Control method, system and flying vehicle for an aircraft

Abstract

The application discloses a kind of control method, system and flying vehicle of aircraft.Therein, the method includes: obtaining the speed reference information of aircraft, wherein the speed reference information is used to indicate the desired speed of aircraft;Based on the speed reference information, activate the position keeping function of aircraft;Under the position keeping function, based on the activated position of aircraft and the speed inertial displacement of aircraft, determine the reference position information of aircraft, wherein the activated position is used to indicate the position of aircraft when activating the position keeping function, the speed inertial displacement is used to indicate the displacement generated by the inertial movement of aircraft at the current speed, and the reference position information is used to indicate the desired position of aircraft;Based on the reference position information and the speed reference information, generate the acceleration information of aircraft;Based on the acceleration information, control aircraft to run to keep on the desired position.The application solves the technical problem of poor control effect of aircraft.

Description

TECHNICAL FIELD

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

[0002] At present, position keeping is an important link in flight control, and the purpose is to make the route tracking error of the aircraft (such as a UAV) stable at zero or a smaller range in a given aircraft state space, so as to realize the functions of fixed-point hovering, path following and the like of the aircraft. In the application scenarios of aircraft landing, specific task execution in specific areas, load carrying and the like, the position keeping performance directly affects the maneuvering performance, safety and operation efficiency of the aircraft. Therefore, position keeping is very important to ensure the flight stability and safety of the aircraft.

[0003] In the related art, aircraft, especially those designed for carrying people, 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, such as when the pilot has no operation instruction for a period of time, when the aircraft reference instruction is below a given threshold, or when the horizontal speed of the aircraft is reduced below a certain threshold, the position keeping function is activated.

[0004] However, the position keeping function in the above related art has defects in the activation logic and instruction generation, and does not fully consider the dynamic characteristics of the aircraft when keeping position, as well as the influence on flight quality and passenger comfort, so there is still the technical problem of poor control effect of the aircraft.

[0005] Therefore, there is still the technical problem of poor control effect of the aircraft. In view of the above problems, no effective solutions have been proposed so far. SUMMARY

[0006] The embodiments of the present application provide a kind of aircraft control method, system and flying vehicle, to at least solve the technical problem of poor control effect of aircraft.

[0007] According to an aspect of an embodiment of the present application, there is provided a control method of an aerial vehicle, the method comprising: obtaining speed reference information of the aerial vehicle, wherein the speed reference information is used to indicate a desired speed of the aerial vehicle; activating a position holding function of the aerial vehicle based on the speed reference information; determining reference position information of the aerial vehicle based on an activated position of the aerial vehicle and a speed inertial displacement of the aerial vehicle in the position holding function, wherein the activated position is used to indicate a position of the aerial vehicle when the position holding function is activated, the speed inertial displacement is used to indicate a displacement generated by inertial movement of the aerial vehicle at a current speed, and the reference position information is used to indicate a desired position of the aerial vehicle; generating acceleration information of the aerial vehicle based on the reference position information and the speed reference information; and controlling the aerial vehicle to operate based on the acceleration information to maintain at the desired position.

[0008] Optionally, in the position holding function, the reference position information of the aerial vehicle is determined based on the activated position of the aerial vehicle and the speed inertial displacement of the aerial vehicle, comprising: adjusting the activated position by using the speed inertial displacement to obtain the reference position information in the position holding function.

[0009] Optionally, in the position holding function, the reference position information is obtained by adjusting the activated position by using the speed inertial displacement, comprising: determining a control parameter based on a first speed threshold corresponding to the speed reference information in the position holding function, wherein the control parameter is used to indicate an estimated value of acceleration of the aerial vehicle when the position holding function is activated; determining the speed inertial displacement by using the control parameter and a current speed of the aerial vehicle; and superimposing the speed inertial displacement on the activated position to obtain the reference position information.

[0010] Optionally, the position holding function of the aerial vehicle is activated based on the speed reference information, comprising: activating the position holding function in response to that the speed reference information satisfies a first speed threshold, input speed information of the aerial vehicle satisfies a second speed threshold, and the aerial vehicle satisfies a function activation enabling condition, wherein the function activation enabling condition is used to indicate a condition allowing the position holding function to be activated.

[0011] Optionally, the position holding function is activated in response to that the speed reference information satisfies the first speed threshold, the input speed information of the aerial vehicle satisfies the second speed threshold, and the aerial vehicle satisfies the function activation enabling condition, comprising: activating the position holding function after a delay target duration in response to that the speed reference information satisfies the first speed threshold, the input speed information of the aerial vehicle satisfies the second speed threshold, and the aerial vehicle satisfies the function activation enabling condition.

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

[0013] Optionally, the aircraft is controlled to operate based on the acceleration information, including: converting the acceleration information into current attitude information of the aircraft; and controlling the aircraft to operate according to the current attitude information.

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

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

[0016] According to another aspect of the embodiments of the present application, a control system of an aircraft is also provided, including: a processor configured to obtain speed reference information of the aircraft, wherein the speed reference information is used to represent expected speed of the aircraft; a controller configured to activate a position holding function of the aircraft based on the speed reference information; determine reference position information of the aircraft based on an activated position of the aircraft and speed inertial displacement of the aircraft in the position holding function, wherein the activated 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 displacement of the aircraft generated by inertia movement at a current speed, and the reference position information is used to represent expected position of the aircraft; generate acceleration information of the aircraft based on the reference position information and the speed reference information; and control the aircraft to operate based on the acceleration information to maintain at the expected position.

[0017] Optionally, the controller comprises: a time delay unit configured to delay a target time period in response to the speed reference information satisfying a first speed threshold, the input speed information of the aerial vehicle satisfying a second speed threshold, and the aerial vehicle satisfying a function activation enabling condition; a position control loop configured to enter an on state to activate the position holding function after the target time period; and a speed control loop connected in parallel with the position control loop and configured to set the speed reference information to a target value to enter an off state in a case where the position control loop is in the on 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 configured to convert the reference position information into acceleration information.

[0018] Optionally, the controller comprises: a posture generation module configured to convert the acceleration information into current posture information of the aerial vehicle; and a first controller configured to control the aerial vehicle to operate according to the current posture information.

[0019] Optionally, the controller comprises: a second controller configured to generate desired posture information based on input position information and input speed information of the aerial vehicle, and current speed and current position of the aerial vehicle; and the first controller is configured to control the aerial vehicle to operate based on the desired posture information and the current posture information.

[0020] Optionally, the first controller is configured to generate an acceleration instruction of the aerial vehicle based on the desired posture information and the current posture information, and the controller comprises: a control distribution module configured to generate a motor control instruction of the aerial vehicle based on the acceleration instruction and a rotation speed signal of the aerial vehicle; and the body of the aerial vehicle is configured to control a motor of the aerial vehicle to operate in response to the motor control instruction.

[0021] Optionally, the aerial vehicle is a manned rotorcraft.

[0022] According to another aspect of the embodiments of the present application, an electronic device is also provided, which comprises: a memory storing an executable program; and a processor configured to execute the program, wherein the program is executed to perform the method in the embodiments of the present application.

[0023] According to another aspect of the embodiments of the present application, a computer readable storage medium is also provided, which comprises a stored executable program, wherein the executable program is executed to control a device where the computer readable storage medium is located to perform the method in the embodiments of the present application.

[0024] According to another aspect of the embodiments of the present application, a computer program product is also provided, which comprises a computer program, and the computer program is executed by a processor to implement the method in the embodiments of the present application.

[0025] According to another aspect of the embodiments of the present application, a computer program product is provided, comprising a non-transitory computer readable medium storing a computer program, wherein the computer program, when executed by a processor, implements the method in any of the embodiments of the present application.

[0026] According to another aspect of the embodiments of the present application, a computer program is provided, wherein the computer program, when executed by a processor, implements the method in any of the embodiments of the present application.

[0027] According to another aspect of the embodiments of the present application, a flying vehicle is provided, comprising a memory storing an executable program, and a processor configured to execute the program, wherein the program, when executed, implements the method in any of the embodiments of the present application.

[0028] In the embodiments of the present application, if the flying vehicle needs to be controlled, the expected speed of the flying vehicle can be obtained as the speed reference information. Through the speed reference information, the position keeping function of the flying vehicle can be activated. According to the activated position of the flying vehicle when the position keeping function is activated, and the speed inertia displacement generated by the flying vehicle moving by inertia at the current speed, the expected speed of the flying vehicle, i.e., the reference position information, can be determined. The acceleration information of the flying vehicle can be generated based on the reference position information and the speed reference information. The flying vehicle can be controlled to operate based on the acceleration information, so that the flying vehicle can be kept at the expected position. In the embodiments of the present application, by introducing the concepts of speed inertia displacement and activated position, the control accuracy of the flying vehicle in the position keeping function (position keeping mode) is significantly improved. The reference position information and the speed reference information are combined to generate the acceleration information of the flying vehicle, which can reflect the comprehensive demand of the flying vehicle between the current position keeping and speed control. By finely integrating the position feedback and the speed control, it is ensured that the flying vehicle can still maintain good dynamic response and stability in the position keeping mode, the contradiction between the position control and the speed control loop is avoided, the coordination and efficiency of the control are improved, the technical effect of improving the control effect of the flying vehicle is achieved, and the technical problem of poor control effect of the flying vehicle is solved. BRIEF DESCRIPTION OF DRAWINGS

[0029] The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiments of the application and together with the description serve to explain the application. In the drawings:

[0030] Figure 1 FIG. 1 is a flowchart illustrating a control method of a flying vehicle according to an embodiment of the present application;

[0031] FIG. 2(a) is a schematic diagram illustrating a control law architecture of a multi-rotor flying vehicle according to an embodiment of the present application;

[0032] Fig. 2(b) is a schematic diagram of a position and velocity controller according to an embodiment of the present application;

[0033] Figure 3 Fig. 1 is a system block diagram of a control system of an aircraft according to an embodiment of the present application;

[0034] Figure 4 Fig. 2(a) is a structural block diagram of a control device of an aircraft according to an embodiment of the present application;

[0035] Figure 5 Fig. 3 is a structural block diagram of a flying vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0036] In order to make the personnel in the art better understand the present application, the technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work should belong to the scope of protection of the present application.

[0037] It should be noted that the terms "first", "second", and the like in the specification and claims of the present application and the above-described accompanying drawings are used to distinguish similar objects, and do not necessarily have to be used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device that includes a series of steps or units does not have to be limited to those steps or units clearly listed, but can 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 application, a control method embodiment of 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 the logical order is shown in the flowchart, in some cases, the steps shown or described herein can be executed in a different order than that shown herein.

[0039] The embodiment of the present application provides a control method of an aircraft. The method can be used to provide a position keeping function for the aircraft in a preset application scenario, so that the aircraft can be kept at a desired position during operation. The preset application scenario can include the following scenarios in the vehicle field: a commuting automatic driving scenario, an artificial intelligence (AI) driving assistance scenario for a family car, an automatic parking assist (APA) scenario (such as memory parking for a self-owned parking space in a garage, intelligent parking for a designated parking space in a parking lot, etc.), and a navigation guided pilot (NGP) scenario in a city area or a high-speed area. In addition, the preset application scenario can include, but is not limited to: an automatic driving scenario of a smart driving truck or an unmanned truck in the logistics transportation field, an automatic driving scenario of an automatic driving agricultural vehicle in the agricultural machinery field, an automatic driving scenario of a drone, and a scenario requiring a position keeping function of a smart robot (such as a cleaning robot, a service robot, a delivery robot, etc.).

[0040] When the preset application scenario is a scenario in a field other than the vehicle field, those skilled in the art can understand that the vehicle in the control method of the aircraft can be replaced by other objects (such as agricultural machinery, drones, robots, etc.), and correspondingly, the driving of the vehicle guided by the augmented reality navigation function is replaced by navigation of other objects and guiding other objects to move, fly or drive. On this basis, the embodiment of the present application takes the vehicle field as an example to exemplarily describe the specific implementation of the control method of the aircraft.

[0041] Figure 1 is a flowchart of a control method of an aircraft according to the embodiment of the present application, as shown in Figure 1 , the method comprises the following steps:

[0042] In step S102, speed reference information of the aircraft is acquired.

[0043] In the technical solution provided in the step S102 of the present application, the speed reference information can be used to represent the expected speed of the aircraft, for example, it can be a speed reference instruction, which can be generated based on the control instruction. The speed reference information reflects the expected motion state of the aircraft and is directly related to the stability of the aircraft and the comfort of the passengers. The speed reference information can refer to the expected speed value set by the aircraft control system, and can include the linear speed of the aircraft in the X-axis, Y-axis and Z-axis directions in the three-dimensional space, and the angular speed around the X-axis, Y-axis and Z-axis, respectively. In the embodiment of the present application, the speed reference information not only guides the speed control of the aircraft, but also is an important parameter for determining whether the position keeping function of the aircraft should be activated. Optionally, the aircraft can 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 collect at least the speed reference information that the aircraft should follow currently, which is crucial for subsequent aircraft control and function execution. The speed reference information 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 function mode (such as position keeping).

[0046] Optionally, the speed reference information can be obtained in various 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 can set control instructions through devices such as joysticks and throttles, and the control instructions can be converted into speed reference information. In an automatic flight mode or unmanned aircraft, the preset flight path, task requirements or environmental perception (such as wind speed and terrain changes) data can be processed by a corresponding control algorithm to generate speed reference instructions.

[0047] It should be noted that the above-mentioned method of obtaining speed reference information is only an example and is not limited in this embodiment. As long as the process and method can obtain the expected speed of the aircraft during operation, it is within the protection scope of the embodiment of the present application.

[0048] In step S104, based on the speed reference information, the position keeping function of the aircraft is activated.

[0049] In the technical solution provided in the step S104 of the present application, the position keeping function allows the aircraft to automatically maintain at the current position or the specified position without the need for continuous operation of the pilot or in the automatic control mode. The position keeping function can also be referred to as a position keeping mode.

[0050] In this embodiment, after obtaining the speed reference information of the aircraft, the position holding function of the aircraft can be activated based on the speed reference information.

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

[0052] Optionally, according to the speed reference information and in combination with analysis of other sensor data (such as acceleration, position, etc.), it is determined whether the aircraft meets the conditions for activating the position holding function.

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

[0054] Optionally, in addition to the speed reference information, other enabling conditions such as whether the navigation accuracy of the aircraft meets the requirements, whether the control law is normally activated, whether the environment is airworthy, etc. can also be checked to ensure that the position holding function is activated in a safe environment.

[0055] Optionally, if the speed reference information and related information of the aircraft at this time indicate that the conditions for activating the position holding function are met, the position holding function of the aircraft can be started.

[0056] Step S106, under the position holding function, determining the reference position information of the aircraft based on the activated position of the aircraft and the speed inertial displacement of the aircraft.

[0057] In the technical solution provided by the above step S106 of the present application, the activated position can be used to represent the position of the aircraft when the position holding function is activated, which can be the current activated position of the aircraft and can be represented by pref. The activated position marks that the aircraft is about to enter the position holding mode instead of the previous speed control mode. In the embodiments of the present application, the activated position is the instantaneous position of the aircraft when the activation conditions of the position holding function are met (such as the speed being close to zero, the function enabling conditions being met, etc.).

[0058] Optionally, the velocity inertia displacement can be used to represent the displacement that the aircraft will generate by inertia at the current speed. The velocity inertia displacement is the distance that the aircraft will continue to move forward or in the target direction due to the inertia of the aircraft's speed after the activation of the position holding function, even if it is no longer affected by the speed control. The inertia tendency of the aircraft at the current speed is considered by the velocity inertia displacement. The calculation and consideration of the velocity inertia displacement are crucial in the position holding function, because it can ensure that the aircraft can smoothly transition to position control when the speed control instruction is stopped, avoiding sudden displacement due to inertia, thereby improving the flight quality and safety of the aircraft.

[0059] Optionally, the reference position information is used to represent the desired position of the aircraft, which can also be referred to as position reference instruction, position holding feedback instruction, desired reference position, and can be represented by Pref. The reference position information is the position that the aircraft is expected to reach or maintain under the position holding function.

[0060] In this embodiment, after the activation of the position holding function of the aircraft based on the speed reference information, the reference position information can be determined based on the activated position and the velocity inertia displacement under the position holding function.

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

[0062] Optionally, the velocity inertia displacement is the distance that the aircraft will continue to move due to its current speed and inertia effect after the activation of the position holding function. By calculating the velocity inertia displacement, the displacement that the aircraft will generate due to inertia before the complete stop of the speed control can be predicted, and 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 activated position (pref) of the aircraft and the velocity inertia displacement. The above calculation process considers the instantaneous position of the aircraft at the moment of the activation of the position holding function and the subsequent possible inertia movement, and the generated reference position information can more accurately guide the position control of the aircraft, avoiding the position deviation due to inertia, and ensuring 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 Global Positioning System (GPS), Inertial Measurement Unit (IMU), anemometer, etc. to obtain real-time position, speed and environmental parameter data of the aircraft. The above data provides reliable input for calculating the activation position and speed inertial displacement.

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

[0065] In the embodiments of the present application, through the accurate calculation and control of the activation position, speed inertial displacement and reference position information, the optimization of the aircraft position holding function is realized. Specifically, when the aircraft switches from the speed control mode to the position holding mode, smooth transition can be realized, and the command jump at the moment of activation of the position holding function is avoided, and the adverse overload phenomenon is reduced. By superimposing the speed inertial displacement on the reference position information, the aircraft can control its position more accurately, and the overshoot or oscillation phenomenon that may occur after the activation of the position holding function is avoided, and the control accuracy and stability are improved. The optimized execution of the position holding function reduces the bumping and unintended displacement during flight, and significantly improves the passenger's ride experience and comfort of the aircraft. The dynamic updating mechanism enables the aircraft to quickly adapt to changing environmental factors, ensuring efficient and stable execution of the position holding function.

[0066] In summary, through the calculation based on the activation position and speed inertial displacement of the aircraft, accurate reference position information is generated, and the optimized control of the aircraft position holding function is realized. The above method not only improves the stability and maneuverability of the aircraft in the position holding mode, but also significantly improves the comfort of the passengers.

[0067] Step S108, based on the reference position information and the speed reference information, the acceleration information of the aircraft is generated.

[0068] In the technical solution provided in step S108 of the present application, the acceleration information can be a key output signal generated after receiving the reference position information for adjusting the state of the aircraft, which can be an acceleration instruction, such as an acceleration instruction ax and ay. Wherein, ax can be used to represent the acceleration instruction of the aircraft in the horizontal direction, which can point to the desired forward or backward direction of the aircraft. Ay can be used to represent the acceleration instruction of the aircraft in the vertical direction, which can point to the desired lateral movement direction of the aircraft.

[0069] In this embodiment, after determining the reference position information based on the active position and the velocity inertial displacement, the acceleration information of the aircraft can be generated based on the reference position information and the velocity reference information.

[0070] Optionally, when the aircraft smoothly transitions from the speed control mode to the position holding mode, the connection and coordination can be performed. After the position holding function is activated, the reference position information becomes the main target of control, and the velocity reference information is used to assist the generation of acceleration information to ensure that the aircraft can smoothly reach and hold 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 with the reference position information and the velocity reference information, and dynamically adjust the acceleration instruction according to the deviation. The horizontal acceleration instruction 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 instruction 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 (such as wind speed) may also change, therefore, the position holding mode needs to have a dynamic updating mechanism to continuously recalculate the velocity inertial displacement and generate new reference position information (Pref) based on the new velocity inertial displacement and the active position (pref). The above mechanism ensures the continuous accuracy of the reference position information and improves the stability and maneuverability of the aircraft in the position holding mode.

[0073] Optionally, when generating the acceleration information, the control strategy can also take into account external environmental factors in which the aircraft is located, such as wind speed, air flow, etc., to ensure that the aircraft can overcome these environmental disturbances and maintain stability in the position keeping 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 at the same time takes into account the comfort requirements of passengers, reduces the jolt and unintended displacement during flight.

[0074] In the embodiments of the present application, through the control process of generating 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 the speed control mode to the position keeping mode, it can smoothly adjust its motion state and achieve stable hovering. The aircraft can overcome environmental disturbances such as wind effects and maintain stable position keeping function. By accurately controlling the acceleration, the aircraft can reduce the jolt and sudden acceleration / deceleration during flight and provide a more comfortable riding experience.

[0075] In summary, after determining the reference position information based on the activated position and speed inertial displacement, the accurate and stable control of the aircraft position keeping function is achieved by generating the acceleration information ax and ay of the aircraft. The above control strategy not only improves the control accuracy and environmental adaptability of the aircraft, but also significantly improves the riding experience of passengers.

[0076] Step S110, based on the acceleration information, controlling the aircraft to run to keep on the desired position.

[0077] In the technical solution provided by step S110 of the present application, after generating the acceleration information of the aircraft based on the reference position information and the speed reference information, the aircraft can be controlled to run based on the acceleration information to keep on the desired position.

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

[0079] Optionally, the acceleration information ax and ay is transmitted from the position and speed controller to the 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 rotation speed or thrust of each rotor to achieve the desired acceleration.

[0080] Optionally, during the process of controlling the flight of the aircraft, the dynamics model of the aircraft can be considered, which is the basis of the above-mentioned aircraft control process. The dynamics model takes into account factors such as the weight of the aircraft, the rotor layout, aerodynamic characteristics, etc., to ensure that the control instructions can achieve the expected acceleration effect. The generation of control signals needs to take into account the rotor response time, i.e. the time required for the rotor to receive a control signal and actually change its speed or thrust, which affects the real-time response ability of the aircraft to acceleration instructions. When converting acceleration instructions into control signals, smoothing processing can be performed to avoid sudden control signals causing instability or adverse overload of the aircraft. The control strategy should take into account environmental factors such as wind speed, temperature, etc. to ensure that the aircraft can maintain the desired position under various conditions.

[0081] In the embodiments of the present application, based on the control of acceleration information, the aircraft can accurately adjust the attitude and power output to achieve the maintenance of the desired position without unintended position deviation. Smooth transition from speed control to position maintenance control avoids overshoot or oscillation that may occur during control mode switching, improving flight quality. By controlling acceleration information, the aircraft can maintain stability under various flight conditions, especially in outdoor environments with strong wind, and the above-mentioned control strategy can significantly improve the safety of the aircraft. Smooth position maintenance function reduces the jolt and sudden stop during flight, providing passengers with a more comfortable and safe riding experience.

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

[0083] In the steps S102 to S110, if the aircraft needs to be controlled, the expected speed of the aircraft can be obtained as the speed reference information. Through the speed reference information, the position keeping function of the aircraft can be activated. According to the activated position of the aircraft when the position keeping function is activated and the speed inertia displacement generated by the aircraft moving by inertia at the current speed, the expected speed of the aircraft, that is, the reference position information, can be determined. The acceleration information of the aircraft can be generated based on the reference position information and the speed reference information. The aircraft can be controlled based on the acceleration information to enable the aircraft to keep at the expected position. In this embodiment, by introducing the concepts of the speed inertia displacement and the activated position, the control accuracy of the aircraft in the position keeping mode is significantly improved. The reference position information and the speed reference information are combined to generate the acceleration information of the aircraft, which can reflect the comprehensive demand of the aircraft between the current position keeping and speed control. By finely integrating the position feedback and the speed control, the aircraft can still keep good dynamic response and stability in the position keeping mode, the contradiction between the position control and the speed control loop is avoided, the coordination and efficiency of the control are improved, the technical effect of improving the control effect of the aircraft is achieved, and the technical problem of poor control effect of the aircraft is solved.

[0084] In the following, the process of how to determine the reference position information of the aircraft according to the activated position and the speed inertia displacement in the position keeping function in this embodiment is further described.

[0085] As an optional implementation, in step S106, the reference position information of the aircraft is determined based on the activated position of the aircraft and the speed inertia displacement of the aircraft in the position keeping function, including: in the position keeping function, the activated position is adjusted by using the speed inertia 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 activated position and the speed inertia displacement in the position keeping function, the activated position can be adjusted by using the speed inertia displacement in the position keeping function to obtain the reference position information.

[0087] Optionally, the above embodiments aim to how to adjust the activated position by using the speed inertia displacement of the aircraft in the position keeping function to obtain more accurate reference position information. The above process aims to improve the control accuracy and stability of the aircraft in the position keeping mode, avoid position rollback, and ensure passenger comfort.

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

[0089] Optionally, the reference position information is calculated based on the activation position and the velocity inertial displacement, and is used to guide the target position of the aircraft in the position hold mode. The determination of the reference position information takes into account the velocity threshold of the aircraft, the environmental conditions and the operation intention of the pilot, ensuring that the activation conditions of the position hold function are met, while the aircraft can smoothly transition to the position hold state, avoiding unintended position rollback.

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

[0091] In the embodiments of the present application, the adjustment of the activation position using the velocity inertial displacement ensures that the control command of the aircraft smoothly transitions when the position hold function is activated, avoiding the overloading of the aircraft that can be caused by sudden command jumps, and improving the flight quality and passenger comfort. The adjusted reference position information takes into account the velocity inertia of the aircraft, thereby avoiding the position rollback of the aircraft in the position hold mode due to the velocity inertia, improving the accuracy and stability of the position hold. By dynamically considering the velocity state and environmental conditions of the aircraft, the above adjustment process enhances the position control performance of the aircraft in complex environments, improving the flight safety. The activation logic of the position hold function combined with the velocity inertial displacement enables the aircraft to maintain stability even under small command operations, improving the operation accuracy and flexibility of the aircraft.

[0092] The following further describes how the active position is adjusted using the velocity inertial displacement to obtain the reference position information under the position holding function in this embodiment.

[0093] As an optional implementation, the method for adjusting the active position using the velocity inertial displacement to obtain the reference position information under the position holding function comprises: determining a control parameter based on a first speed threshold corresponding to the speed reference information under the position holding function, wherein the control parameter is used to represent 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 speed of the aircraft; and superimposing the velocity inertial displacement on the active position to obtain the reference position information.

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

[0095] Optionally, this embodiment relates to how to adjust the active position based on the velocity 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 parameter, calculating the velocity inertial displacement, and superimposing it on the active position.

[0096] Optionally, the control parameter (k) is used to represent an estimated value of the acceleration of the aircraft when the position holding function is activated, and is determined according to the first speed threshold corresponding to the speed reference information. When the speed of the aircraft decreases below the preset first speed threshold, the first speed threshold triggers the preparation activation state of the position holding function. The determination of the control parameter k needs to consider the characteristics of the aircraft (such as mass, power output capacity) and the acceleration level expected to be achieved when the position holding function is activated, to ensure stable control of the aircraft in the position holding mode. The selection of k value needs to be considered comprehensively in combination with the power characteristics, mass, and environmental factors (such as wind, airflow) of the aircraft. Too large k value may cause over-regulation when the position holding function is activated, while too small k value may not be able to fully compensate for the velocity inertia, affecting the accuracy of the position holding.

[0097] Optionally, the velocity inertia displacement refers to a position change of the aircraft expected to be generated due to the inertia effect of the current speed of the aircraft after the position holding function is activated. The velocity inertia displacement can be calculated by the following formula: kv 2 wherein v can be used to represent the current speed of the aircraft. The calculation of the velocity inertia displacement takes into account the motion state of the aircraft before the position holding function is activated and the degree of influence of the control parameter k on the speed 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 inertia displacement on the activated position, after the velocity inertia displacement is determined, the velocity inertia displacement is superimposed on the activated position (i.e., the starting position of the position holding function) of the aircraft to obtain the reference position information (Pref).

[0099] For example, the superimposition process is implemented by the following formula:

[0100] Pref = pref + kv 2

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

[0102] Optionally, when calculating the velocity inertia displacement Pref, the time window of the speed integral needs to be determined. The selection of the above-mentioned time window should take into account the dynamic characteristics of the speed change of the aircraft and the response speed of the position holding function, ensuring that the calculated velocity inertia displacement can reflect the actual motion trend of the aircraft. When the aircraft is flying outdoors, environmental factors such as wind speed and air flow have a significant influence on the speed inertia of the aircraft. Therefore, the calculation of the velocity inertia displacement should take into account real-time environmental data to improve the environmental adaptability and stability of the position holding function.

[0103] In the embodiments of the present application, by determining the control parameter k and calculating the velocity inertia displacement, the position holding function can be activated smoothly, avoiding the phenomenon of command jump and overload at the activation moment, and improving the passenger comfort. Superimposing the velocity inertia displacement on the activated position can more accurately predict the actual motion trend of the aircraft, avoid unintended position rollback in the position holding mode, and significantly improve the control accuracy of the position holding. The calculation of the velocity inertia displacement considering environmental factors enhances the position holding performance of the aircraft in complex environments and improves the flight safety. In summary, the above-mentioned embodiments realize precise control of the position holding function of the aircraft by meticulous control parameter determination, velocity inertia displacement calculation, and superimposition of the inertia displacement on the activated position, improving the flight quality and safety.

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

[0105] As an optional implementation, the step S104 of activating the position holding function of the aircraft based on the speed reference information comprises: 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 holding function, wherein the function activation enabling condition is used to represent a condition allowing the activation of the position holding function.

[0106] In this embodiment, in the process of activating the position holding function of the aircraft based on the speed reference information, if it is judged that the speed reference information satisfies the first speed threshold, and the input speed information of the aircraft satisfies the second speed threshold, in addition, the aircraft satisfies the function activation enabling condition, the position holding function of the aircraft can be activated. The function activation enabling condition can be used to represent a condition allowing the activation of the position holding function, such as environment, navigation, etc. The input speed information can be a speed command or a speed command signal, which can be represented by v cmd The second speed threshold can be pre-set to 0, which is only an example and is not limited specifically.

[0107] Optionally, the embodiment plans the decision logic of activating the position holding function of the aircraft based on the speed reference information, ensuring that the activation of the position holding function considers the speed state of the aircraft and meets various safety and environmental conditions.

[0108] Optionally, when it is detected that the speed reference information (Vref) approaches zero or satisfies a pre-set first speed threshold, it is a preliminary signal for activating the position holding function. The first speed threshold reflects the intention of the pilot or the automatic control system that the aircraft should stop or remain at 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 1 m / s, and the specific value is determined according to the type of the aircraft, the application scenario and the passenger comfort requirement.

[0109] Optionally, the input speed information of the aircraft is based on the actual sensor data of the aircraft, such as GPS speed, IMU data, etc. When the input speed information is lower than a pre-set second speed threshold, it is further confirmed that the aircraft is indeed close to static or in a low speed state, which is suitable for the activation of the position holding function. For example, the second speed threshold can be pre-set 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, a series of function activation enabling conditions can also be checked before activating the position holding function. 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 adverse environments that affect flight safety. Navigation accuracy, such as whether the aircraft's navigation system (GPS, IMU, etc.) provides sufficiently accurate position and speed information to ensure 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 execute the position holding function. System state, whether the aircraft's control system is running stably without faults or abnormalities, to avoid activating the position holding function in unstable system states.

[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 conditions, the position holding function will be activated. The above decision-making process ensures that the position holding function is activated when the aircraft is at low speed, safe, stable, and suitable environmental conditions, thereby improving flight safety and control accuracy.

[0112] Optionally, the first speed threshold and the second speed threshold should be set considering 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 point. The evaluation of the function activation enabling conditions should be continuous and dynamic, that is, even after the position holding function is activated, these conditions can continue to be monitored to ensure that the position holding function runs stably. When activating the position holding function, intelligent algorithms such as fuzzy logic, neural networks, etc. can be used to dynamically adjust the activation logic based on the real-time state of the aircraft and environmental conditions, improving the intelligence and adaptability of control.

[0113] In embodiments of the present application, 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, 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 suitable time, improving the accuracy of position control. Intelligent activation of the position holding function reduces sudden stops and starts during flight, providing passengers with a more stable and comfortable ride experience. In summary, through strict judgment based on speed reference information and input speed information, combined with comprehensive evaluation of function activation enabling conditions, intelligent, safe, and efficient activation of the aircraft position holding function is achieved. The above control strategy effectively improves the flight quality of the aircraft and the ride experience of passengers.

[0114] The following further describes how to activate the position hold function in the case that the speed reference information satisfies the first speed threshold, the input speed information of the aircraft satisfies the second speed threshold, and the aircraft satisfies the function activation enabling condition in the embodiment.

[0115] As an optional implementation, 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, activating the position hold function comprises: 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, activating the position hold function after a delay target duration.

[0116] In the embodiment, in the process of activating the position hold function in the case that the speed reference information satisfies the first speed threshold, the input speed information of the aircraft satisfies the second speed threshold, and the aircraft satisfies the function activation enabling condition, the position hold function can be activated after a delay target duration.

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

[0118] Optionally, it is checked whether the speed reference information (Vref) satisfies 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 a preliminary condition for triggering the position hold function. When v 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 high speed, but is preparing to enter or expects the aircraft to remain at the current position.

[0119] Optionally, subsequently, the current input speed information (v cmd ) of the aircraft is checked whether it satisfies a 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 holding, avoiding errors that may be caused by a judgment based only on speed instructions. When v 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, suitable for activating the position hold function.

[0120] Optionally, in addition to the speed condition, it can also be evaluated whether the aircraft satisfies a series of function activation enabling conditions. These conditions can include but are not limited to the performance state of the aircraft, environmental conditions (such as wind speed, weather), navigation system accuracy, and whether it is at a suitable flight altitude and airspace, etc. Only when the above enabling conditions are satisfied, the position hold function can be considered to be activated.

[0121] Optionally, even if all the above conditions are met, the position holding function will not be activated immediately, but will be activated after a preset delay target duration. The design of the above delay mechanism has multiple purposes: first, to avoid false activation of the position holding function due to transient fluctuations in the speed signal, ensuring the stability of the activation decision; second, to allow the aircraft sufficient time to adapt to speed changes, smoothly transition to the position holding mode, reduce the sudden change of control commands at the activation moment, and avoid adverse overload or oscillation phenomena; third, to take into account the fact that the aircraft is in a low-speed or stationary state, and the control system needs time to adjust and stabilize the rotor speed to maintain the aircraft's ability to hover or stabilize in 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. A too short delay may not be able to fully avoid false activation, while a too long delay may increase the waiting time of the operator and affect flight efficiency. Therefore, the setting of the target duration needs to consider 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 conditions can use intelligent logic algorithms such as fuzzy logic controllers or rule-based decision trees to more accurately determine whether the aircraft is suitable for entering the position holding mode. The above algorithms can dynamically adjust the judgment criteria based on real-time flight state and environmental data, improving adaptability and safety.

[0124] In the embodiments of the present application, through the evaluation of the delay target duration and the comprehensive enabling conditions, the risk of false activation of the position holding function due to transient speed signal fluctuations is reduced, ensuring that the aircraft enters the position holding mode under correct and safe conditions. The delay mechanism allows the aircraft sufficient time to adapt to speed changes, reducing the sudden change of control at the activation moment, avoiding adverse overload phenomena, and improving flight quality and passenger comfort. Despite the introduction of a delay, by optimizing the value of T_delay and the judgment logic of the enabling conditions, the aircraft's control efficiency and flexibility are improved while ensuring safety, quickly responding to the intentions of the pilot or the automatic control system.

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

[0126] The following further describes how to activate the position holding function of the aircraft based on the speed reference information in this embodiment.

[0127] As an optional implementation, in step S104, the position holding function of the aircraft is activated based on the speed reference information, including: based on the speed reference information, turning on the position control loop of the aircraft to activate the position holding function; and based on the reference position information and the speed reference information, generating the acceleration information of the aircraft, including: setting the speed reference information as a target value, and turning off the speed control loop of the aircraft by using the target value, wherein the position control loop and the speed control loop are connected in parallel; and converting the reference position information into the acceleration information by using a target loop superimposed by the turned-on position control loop and the turned-off speed control loop.

[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 turned off by using the target value. The reference position information can be converted into the acceleration information by using a target loop superimposed by the turned-on position control loop and the turned-off speed control loop. The position control loop and the speed control loop are connected in parallel. 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 position holding function activation and the acceleration information generation mechanism of the aircraft in the above embodiments are carefully planned, and the flight quality and passenger comfort are significantly improved by turning on the position control loop of the aircraft, turning off the speed control loop, and converting the reference position information into the acceleration information.

[0130] Optionally, based on the speed reference information (Vref) satisfying the above activation condition, the position control loop of the aircraft, i.e., the position holding 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 actual position of the aircraft and the reference position information (i.e., the position error), thereby guiding the aircraft to move towards the desired position or keep the current position unchanged. The turning on of the position control loop is a key step of activating the position holding function.

[0131] For example, the error between the current position of the aircraft and the desired position can be calculated by k p (p ref +k·v 2 -p est ) while considering the influence of the speed inertia displacement on the position. The above error is converted into the acceleration information by using a gain coefficient k pAmplification, generating a position control signal for adjusting the attitude and power output of the aircraft to make the actual position of the aircraft tend to the reference position, while considering the inertial effect of the speed change. Wherein, k p Can be used to represent the gain coefficient of position feedback control, used to adjust the response speed and strength of the position control loop. est Can be used to represent the estimated value of the current position of the aircraft, which is obtained by fusing on-board sensor data and predicting the actual position of the aircraft. The above control strategy is particularly important in the position holding 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 due to speed changes, avoid position overshoot or oscillation when activating the position holding function, and improve the accuracy of position control and the operation quality of the aircraft, ensuring the stability of flight and the comfort of passengers.

[0132] Optionally, in order to ensure that the aircraft will not be 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, without actively adjusting the speed of the aircraft, avoiding the mutual interference between the position control loop and the speed control loop, and improving the stability and accuracy of the position holding.

[0133] Optionally, in the state where 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 instruction generation part of the speed control. The role of the target loop is to convert the reference position information (Pref) into the acceleration information of the aircraft, that is, to generate acceleration instructions. The above conversion process usually includes the calculation of position error, the application of proportional integral derivative control algorithm, etc., to determine the direction in which the aircraft needs to accelerate or decelerate, so as to realize the tracking and holding of the reference position information.

[0134] Optionally, the proportional-integral-derivative control parameters (proportion, integral, derivative) 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 proportion coefficient can improve the response speed, increasing the integral coefficient can help reduce the position error, and the derivative coefficient can be used to predict the trend of the position error to reduce the overshoot in the control process. The process of setting the speed reference information to zero can smooth the transition and avoid sudden changes in the control command. A possible strategy is to gradually reduce the amplitude of the speed command before the speed control loop is disconnected until it reaches the target value (such as 0) to reduce the overload and oscillation of the aircraft and achieve a more stable 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 ability to dynamically adjust the control parameters according to the real-time state of the aircraft and external environmental conditions to achieve more flexible and efficient position holding control.

[0135] In the embodiment of the application, by smoothly turning on the position control loop and turning off 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 command and improving flight quality. The generation of the target loop enables the system to accurately generate acceleration commands based on reference position information, achieving precise control of the aircraft's position and keeping the aircraft at the desired position. In the position holding mode, the speed control of the aircraft only plays a damping role, reducing unintended speed changes and overload during the control process, significantly improving flight safety, and providing passengers with a more stable and comfortable ride experience. In summary, the above embodiment achieves smooth activation and precise control of the aircraft's position holding function through careful control loop turning on and turning off design and efficient target loop generation mechanism, reflecting the emphasis and innovation in safety and comfort in aircraft control technology.

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

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

[0138] In this embodiment, in the process of controlling the aircraft to operate based on the acceleration information, the acceleration information can be converted into current attitude information of the aircraft. The aircraft can be controlled to operate according to the current attitude information. The current attitude information can be an attitude angle command, which can be represented as .

[0139] Optionally, the acceleration information is converted into attitude angle commands of the aircraft (current attitude information), and the aircraft is controlled according to the above-mentioned commands, which is an efficient and accurate implementation in the field of flight control, especially suitable for rotary-wing aircraft such as multi-rotor unmanned aerial vehicles, etc.

[0140] For example, the acceleration command can be converted into the attitude angle command of the aircraft by the Func(a x ,a y ) function, that is, the pitch angle θ and the roll angle φ. The dynamics of the multi-rotor aircraft can be approximated as linear when the attitude changes in a small angle. Func(a x ,a y ) performs a small-angle linearization process to mathematically convert the acceleration command and 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, taking into account the mass, moment of inertia, and aerodynamic efficiency of the rotors, etc. physical properties. Func(a x ,a y ) generates the pitch angle command and the 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 over the flight path. In the process of generating attitude angle commands, Func(a x ,a y ) may apply specific control law algorithms, such as adaptive control, to ensure the stability, speed and accuracy of the aircraft response.

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

[0142] Optionally, the acceleration information can be output by the position control loop of the aircraft, calculated based on the position deviation, speed information and desired motion characteristics. It contains the size 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 of the aircraft and the control law. The dynamic model describes the relationship between the attitude of the aircraft (defined by the pitch angle θ, the roll angle φ and the yaw angle ψ) and its acceleration. The control law is a set of mathematical algorithms that can convert the 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, a suitable roll angle value can be calculated to make the aircraft roll to the right, thereby generating lateral thrust.

[0143] Optionally, once the aircraft attitude is calculated from the acceleration information, the control system of the aircraft can send corresponding instructions to the actuators (such as 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 as possible to the calculated instruction value. 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 is stably maintained at the desired attitude, thereby achieving the desired acceleration and motion.

[0144] Optionally, to ensure the accuracy of the calculation of the attitude angle instruction, the dynamic model and control law of the aircraft must accurately reflect its physical characteristics, including mass distribution, aerodynamic characteristics of the rotors, 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, task requirements, and external environmental conditions (such as wind speed, air pressure) to optimize the generation of attitude instructions and achieve more stable and efficient flight control. The actuators of the aircraft (such as motors, servos) need to have the ability of fast response and high precision control to quickly and accurately execute the attitude angle instructions, achieve the attitude adjustment and acceleration control of the aircraft.

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

[0146] In summary, converting acceleration information into attitude angle instructions and controlling the aircraft accordingly is an important and complex strategy in flight control technology. It requires the aircraft control system to have high intelligence and adaptability, to accurately calculate the attitude angle instructions and ensure the rapid response of the actuators, and finally to achieve precise control and stable flight of the aircraft, meeting the needs of various flight tasks and passenger experiences.

[0147] The following further describes how to control the operation of the aircraft according to its current attitude information in this embodiment.

[0148] As an optional implementation, the method further comprises: obtaining input position information and input speed information of the aerial vehicle; generating expected attitude information based on the input position information, the input speed information and current operation information of the aerial vehicle; and controlling the aerial vehicle to operate according to the current attitude information, including: controlling the aerial vehicle to operate based on the expected attitude information and the current attitude information.

[0149] In this embodiment, the input position information and the input speed information of the aerial vehicle can be obtained. The expected attitude information can be generated based on the input position information, the input speed information and the current operation information of the aerial vehicle. In the process of controlling the aerial vehicle to operate according to the current attitude information, the aerial vehicle can be controlled to operate based on the expected attitude information and the current attitude information. The input position information can be an initial position instruction, which can be represented by p cmd . The input speed information can be an initial speed instruction, which can be represented by v cmd . The current operation information can be a feedback signal collected by a rotor navigation sensor, such as the current position p and the current speed v. The expected attitude information can be an instruction signal generated by a controller.

[0150] Optionally, in the control strategy of the aerial vehicle (especially a multi-rotor aerial vehicle), the expected attitude information is generated based on the input position information, the input speed information and the current operation information, and the aerial vehicle is controlled to operate according to the expected attitude information, which is a key step to realize precise and stable flight of the aerial vehicle.

[0151] Optionally, the control of the aerial vehicle starts from the input instruction, i.e. the expected position and speed information, which can come from a remote control signal of an operator, a target point setting of an automatic navigation system or a flight task planning. The input position information (p cmd ) and the input speed information (v cmd ) are key parameters to determine the direction and speed of the aerial vehicle and provide a target reference for the subsequent control strategy.

[0152] For example, a feedback control signal of the speed error can be generated by k v · (v ref -v est ), where k v can be used to represent a gain coefficient of the speed feedback control, for adjusting the response speed and strength of the control loop to the speed error. v ref can be used to represent a speed reference instruction, i.e. the speed expected to be reached by the aerial vehicle, which can be set by a ground operator or generated by a flight task planning system. v estAn estimated value of the current speed of the aircraft, obtained by fusing on-board sensor data and dynamics model prediction. The deviation between the current speed of the aircraft and the desired speed can be calculated by the above equation, and the speed control command is generated by amplifying the deviation by a gain coefficient k v . Specifically, when the actual speed v est of the aircraft is less than the desired speed v ref , the above equation will generate a positive control command to accelerate the aircraft; conversely, when v est is greater than v ref , the control command will slow down the aircraft, and eventually the speed of the aircraft will tend to the target value.

[0153] Optionally, based on the input position information, input speed information and current operating information of the aircraft, the desired attitude information is generated. In this stage, the control system of the aircraft combines p cmd , v cmd and feedback information from the rotor navigation sensor (including the current position p, speed v and acceleration), calculates the desired attitude information (desired attitude angle command: pitch angle θ, roll angle φ, yaw angle ψ) through the dynamics model and control law. The above process involves complex mathematical operations and real-time data analysis, and the purpose is to generate attitude commands (such as roll angle command φ and yaw angle command ψ cmd ) that make the aircraft transition from the current state to the desired state, ensuring that the aircraft can move according to the input position and speed commands.

[0154] Optionally, the aircraft is controlled to operate according to the current attitude information, including controlling the aircraft to operate based on the desired attitude information and the current attitude information. Once the desired attitude information is generated, the control system of the aircraft will compare the desired attitude information with the actual attitude information of the aircraft (current attitude angle command 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 command for the actuators of the aircraft (such as motors and servos) through algorithms to achieve the desired attitude angle, thereby achieving precise control of the movement of the aircraft. For example, if there is a deviation between the desired pitch angle and the actual pitch angle, the control law will calculate the command to adjust the rotor speed to reduce the deviation and ensure that the aircraft can fly according to the preset pitch angle.

[0155] Optionally, the dynamics 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-derivative control, adaptive control, fuzzy control, and sliding mode control, etc. The above algorithms can dynamically adjust according to the real-time state of the aircraft and external environmental conditions to generate the most suitable attitude instructions for the current flight conditions, achieving stable control and efficient operation of the aircraft.

[0156] Optionally, the feedback information collected by the rotor navigation sensor (such as position, speed, acceleration) needs to be fused and calibrated to ensure its accuracy and reliability. This usually involves filtering, correction of sensor signals, and consistency adjustment of multi-sensor data to provide more accurate basis for generating desired attitude information. The actuators of the aircraft (such as rotor motors) need to have high response speed and accurate control ability to ensure that they can quickly and accurately execute the attitude instructions generated by the controller. The performance of motors, servos, and other components directly affects the control accuracy and response time of the aircraft.

[0157] In the embodiment of the application, the desired attitude information generated based on accurate position, speed information and aircraft state can ensure that the aircraft flies stably according to the preset flight path and speed, improving the accuracy and safety of task execution. By adjusting the attitude information of the aircraft in real time, the control strategy can effectively reduce the shaking and shaking during flight, providing a more stable and comfortable flight environment for passengers and loads. In manned aircraft, the above characteristics are crucial. Intelligent control law can dynamically adjust the attitude instructions according to the flight task and environmental changes, enabling the aircraft to fly stably and efficiently under various flight conditions, enhancing the adaptability of the aircraft and the flexibility of task execution.

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

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

[0160] As an optional implementation, the control of the aerial vehicle based on the desired attitude information and the current attitude information comprises: generating an acceleration instruction of the aerial vehicle based on the desired attitude information and the current attitude information; generating a motor control instruction of the aerial vehicle based on the acceleration instruction and a rotation speed signal of the aerial vehicle; and controlling the motor of the aerial vehicle to operate based on the motor control instruction.

[0161] In this embodiment, in the process of controlling the aerial vehicle based on the desired attitude information and the current attitude information, the desired attitude information and the current attitude information can be used to generate an acceleration instruction. The acceleration instruction and a rotation speed signal can be used to generate a motor control instruction of the aerial vehicle. The motor of the aerial vehicle can be controlled to operate based on the motor control instruction. The deceleration instruction can be represented as a R . The rotation speed signal can be a rotor rotation speed signal. The motor control instruction can be referred to as a motor instruction or a motor instruction signal, which can be represented as m cmd .

[0162] Optionally, in the control of the multi-rotor aerial vehicle, the generation and execution of the control instruction based on the desired attitude information and the current attitude information are core steps to ensure that the aerial vehicle is stable and accurately tracks a predetermined flight path.

[0163] Optionally, the desired attitude information obtained can include a desired pitch angle (θ), a desired roll angle (φ) and a desired yaw angle (ψ). For example, the desired attitude information can include a desired roll angle (φ and a desired yaw angle (ψ des ). The above data can be determined by a high-level control layer (such as a path tracking control or an automatic navigation system) of the aerial vehicle to meet specific flight task requirements. The current pitch angle (θ), the current roll angle (φ) and the current yaw angle (ψ) of the aerial vehicle, as well as the current speed and acceleration information of the aerial vehicle, are monitored in real time by an on-board sensor (such as a gyroscope or an accelerometer). The above data constitute the current operating state of the aerial vehicle.

[0164] Optionally, the control law module can calculate an acceleration instruction that the aerial vehicle should execute according to the deviation between the desired attitude information and the current attitude information. The above process usually involves adaptive control or other advanced control algorithms, and the purpose is to reduce the attitude deviation and make the aerial vehicle 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 instruction to adjust the pitch angle of the aerial vehicle 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 the acceleration command, the current rotor speed of the aircraft needs to be considered to ensure the feasibility of the control command. The control allocation module (such as the feedback linearization module) fuses the acceleration command and the current rotor speed signal (w) to generate the control command of each motor. The above process usually involves converting the acceleration command into the required lift and thrust demand of the rotor, and then calculating the speed adjustment command of each motor according to 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 actuator (such as the electronic speed controller) of the aircraft to adjust the power supply of the motor according to the command, thereby controlling the speed of the rotor, enabling the aircraft to execute the calculated acceleration command. After receiving the control command, the rotor and motor of the aircraft adjust the speed to generate the required lift and thrust distribution, enabling the aircraft to 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 as the acceleration command signal is the bridge that converts 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 actuator (motor) of the aircraft to adjust the rotor speed to achieve the acceleration command.

[0168] Optionally, the acquisition of current attitude information and speed, acceleration depends on the accuracy and real-time of sensor data, the use of data fusion technology (such as Kalman filter) can improve the stability and precision 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 more accurate acceleration command and motor control command.

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

[0170] Optionally, m fb The feedback signal can be used to represent the state of the motor, usually containing the actual speed, current, temperature and other state information of the motor, monitored and sent back to the main controller of the aircraft by the motor control unit or other sensors. m fb The function is to provide real-time motor state data for the main controller, so that it can perform closed-loop control, i.e. adjusting the control command according to the actual state of the motor to ensure that the motor output matches the expected control command, while monitoring the health status of the motor to avoid overload or failure. In modern aircraft control systems, m fbis an indispensable part of precise control and safe operation, ensuring the stability and reliability of motor power output. Combined with m cmd and m fb , the control architecture of the aircraft can realize closed-loop control of motor power output, that is, according to the flight task or control target, the required motor control instruction (m cmd ) is calculated, and the actual state of the motor (m fb ) is monitored, and by comparing the two, the control instruction is dynamically adjusted to realize the optimization of flight performance and safe flight. The above-mentioned closed-loop control system can adapt to the changes of the flight environment and the dynamic characteristics of the aircraft itself, and ensure the stable flight and efficient execution of flight tasks of the aircraft under various conditions.

[0171] In summary, based on the expected attitude information and the current attitude information, the acceleration instruction is generated, and then converted into the motor control instruction, which is the key step to control the attitude and motion of the aircraft. The above process involves multiple levels of control strategy and complex dynamics model, aiming to ensure that the aircraft can safely and efficiently complete the flight task, and also provides a foundation for the autonomous flight and advanced control function of the aircraft.

[0172] The technical solutions of the embodiments of the application will be illustrated below in conjunction with the preferred embodiments.

[0173] At present, the rotor aircraft for carrying people is still in the initial stage, and the unmanned aerial vehicle pays more attention to the maneuverability of the aircraft and less attention to the comfort and flight quality of the aircraft. The position keeping function of the multi-rotor unmanned aerial vehicle is relatively simple. When the reference instruction is less than a given threshold after a period of time without operation of the pilot, the position keeping function is activated, or when the horizontal speed of the aircraft is less than a certain value, the position keeping function is activated, which may cause the aircraft to have a large overshoot and reduce the flight quality.

[0174] The position keeping function in the related art has the following problems: the position keeping function activates the moment, which causes the aircraft to have an adverse overload due to the jump of the instruction; the position keeping function and the speed control are expected to be opposite, small instruction operation is difficult and easy to induce horizontal oscillation of the aircraft; after the position keeping function is activated, the aircraft may have an unexpected position rollback, which reduces the flight quality. In summary, the related art still has the technical problem of poor control effect of the aircraft.

[0175] However, the embodiment of the present application proposes a method for position interception and position keeping function of manned rotorcraft, combines the operation intention of the pilot, superimposes the expected position target instruction, and improves the flight quality and passenger comfort of the aircraft. By introducing the concept of velocity inertia displacement and activating the position, the control accuracy of the aircraft in the position keeping mode is significantly improved. By combining the reference position information with the velocity reference information to generate the acceleration information of the aircraft, the comprehensive demand of the aircraft between the current position keeping and the velocity control can be reflected. By finely integrating the position feedback and the velocity control, the aircraft can still maintain good dynamic response and stability in the position keeping mode, avoiding the contradiction between the position control and the velocity control loop, 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 application is further illustrated below.

[0177] Fig. 2(a) is a schematic diagram of a control law architecture of a multi-rotor aircraft according to an embodiment of the present application, as shown in Fig. 2(a), the architecture can 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 rotor aircraft 205. Wherein, the control instruction generation module 201 (manual operation or automatic flight path instruction generation module) processes the input source signal of the remote controller or the operation lever for post-processing to generate the initial position instruction P cmd , the velocity instruction v cmd of the aircraft can also be obtained cmd ; the outer loop controller 202 mainly receives the position instruction P cmd or the velocity instruction v des and the feedback signal (such as the feedback position signal P and the feedback velocity signal v) collected by the rotor navigation sensor to generate the expected attitude signal, such as the expected roll angle ; the controller 203 receives the generated by the outer loop controller 202 R and the expected yaw angle (ψ des in the control instruction generation module 201, and the aircraft state signal (such as the roll angle φ and the angular velocity w) collected by the navigation sensor in the rotor aircraft 205, to generate the acceleration instruction signal a R ; the feedback linearization module 204 (control distribution module) receives the acceleration signal a fb and the motor state m cmd linearized to generate the motor instruction m cmd ; the rotor aircraft body responds to the motor instruction signal output by the control law to control the aircraft body to achieve the expected motion in each axis.

[0178] Fig. 2(b) is a schematic diagram of a position and velocity controller according to an embodiment of the present application. As shown in Fig. 2(b), the position and velocity controller can include a position & velocity reference model 206, an AND 207, a delay 208, and an Add 209. The position & velocity controller module includes three parts: a first part, the position & velocity reference model 206 generates position and velocity reference commands based on control commands; a second part, the position & velocity feedback controller module generates acceleration commands a x and a y , mainly including the following parts: position holding activation logic, when the speed command is close to 0, the speed reference command meets the threshold requirement (combined with the design reference value given by the pilot's subjective evaluation), and the function activation enable condition (environment, navigation, etc.) are met at the same time, the position holding function is activated after a given time delay by the delay, i.e. the position feedback loop is turned on; the position holding feedback command is Pref = pref + kv 2 ; that is, the position reference command should be the current active position pref superimposed with the acceleration inertial displacement kv 2 , to get the expected reference position Pref, where the reference k reflects the acceleration estimation when the holding activation is maintained, which can be adjusted in combination with the threshold of the speed reference command; after 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; the position feedback loop and the speed feedback loop are superimposed in the Add 209 to generate the acceleration command a 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 linearization approximation processing.

[0179] Optionally, as shown in Fig. 2(b), the feedback control signal of the speed error can be generated by k v · (v ref -v est ), where k v may be used to represent the gain coefficient of the speed feedback control, for adjusting the response speed and strength of the control loop to the speed error. v ref may be used to represent the speed reference command, i.e. the speed that the aircraft expects to reach, which can be set by the ground operator or generated by the flight mission planning system. v est may be used to represent the estimated value of the current speed of the aircraft, which is obtained through on-board sensor data fusion and dynamics model prediction. Through the above formula, the deviation between the current speed of the aircraft and the expected speed can be calculated, and the above deviation is amplified by the gain coefficient k v to generate the speed control command. Specifically, when the actual speed v est of the aircraft is less than the expected speed vref When v est > v ref , the control command will make the vehicle decelerate, and eventually make the vehicle's speed approach the target value.

[0180] Alternatively, as shown in Fig. 2(b), the error between the current position and the desired position of the vehicle can be calculated by k p (p ref +k·v 2 -p est ), which takes into account the effect of the inertial displacement of the speed on the position. The above error is amplified by a gain coefficient k p to generate a position control signal, which is used to adjust the attitude and power output of the vehicle, so that the actual position of the vehicle approaches the reference position, while taking into account the inertial effect of the speed change. Wherein, k p may be used to represent the gain coefficient of the position feedback control, which is used to adjust the response speed and strength of the position control loop. p est may be used to represent the estimated value of the current position of the vehicle, which is obtained by fusing the on-board sensor data and predicting the actual position of the vehicle. The above control strategy is particularly important in the position holding function of the vehicle, especially when the vehicle 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 vehicle due to the change in speed, avoiding position overshoot or oscillation when the position holding function is activated, thereby improving the accuracy of position control and the operation quality of the vehicle, ensuring the stability of flight and the comfort of passengers.

[0181] Alternatively, as shown in Fig. 2(b), the acceleration command can be converted into the attitude angle command of the vehicle, i.e. the pitch angle θ and the roll angle φ, by the Func(a x ,a y ) function. The dynamics of a multi-rotor vehicle can be approximated as linear when the attitude changes are small. Func(a x ,a y ) performs a small-angle linearization process to mathematically convert the acceleration command and the current attitude of the vehicle to calculate the required pitch and roll angles. This conversion is based on the dynamics model of the vehicle, taking into account the mass, moment of inertia, and aerodynamic efficiency of the rotors, etc. physical properties. Func(a x ,a y ) generates the pitch angle command and the roll angle command that the vehicle should take according to the acceleration command and the current state of the vehicle. By adjusting these two attitude angles, the vehicle can generate the required horizontal acceleration, thereby achieving control over the flight path. In the process of generating the attitude angle command, Func(ax a y ) may apply specific control law algorithms, such as adaptive control, to ensure the stability, rapidity and accuracy of the response of the aircraft.

[0182] In the embodiment of the application, the existing activation of the position holding function of the rotorcraft does not consider the superposition of the expected inertial speed of the desired reference position, which can cause overshoot or oscillation when the position holding function is activated. The activation logic of the position holding function in the related art only considers the threshold condition of the speed reference, and there is a small instruction operation problem. Compared with the above related art, the embodiment of the application has the following advantages: smooth transition of the instruction when the position holding function is activated, and the aircraft will not produce adverse overload; the speed control loop is disconnected after the position holding loop is activated, and the speed loop only plays a damping role, avoiding the fight between the two loops and inducing horizontal oscillation of the aircraft; after the activation of the position holding function, the expected position of the aircraft is avoided, the flight quality is improved, and the passenger comfort is improved; the activation logic of the position holding function considers the small instruction operation condition, which is beneficial to improve the operation accuracy of the aircraft.

[0183] Optionally, the embodiment of the application is applicable to the aircraft using horizontal speed control. For the aircraft directly using position instruction control, the position holding function activation position rollback problem is also designed, but the activation condition when the position holding function is activated may be different, and the position instruction reference and function enable condition (speed threshold condition, etc.) need to be combined for judgment.

[0184] In the embodiment of the application, when the speed instruction is close to 0, the speed reference instruction meets the threshold requirement (the design reference value given by the evaluation of the subjective feeling of the pilot is combined), and the function activation enable condition is met, the position holding function is activated after a given time through a delay timer (the design of the delay timer can ensure that the transition of the aircraft after activating the position holding is more stable), that is, the position feedback loop is turned on, and the function activation enable condition includes meeting the navigation accuracy requirement of position and speed control, meeting the air-ground judgment requirement of normal activation and operation of the control law, meeting the minimum rotor configuration requirement available for the aircraft, and meeting the minimum environmental requirement that the aircraft can realize position control; the position holding feedback instruction is Pref=pref+kv 2 ; that is, the position reference instruction should be the current activated position pref superposed with the inertial displacement kv 2 of the speed, and the expected reference position Pref is finally obtained. When the position holding feedback loop is turned on, the speed reference instruction is set to 0, so that the speed control loop only plays a damping role.

[0185] In the embodiment of the present application, if the aircraft needs to be controlled, the expected speed of the aircraft can be acquired as the speed reference information. Through the speed reference information, the position keeping function of the aircraft can be activated. According to the activation position of the aircraft when the position keeping function is activated and the speed inertia displacement generated by the aircraft moving by inertia at the current speed, the expected 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 aircraft can be controlled to operate based on the acceleration information, so that the aircraft can be kept at the expected position. In the embodiment, by introducing the concepts of the speed inertia displacement and the activation position, the control accuracy of the aircraft in the position keeping mode is significantly improved. The reference position information and the speed reference information are combined to generate the acceleration information of the aircraft, which can reflect the comprehensive demand of the aircraft between the current position keeping and speed control. By finely integrating the position feedback and the speed control, it is ensured that the aircraft can still maintain good dynamic response and stability in the position keeping mode, the contradiction between the position control and the speed control loop is avoided, the coordination and efficiency of the control are improved, the technical effect of improving the control effect of the aircraft is achieved, and the technical problem of poor control effect of the aircraft is solved.

[0186] It should be noted that the user information (including but not limited to user equipment information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in the present application are all information and data authorized by the user or authorized by all parties, and the collection, use and processing of related data need to comply with relevant laws, regulations and standards of relevant countries and regions, and provide corresponding operation portal for user to choose authorization or refusal.

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

[0188] The processor 302 is configured to acquire speed reference information of the aircraft, wherein the speed reference information is used to indicate the expected speed of the aircraft.

[0189] The controller 304 is configured to activate the position holding function of the aerial vehicle based on the speed reference information; determine reference position information of the aerial vehicle based on an active position of the aerial vehicle and a speed inertial displacement of the aerial vehicle in the position holding function, wherein the active position is used to represent a position of the aerial vehicle when the position holding function is activated, the speed inertial displacement is used to represent a displacement generated by inertial movement of the aerial vehicle at a current speed, and the reference position information is used to represent a desired position of the aerial vehicle; generate acceleration information of the aerial vehicle based on the reference position information and the speed reference information; and control the aerial vehicle to operate based on the acceleration information so as to maintain the desired position.

[0190] In the control system of the aerial vehicle in this embodiment, the desired speed of the aerial vehicle can be obtained as the speed reference information when the aerial vehicle needs to be controlled. The position holding function of the aerial vehicle can be activated based on the speed reference information. The desired speed of the aerial vehicle, i.e., the reference position information, can be determined based on the active position of the aerial vehicle when the position holding function is activated and the speed inertial displacement of the aerial vehicle at the current speed. The acceleration information of the aerial vehicle can be generated based on the reference position information and the speed reference information. The aerial vehicle can be controlled to operate based on the acceleration information so as to maintain the desired position. In this embodiment, the concepts of the speed inertial displacement and the active position are introduced, which significantly improves the control accuracy of the aerial vehicle in the position holding mode. The reference position information and the speed reference information are combined to generate the acceleration information of the aerial vehicle, which can reflect the comprehensive requirements of the aerial vehicle between the current position holding and speed control. The position feedback and the speed control are finely integrated, which ensures that the aerial vehicle still maintains good dynamic response and stability in the position holding mode, avoids the contradiction between the position control and the speed control loop, improves the coordination and efficiency of the control, achieves the technical effect of improving the control effect of the aerial vehicle, and solves the technical problem of poor control effect of the aerial vehicle.

[0191] The control system of the aerial vehicle in the above embodiments is further described below.

[0192] As an optional embodiment, the controller comprises: a delay timer configured to delay a target time length in response to the speed reference information satisfying a first speed threshold, input speed information of the aerial vehicle satisfying a second speed threshold, and the aerial vehicle satisfying a function activation enabling condition; a position control loop configured to enter an on state after the target time length to activate the position holding function; and a speed control loop connected in parallel with the position control loop and configured to set the speed reference information as a target value to enter an off state in a case where the position control loop is in the on 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 configured to convert the reference position information into the acceleration information.

[0193] In this embodiment, a combination of a delay timer, a position control loop and a speed control loop is introduced in the control strategy of the multi-copter, to smooth the activation of the position holding function, which is an important design to improve flight quality and passenger comfort.

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

[0195] Optionally, the delay timer plays a key buffering role in the activation process of the position holding function, which 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 instructions approaches zero, that is, the aircraft approaches the 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 function activation enabling condition, that is, including ensuring that the aircraft is in a safe flight environment, the navigation system meets the accuracy standard, and the aircraft structure is complete, which is the prerequisite for safe activation of the position holding function.

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

[0197] Optionally, after the target time length of the delay, the position control loop enters the on state from the off state, which means that the position holding function is activated, and the aircraft will preferentially respond to the position control instruction rather than the speed control instruction. The activation of the position control loop enables the aircraft to calculate a reasonable acceleration instruction based on the deviation between the reference position information and the current actual position information, 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 work, to reduce the shaking or oscillation of the aircraft in the position control process.

[0199] Optionally, when the position control loop enters the on state and the velocity control loop is in the off state, the two superimpose 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 dynamics model of the aircraft. The model calculates appropriate acceleration instructions according to parameters such as position deviation, aircraft mass, rotor aerodynamic efficiency, etc., to drive the aircraft to adjust the attitude and finally reach and maintain the reference position.

[0200] In the embodiment of the application, the design of the time delay ensures that the position holding function is activated after a series of conditions are met and a short smoothing period is passed, avoiding aircraft instability caused by sudden jumps in the control loop. The priority of the position control loop ensures that the aircraft can accurately maintain the position, and the damping effect of the velocity control loop reduces the shaking and oscillation during flight, improving the overall flight quality and passenger comfort. The check of the function activation enable condition ensures that the position holding function is activated in a safe flight environment, reducing the flight risk caused by the incorrect activation of the control mode. The above control strategy allows the pilot to easily activate the position holding function in a low-speed or stopped state without strict restrictions on the current flight state of the aircraft, increasing the flexibility and convenience of flight operation. In summary, through the coordinated work of the time delay, the position control loop and the velocity control loop, the flight quality and safety are improved while ensuring the accuracy of the aircraft position control, providing a more intelligent and efficient control strategy for multi-rotor aircraft.

[0201] As an optional embodiment, the controller comprises: an attitude generation module, configured to convert the acceleration information into current attitude information of the aircraft; and a first controller, configured to control the aircraft to operate 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, which is responsible for converting the acceleration information into the attitude information of the aircraft and controlling the operation of the aircraft according to the information.

[0203] Optionally, the attitude generation module receives the acceleration instruction from the position control loop, and the instruction contains the acceleration size and direction that the aircraft should execute to achieve the expected position and attitude. The module applies the dynamics model of the aircraft to convert the acceleration instruction into the current attitude angle instruction of the aircraft. The above conversion process is based on the physical properties of the aircraft, including the mass, inertia, rotor layout and aerodynamic characteristics of the aircraft. 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 attitude that the aircraft should adopt in three-dimensional space.

[0204] Optionally, the first controller receives current attitude angle instructions from the attitude generation module, which represent the desired attitude that the aircraft should have. The current and desired attitudes are compared: the first controller monitors the actual attitude angle of the aircraft in real time and compares it with the attitude instructions to assess the deviation between the aircraft attitude and the expected target. Based on the attitude deviation, the first controller calculates specific control signals for the aircraft actuators (such as rotor motors) through a control law algorithm, i.e. motor instructions. The instructions contain the information needed to adjust the rotor speed so that the actual attitude angle of the aircraft is as close as possible to the target attitude angle. The motor instructions are sent to the actuators of the aircraft, such as electronic speed controllers, which adjust the power supply to the corresponding rotor motors according to the instructions, change the rotor speed, and thus affect the lift and thrust distribution of the aircraft, ultimately adjusting the attitude angle of the aircraft to match the desired value.

[0205] Optionally, the accuracy and response speed of attitude control depend on the parameters of the control law algorithm. These parameters need to be finely adjusted 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 dynamics of the aircraft, aerodynamic effects, and environmental factors (such as wind speed, air pressure). The actual attitude angle (θ, φ, ψ) of the aircraft is monitored in real time by sensors such as gyroscopes, and accurate measurement is achieved through data processing and filtering techniques, providing feedback information for attitude control. The response speed and control accuracy of the rotor motor and ESC are key to the effectiveness of attitude control. High-response-speed motors and advanced ESC control algorithms can ensure the rapid and accurate execution of the aircraft's attitude instructions.

[0206] In the embodiment of the present application, by converting acceleration information into attitude angle instructions, the aircraft can more accurately control its attitude and achieve complex motion routes and flight missions. The cooperation of the attitude generation module and the first controller ensures that the aircraft maintains a stable attitude under various flight conditions, reducing shaking and jolting during flight. For manned aircraft, stable and accurate attitude control can provide a smoother and more comfortable ride experience, especially at low speeds or in hovering state. 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, achieving autonomous control and intelligent flight of the aircraft.

[0207] As an optional embodiment, the controller comprises: a second controller configured to generate desired attitude information based on input position information and input speed information of the aircraft, current speed and current position of the aircraft; and a first controller configured to control the aircraft to operate based on the desired attitude information and current attitude information.

[0208] In this embodiment, in the control architecture of the multi-rotor aircraft, the cooperative work of the second controller with the first controller enables intelligent conversion from the position and velocity information of the aircraft 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 velocity information of the aircraft, which can come from the operator's instructions or the flight mission planning system. At the same time, the current velocity and position of the aircraft are also obtained, which are provided by on-board sensors (such as GPS, IMU) in real time. 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 and sliding mode control. The above process usually involves comprehensive evaluation of the dynamics model of the aircraft, flight mission requirements and environmental conditions, aiming to ensure that the aircraft can approach or reach the target position and velocity with a safe and accurate attitude. For example, if the aircraft needs to accelerate or decelerate to a certain speed, or change direction to reach a new position, the second controller will calculate the desired attitude angles of pitch, roll and yaw to guide the aircraft to make corresponding attitude adjustments.

[0210] Optionally, the first controller receives the desired attitude information generated by the second controller, as well as the actual attitude information of the aircraft, which comes from the on-board sensors of the aircraft. The aircraft is controlled: the first controller compares the deviation between the desired attitude information and the current attitude information, and generates motor control instructions according to the deviation. The motor control instructions contain specific information to adjust the rotor speed, so as to reduce the attitude deviation and make the actual attitude angle of the aircraft as close to the desired value as possible. The control instructions are executed: the motor control instructions are sent to the actuators (motors and electronic speed controllers) of the aircraft, which adjust the power supply of the motors according to the instructions, control the rotor speed, and then affect the lift and thrust distribution of the aircraft, finally realize the precise control of the attitude of the aircraft.

[0211] In the embodiment of the present application, the intelligent generation of desired attitude information by the second controller, combined with the precise attitude control of the first controller, can ensure the safe and accurate execution of flight missions by the aircraft, improve flight accuracy and stability. For manned aircraft, fine attitude control can reduce shaking and jolting during flight, providing a smoother and more comfortable ride experience, especially at low speed or hovering state. 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 following and automatic obstacle avoidance, enhancing the autonomous control capability of the aircraft. Considering the position, velocity 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 embodiment, the first controller is configured to generate an acceleration command of the aerial vehicle based on the desired attitude information and the current attitude information, and the controller comprises a control allocation module configured to generate a motor control command of the aerial vehicle based on the acceleration command and a rotor speed signal of the aerial vehicle; wherein the body of the aerial vehicle is configured to control the operation of the motor of the aerial vehicle in response to the motor control command.

[0213] In this embodiment, the cooperation among the first controller, the control allocation module and the body of the aerial vehicle in the control system of the multi-rotor aerial vehicle is the key to realize the precise attitude control and stable flight of the aerial vehicle.

[0214] Optionally, the first controller receives the desired attitude information set by the second controller or directly by the ground control station, and the actual current attitude information of the aerial vehicle. The above information is obtained in real time through on-board sensors (such as gyroscopes, 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 command that the aerial vehicle should execute. The acceleration command contains the magnitude and direction of the acceleration that the aerial vehicle should generate in the pitch, roll and yaw directions, in order to reduce the attitude deviation and achieve the desired attitude. The above process converts the abstract desired attitude requirement into a direct instruction for the dynamics control of the aerial vehicle, which is a bridge between attitude control and power control.

[0215] Optionally, the control allocation module receives the acceleration command generated by the first controller, and simultaneously receives the current rotor speed signal of the aerial vehicle. The control allocation module converts the acceleration command into a motor control command suitable for the execution of the rotor through feedback linearization technology. The above conversion is based on the dynamics model of the aerial vehicle, and takes into account factors such as the aerodynamic characteristics of the rotor, the mass and inertia moment of the aerial vehicle, etc. On the basis of feedback linearization, the control allocation module generates specific control instructions for each motor, which contain the required motor speed adjustment amount to achieve the acceleration command calculated by the first controller. The generation of the motor control command takes into account the interaction and control redundancy among different rotors, ensuring the effectiveness and robustness of the command.

[0216] Optionally, the body of the aerial vehicle receives the motor control command from the control allocation module. The motor and the electronic speed regulator of the aerial vehicle adjust their respective speeds according to the received motor control command. The adjustment of the speed affects the lift and thrust generated by the rotor, thereby controlling the attitude and motion of the aerial vehicle. By adjusting the motor speed, the aerial vehicle can execute the acceleration command calculated by the first controller, reduce the attitude deviation, achieve the desired attitude angle and position, and realize stable flight.

[0217] In the embodiments of the present application, through the intelligent calculation and control of the first controller and the generation of precise instructions of the 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 tasks such as high-precision positioning, automatic route tracking, and emergency obstacle avoidance, enhancing the aircraft's autonomous control capability and task execution efficiency. For manned aircraft, stable and precise attitude control can provide a smoother and more comfortable ride experience, especially at low speeds or in hovering state. The control system of the aircraft can adapt to various flight environments and task requirements, dynamically adjusting the attitude control strategy and power control instructions to ensure stable flight under different conditions, improving overall safety and task adaptability.

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

[0219] In this embodiment, the manned rotorcraft as a kind of aircraft, its design and control strategy need to be specially considered for safety, comfort and reliability, which is different from unmanned drones.

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

[0221] Optionally, the aircraft needs to be equipped with a shock absorption system to reduce bumps and vibrations during flight, improving passenger comfort. In order to reduce the impact of flight noise on passengers and the surrounding environment, the aircraft may use low-noise rotor design and soundproofing 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 time and ensure passenger safety. Provide an intuitive and easy-to-use human-machine interface for the pilot to manually control the aircraft or seamlessly switch between automatic control modes when necessary. The control strategy needs to strike a balance between flight quality and passenger comfort, avoiding overemphasizing flight efficiency at the expense of comfort. The aircraft should have a perfect health monitoring system to monitor the status of each subsystem of the aircraft in real time, such as power system, navigation system, communication system, etc., to ensure that the aircraft is in good working condition.

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

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

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

[0226] The determination unit 406 is configured to determine reference position information of the aircraft based on an activated position of the aircraft and a speed inertial displacement of the aircraft under the position holding function.

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

[0228] The control unit 410 is configured to control the aircraft to run based on the acceleration information to keep at a desired position.

[0229] In this embodiment, the speed reference information of the aircraft is acquired by the acquisition unit 402. The position holding 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 based on the activated position of the aircraft and the speed inertial displacement of the aircraft under the position holding function. The acceleration information of the aircraft is generated by the generation unit based on the reference position information and the speed reference information. The aircraft is controlled to run by the control unit 410 based on the acceleration information to keep 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 a further aspect of the embodiments of the present application, a flying vehicle is also provided, which includes: a memory storing an executable program; and a processor configured to run the program, wherein the program performs the method in each embodiment of the present application when running.

[0231] Figure 5 is a structural block diagram of an autonomous vehicle according to an embodiment of the present application, as shown in the figure, the components of the autonomous vehicle 500 include but are not limited to a memory 510 and a processor 520. The processor 520 and the memory 510 are connected through a bus 530, and a database 560 is used to save data. Figure 5 ​​

[0232] The autonomous vehicle 500 can 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 the 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 can include one or more of any type of network interface (e.g., network interface controller (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, either wired or wireless.

[0233] In one embodiment of the present disclosure, the above-mentioned components of the autonomous vehicle 500 and other components not shown in the figure can be connected to each other, for example, through a bus. It should be understood that the connection between the components is not limited to the bus, and other connection modes can also be used. Figure 5 In one embodiment of the present disclosure, the above-mentioned components of the autonomous vehicle 500 and other components not shown in the figure can be connected to each other, for example, through a bus. It should be understood that the connection between the components is not limited to the bus, and other connection modes can also be used. Figure 5 The autonomous vehicle structure diagram shown is only for the purpose of example, and is not a limitation on the scope of the present disclosure. Those skilled in the art can add or replace other components as needed.

[0234] Embodiments of the present application also provide a computer readable storage medium comprising a stored executable program, wherein the executable program controls the device where the computer readable storage medium is located to perform the method in various embodiments of the present application when the executable program is running.

[0235] Embodiments of the present application also provide a computer program product comprising a computer program, which, when executed by a processor, implements the method in various embodiments of the present application.

[0236] The embodiment of the present application further provides a computer program product comprising a nonvolatile computer readable storage medium for storing a computer program, which, when executed by a processor, implements the method in each of the embodiments of the present application.

[0237] The embodiment of the present application further provides a computer program, which, when executed by a processor, implements the method in each of the embodiments of the present application.

[0238] In the above-described embodiments of the present application, the description of each embodiment has its own focus, and the parts not described in detail in a certain embodiment can be referred to the relevant description of other embodiments.

[0239] In several embodiments provided in the present application, it should be understood that the disclosed technical contents can be implemented by other manners. Among them, the above-described device embodiments are only schematic, for example, the division of the units can be a logical function division, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units or modules shown or discussed can be indirect coupling or communication connection through some interfaces, and can be electrical or other forms.

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

[0241] In addition, each functional unit in each embodiment of the present application can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware or in the form of software functional unit.

[0242] The integrated unit, if implemented in the form of a software function unit and sold or used as an independent product, can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application, essentially or in other words, the part that contributes to the prior art or the whole or part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, including a number of instructions to make a computer device (which can be a personal computer, a server or a network device, etc.) execute all or part of the steps of the methods described in various embodiments of the present application. The aforementioned storage medium includes: a U disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a mobile hard disk, a magnetic disk or an optical disk, and various media that can store program codes.

[0243] The above only describes the preferred embodiments of the present application. It should be noted that, for those skilled in the art, without departing from the principles of the present application, a number of improvements and refinements can be made, and these improvements and refinements should also be considered as the protection scope of the present application.

Claims

1. A control method of an aircraft, characterized in that, The method comprises: obtaining speed reference information of the aircraft, wherein the speed reference information is used to represent a desired speed of the aircraft; 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 activated position of the aircraft and a speed inertial displacement of the aircraft, wherein the activated position is used to represent a position of the aircraft at the time of activating the position holding function, the speed inertial displacement is used to represent a displacement generated by inertial movement of the aircraft 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; controlling the aircraft to operate to remain on the desired position based on the acceleration information; wherein under the position holding function, the reference position information of the aircraft is determined based on the activated position of the aircraft and the speed inertial displacement of the aircraft, comprising: 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 represent an estimated value of acceleration of the aircraft at the time of activating the position holding function; determining the speed inertial displacement by using the control parameter and a current speed of the aircraft; and superimposing the speed inertial displacement on the activated position to obtain the reference position information.

2. The method of claim 1, wherein, activating the position holding function of the aircraft based on the speed reference information, comprising: in response to the speed reference information satisfying a first speed threshold, input speed information of the aircraft satisfying a second speed threshold, and the aircraft satisfying a function activation enabling condition, activating the position holding function, wherein the function activation enabling condition is used to represent a condition allowing the position holding function to be activated.

3. The method of claim 2, wherein, in response to the speed reference information satisfying the first speed threshold, input speed information of the aircraft satisfying a second speed threshold, and the aircraft satisfying a function activation enabling condition, activating the position holding function, comprising: in response to the speed reference information satisfying the first speed threshold, input speed information of the aircraft satisfying the second speed threshold, and the aircraft satisfying the function activation enabling condition, activating the position holding function after a delay target time length.

4. The method of claim 1, wherein, activating the position holding function of the aircraft based on the speed reference information, comprising: turning on a position control loop of the aircraft based on the speed reference information to activate the position holding function; generating the acceleration information of the aircraft based on the reference position information and the speed reference information, comprising: setting the speed reference information as a target value, and turning off a speed control loop of the aircraft by using the target value, wherein the position control loop and the speed control loop are connected in parallel; and converting the reference position information into the acceleration information by using a target loop superimposed by the turned-on position control loop and the turned-off speed control loop.

5. The method of claim 1, wherein, Controlling the aerial vehicle to operate based on the acceleration information, including: Converting the acceleration information into current attitude information of the aerial vehicle; Controlling the aerial vehicle to operate according to the current attitude information.

6. The method of claim 5, wherein, The method further includes: Obtaining input position information and input speed information of the aerial vehicle; Generating desired attitude information based on the input position information, the input speed information, and current operating information of the aerial vehicle; Controlling the aerial vehicle to operate according to the current attitude information, including: controlling the aerial vehicle to operate based on the desired attitude information and the current attitude information.

7. The method of claim 6, wherein, Controlling the aerial vehicle to operate based on the desired attitude information and the current attitude information, including: Generating an acceleration instruction of the aerial vehicle based on the desired attitude information and the current attitude information; Generating a motor control instruction of the aerial vehicle based on the acceleration instruction and a rotation speed signal of the aerial vehicle; Controlling a motor of the aerial vehicle to operate in response to the motor control instruction.

8. A control system for an aircraft, characterized in that Including: A processor configured to obtain speed reference information of an aerial vehicle, wherein the speed reference information is used to represent a desired speed of the aerial vehicle; A controller configured to activate a position holding function of the aerial vehicle based on the speed reference information; determine reference position information of the aerial vehicle based on an activated position of the aerial vehicle and a speed inertial displacement of the aerial vehicle in the position holding function, wherein the activated position is used to represent a position of the aerial vehicle when the position holding function is activated, the speed inertial displacement is used to represent a displacement generated by inertial movement of the aerial vehicle at a current speed, and the reference position information is used to represent a desired position of the aerial vehicle; generate acceleration information of the aerial vehicle based on the reference position information and the speed reference information; and control the aerial vehicle to operate based on the acceleration information to maintain on the desired position; The controller is configured to determine the reference position information by: determining a control parameter based on a first speed threshold corresponding to the speed reference information in the position holding function, wherein the control parameter is used to represent an estimated value of acceleration of the aerial vehicle when the position holding function is activated; determining the speed inertial displacement by using the control parameter and the current speed of the aerial vehicle; and superimposing the speed inertial displacement on the activated position to obtain the reference position information.

9. The system of claim 8, wherein, The controller includes: A delay timer configured to delay a target time length in response to the speed reference information satisfying a first speed threshold, input speed information of the aerial vehicle satisfying a second speed threshold, and the aerial vehicle satisfying a function activation enable condition; A position control loop configured to enter a conduction state to activate the position holding function after delaying the target time length; A speed control loop connected in parallel with the position control loop and configured to set the speed reference information to a target value to enter an off state when the position control loop is in the conduction state. The position control loop in the on state and the speed control loop in the off state are superimposed as a target loop for converting the reference position information into the acceleration information.

10. The system of claim 9, wherein, The controller comprises: a posture generation module for converting the acceleration information into current posture information of the aerial vehicle; a first controller for controlling the aerial vehicle to operate according to the current posture information.

11. The system of claim 10, wherein, The controller comprises: a second controller for generating desired posture information based on input position information and input speed information of the aerial vehicle, the current speed and the current position of the aerial vehicle; The first controller is configured to control the aerial vehicle to operate based on the desired posture information and the current posture information.

12. The system of claim 11, wherein, The first controller is configured to generate an acceleration instruction of the aerial vehicle based on the desired posture information and the current posture information, and the controller comprises: a control distribution module for generating a motor control instruction of the aerial vehicle based on the acceleration instruction and a rotation speed signal of the aerial vehicle; The body of the aerial vehicle is configured to control a motor of the aerial vehicle to operate in response to the motor control instruction.

13. The system of any of claims 8 to 12, wherein, The aerial vehicle is a manned rotorcraft.

14. A flying vehicle, characterized by comprises: a memory storing an executable program; a processor configured to run the program, wherein the program is configured to perform the method of any one of claims 1 to 7 when running.

Images