that In the position keeping function, based on the activation position of the aircraft and the velocity inertial displacement of the aircraft, the reference position information of the aircraft is determined, including: Under the position holding function, the activation position is adjusted using the velocity inertial displacement to obtain the reference position information.

3. The method according to claim 2, characterized in that Under the position holding function, the activation position is adjusted by using the velocity inertial displacement to obtain the reference position information, including: Under the position holding function, determining a control parameter based on a first speed threshold corresponding to the speed reference information, wherein the control parameter is used to characterize an estimated value of the acceleration of the aircraft when the position holding function is activated; Determining the velocity inertial displacement using the control parameter and the current velocity of the aircraft; The velocity inertia displacement is superimposed on the activation position to obtain the reference position information.

4. The method according to claim 1, characterized in that: activating a position keeping function of the aircraft based on the speed reference information, including: In response to the speed reference information satisfying a first speed threshold, the input speed information of the aircraft satisfying a second speed threshold, and the aircraft satisfying a function activation enabling condition, the position holding function is activated, wherein the function activation enabling condition is used to indicate a condition for allowing activation of the position holding function.

5. The method according to claim 4, characterized in that In response to the speed reference information satisfying the first speed threshold, the input speed information of the aircraft satisfying the second speed threshold, and the aircraft satisfying a function activation enabling condition, activating the position holding function includes: In response to the speed reference information satisfying the first speed threshold, the input speed information of the aircraft satisfying the second speed threshold, and the aircraft satisfying the function activation enabling condition, the position holding function is activated after a delay target time period.

6. The method according to claim 1, characterized in that activating a position keeping function of the aircraft based on the speed reference information, including: Based on the speed reference information, turning on a position control loop of the aircraft to activate the position keeping function; Based on the reference position information and the speed reference information, the acceleration information of the aircraft is generated, including: setting the speed reference information to a target value, and using the target value to disconnect the speed control loop of the aircraft, wherein the position control loop is connected in parallel with the speed control loop; using a target loop superimposed by the turned-on position control loop and the disconnected speed control loop, the reference position information is converted into the acceleration information.

7. The method according to claim 1, characterized in that Based on the acceleration information, controlling the operation of the aircraft includes: Converting the acceleration information into current attitude information of the aircraft; The aircraft is controlled to operate according to the current attitude information.

8. The method according to claim 7, characterized in that The method further comprises: Acquiring input position information and input speed information of the aircraft; generating desired attitude information based on the input position information, the input speed information and current operation information of the aircraft; Controlling the operation of the aircraft according to the current attitude information includes: controlling the operation of the aircraft based on the expected attitude information and the current attitude information.

9. The method according to claim 8, characterized in that Based on the desired attitude information and the current attitude information, controlling the operation of the aircraft includes: Generate an acceleration instruction for the aircraft using the desired attitude information and the current attitude information; Generate a motor control command for the aircraft using the acceleration command and the speed signal of the aircraft; In response to the motor control instructions, the operation of the motor of the aircraft is controlled.

10. A control system for an aircraft, characterized in that: include: A processor, configured to obtain speed reference information of an aircraft, wherein the speed reference information is used to represent a desired speed of the aircraft; A controller is used to activate a position-keeping function of the aircraft based on the speed reference information; under the position-keeping function, determine reference position information of the aircraft based on an activation position of the aircraft and a speed inertial displacement of the aircraft, wherein the activation position is used to indicate the position of the aircraft when the position-keeping function is activated, the speed inertial displacement is used to indicate the displacement of the aircraft through inertial movement at a current speed, and the reference position information is used to indicate a desired position of the aircraft; generate acceleration information of the aircraft based on the reference position information and the speed reference information; and control the operation of the aircraft based on the acceleration information so as to maintain the aircraft at the desired position.

11. The system according to claim 10, characterized in that The controller comprises: a delayer, configured to delay a target time length in response to the speed reference information satisfying a first speed threshold, the input speed information of the aircraft satisfying a second speed threshold, and the aircraft satisfying a function activation enabling condition; A position control loop, used to enter a conducting state after delaying for the target time length to activate the position holding function; a speed control loop connected in parallel with the position control loop, for setting the speed reference information to a target value when the position control loop is in the on state, so as to be in the off state; The position control loop in the on state and the speed control loop in the off state are superimposed as a target loop, and the target loop is used to convert the reference position information into the acceleration information.

12. The system according to claim 10, characterized in that The controller comprises: An attitude generation module, used for converting the acceleration information into current attitude information of the aircraft; The first controller is used to control the operation of the aircraft according to the current attitude information.

13. The system according to claim 12, characterized in that The controller comprises: A second controller is used to generate desired attitude information based on the input position information and input speed information of the aircraft, the current speed and current position of the aircraft; Wherein, the first controller is used to control the operation of the aircraft based on the desired attitude information and the current attitude information.

14. The system according to claim 13, characterized in that The first controller is used to generate an acceleration instruction for the aircraft using the desired attitude information and the current attitude information, and the controller includes: A control distribution module, used for generating a motor control instruction for the aircraft based on the acceleration instruction and the rotation speed signal of the aircraft; The main body of the aircraft is used to control the operation of the motor of the aircraft in response to the motor control instruction.

15. The system according to any one of claims 10 to 14, characterized in that The aircraft is a manned rotary-wing aircraft.

16. A flying vehicle, characterized in that: include: A memory storing an executable program; A processor, configured to run the program, wherein the program executes the method according to any one of claims 1 to 9 when running.

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