Aircraft control method, vehicle and storage medium

Abstract

The invention discloses an aircraft control method, a vehicle and a storage medium. The method comprises the following steps: monitoring a current control mode of the aircraft in response to a received pull push rod instruction of the aircraft; obtaining current operation parameters of the aircraft in response to the fact that the current control mode meets the tension control condition; based on the current operation parameters, tension control parameters of the aircraft in a current control mode are determined, and the current control mode comprises one of a tension control mode and a speed control mode; and in response to a received pulling force control instruction of the aircraft, controlling the pulling force operation device corresponding to the current control mode based on the pulling force control parameter to obtain a pulling force control result. The technical problem that the pulling force control accuracy of the aircraft is low in the prior art is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to an aircraft control method, a vehicle and a storage medium. Background Art

[0002] With the continuous development of science and technology, manned rotorcraft, as an emerging aerial transportation tool, is gradually becoming an important part of personal air travel and urban air transportation. However, current manned rotorcraft still faces a series of challenges in terms of control technology, especially in maintaining hovering state and controlling flight quality.

[0003] In current technology, the aircraft needs the pilot or driver to frequently adjust the tension rod for vertical control in the self-stabilizing mode. This process is not only complicated, but also increases the pilot's control load, limits the comfort and safety of aircraft control, and thus leads to a low accuracy rate in the tension control of the aircraft in related technologies.

[0004] To address the above-mentioned problems, no effective solution has been proposed yet. Summary of the invention

[0005] The embodiments of the present invention provide a control method of an aircraft, a vehicle and a storage medium, so as to at least solve the technical problem of low accuracy of the tension control of the aircraft in the related art.

[0006] According to one aspect of an embodiment of the present invention, a method for controlling an aircraft is provided, comprising: in response to receiving a tension push rod instruction of the aircraft, monitoring a current control mode of the aircraft; in response to the current control mode satisfying a tension control condition, acquiring current operating parameters of the aircraft; determining tension control parameters of the aircraft in the current control mode based on the current operating parameters, wherein the current control mode comprises one of the following: a tension control mode and a speed control mode; in response to receiving a tension control instruction of the aircraft, controlling a tension operating device corresponding to the current control mode based on the tension control parameters to obtain a tension control result.

[0007] Furthermore, based on the current operating parameters, the thrust control parameters of the aircraft in the current control mode are determined, including: in response to the current control mode being the thrust control mode, the thrust control parameters are determined based on the vertical speed, flight altitude fluctuation state, and attitude fluctuation state in the current operating parameters; in response to the current control mode being the speed control mode, the thrust control parameters are determined based on the thrust rod position change parameters and attitude fluctuation state in the current operating parameters.

[0008] Further, based on the vertical speed, flight altitude fluctuation state, and attitude fluctuation state in the current operating parameters, the tension control parameters are determined, including: in response to the vertical speed satisfying the vertical speed condition, the flight altitude fluctuation state satisfying the altitude fluctuation condition, and the attitude fluctuation state satisfying the attitude fluctuation condition within a first preset time period, the tension parameters and tension rod offset of the aircraft are obtained, wherein the first preset time period takes the monitoring time point when the current control mode is monitored as the starting time point, and takes the time point separated from the starting time point by a first preset time length as the ending time point; based on the tension parameters and the tension rod offset, the tension control parameters are determined.

[0009] Further, based on the tension parameter and the tension rod offset, the tension control parameter is determined, including: determining the ratio of the tension rod offset to the preset parameter; and determining the difference between the tension parameter and the ratio as the tension control parameter.

[0010] Furthermore, based on the tension control parameters, the tension operating device corresponding to the current control mode is controlled to obtain a tension control result, including: in response to the current control mode being the tension control mode, determining that the tension operating device is a tension rod, writing the tension control parameters into the vertical control channel of the aircraft to control the tension rod, and obtaining the tension control result.

[0011] Furthermore, the tension control parameters are determined based on the tension rod position change parameters and attitude fluctuation state in the current operating parameters, including: in response to the tension rod position change parameters satisfying the tension rod position change conditions and the attitude fluctuation state satisfying the attitude fluctuation conditions within a second preset time period, the tension parameters of the aircraft are obtained, wherein the second preset time period takes the monitoring time point when the current control mode is monitored as the starting time point and takes the time point with a second preset time interval from the starting time point as the ending time point; the tension control parameters are determined based on the tension parameters.

[0012] Furthermore, based on the tension control parameters, the tension operating device corresponding to the current control mode is controlled to obtain a tension control result, including: in response to the current control mode being the speed control mode, determining that the tension operating device is a neutral rod; and controlling the neutral rod based on the tension control parameters to obtain a tension control result.

[0013] Furthermore, the current control mode also includes at least one of the following: the air-to-ground state of the aircraft, the altitude of the aircraft above the ground, and the motor feedback speed of the aircraft.

[0014] According to another aspect of an embodiment of the present invention, a control device for an aircraft is also provided, including: a monitoring module for monitoring a current control mode of the aircraft in response to receiving a tension push rod instruction of the aircraft; an acquisition module for acquiring current operating parameters of the aircraft in response to the current control mode satisfying a tension control condition; a determination module for determining the tension control parameters of the aircraft in the current control mode based on the current operating parameters, wherein the current control mode includes one of the following: tension control mode, speed control mode; a control module for controlling a tension operating device corresponding to the current control mode based on the tension control parameters in response to receiving a tension control instruction of the aircraft to obtain a tension control result.

[0015] According to another aspect of an embodiment of the present invention, a vehicle is further provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the above-mentioned control method of the aircraft is executed when the program is running.

[0016] According to another aspect of an embodiment of the present invention, there is further provided an electronic device, comprising: a memory storing an executable program; and a processor for running the program, wherein the method in each embodiment of the present invention is executed when the program is running.

[0017] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is provided. The computer-readable storage medium includes a stored executable program, wherein when the executable program is running, the device where the computer-readable storage medium is located is controlled to execute the methods in various embodiments of the present invention.

[0018] According to another aspect of an embodiment of the present invention, a computer program product is provided, including a computer program. When the computer program is executed by a processor, the method in each embodiment of the present invention is implemented.

[0019] According to another aspect of an embodiment of the present invention, a computer program product is provided, including a non-volatile computer-readable storage medium, wherein the non-volatile computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method in each embodiment of the present invention is implemented.

[0020] According to another aspect of the embodiments of the present invention, a computer program is further provided. When the computer program is executed by a processor, the methods in the embodiments of the present invention are implemented.

[0021] In an embodiment of the present invention, when a tension push rod instruction of an aircraft is received, the current control mode of the aircraft is detected; then if the current control mode satisfies the tension control condition, the current operating parameters of the aircraft are obtained; then the tension control parameters of the aircraft in the current control mode are determined based on the current operating parameters; finally, when a tension control instruction of the aircraft is received, the tension operating device corresponding to the current control mode is controlled based on the tension control parameters to obtain a tension control result. It is easy to notice that the current control mode includes a tension control mode and a speed control mode. When the system responds to receiving a tension push rod instruction of the aircraft, that is, when the aircraft takes off or starts to move, it automatically monitors whether the aircraft is in a tension control mode or a speed control mode, thereby obtaining tension control parameters in different modes, and controlling the control device based on the tension control parameters in different modes to obtain a tension control result. The present application improves the accuracy of tension control and the stability of the aircraft by real-time monitoring and adapting to the current control mode of the aircraft, while optimizing the flight experience, thereby solving the technical problem of low accuracy of tension control of the aircraft in the related art. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0023] Figure 1 is a flow chart of a method for controlling an aircraft according to an embodiment of the present invention;

[0024] Figure 2 is a flow chart of an optional method for controlling an aircraft according to an embodiment of the present invention;

[0025] Figure 3 is a schematic diagram of a control device for an aircraft according to an embodiment of the present invention. DETAILED DESCRIPTION

[0026] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0027] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0028] According to an embodiment of the present invention, an embodiment of a control method for an aircraft is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0029] The embodiments of the present application provide a control method for an aircraft, a vehicle, and a storage medium. The control method for an aircraft can be used to provide a tension control function for a preset application scenario. The preset application scenarios may include the following scenarios in the vehicle field: commuting autonomous driving scenarios, artificial intelligence (AI) driving scenarios for family cars, automatic parking assist (APA) scenarios (such as memory parking for owned parking spaces in garages, smart parking for designated parking spaces in parking lots, etc.), and intelligent navigation assistance (Navigation Guided Pilot, NGP) scenarios in urban areas or high-speed areas. In addition, the preset application scenarios may also include, but are not limited to: control scenarios for smart driving trucks or unmanned trucks in the field of logistics and transportation, control scenarios for self-driving agricultural vehicles in the agricultural field, control scenarios for drones, and control scenarios for intelligent robots (such as cleaning robots, service robots, delivery robots, etc.).

[0030] When the above-mentioned preset application scenarios are scenarios in fields other than the vehicle field, those skilled in the art should be able to understand that the vehicle in the above-mentioned control method can be replaced with other objects (such as agricultural, drones, robots, etc.), and correspondingly, the control system can be replaced with a control system related to other objects. On this basis, in the embodiments of the present application, the specific implementation method of the above-mentioned aircraft control method is exemplified by taking the aircraft control field as an example.

[0031] Figure 1is a flow chart of a method for controlling an aircraft according to an embodiment of the present invention. Figure 1 As shown, the method comprises the following steps:

[0032] Step S102, in response to receiving a push rod pull command from the aircraft, monitoring the current control mode of the aircraft.

[0033] The above-mentioned aircraft may refer to a device that can fly autonomously or under control in the atmosphere. The types of aircraft may include but are not limited to fixed-wing aircraft, rotorcraft (such as helicopters, multi-rotor drones), airships, etc. The specific type of aircraft needs to be determined based on actual conditions and is not limited here. Rotorcraft can generate lift through rotating rotors, can take off and land vertically, and hover, and are suitable for various scenarios such as urban air traffic, emergency rescue, sightseeing and tourism.

[0034] The above-mentioned push-rod instruction may refer to the action of the pilot or pilot pushing the aircraft control stick forward by operating the aircraft control stick, with the intention of guiding the aircraft to enter or maintain a specific state, such as increasing the push-rod force to achieve take-off, adjusting the flight altitude or speed, etc. The types of push-rod instructions may include but are not limited to take-off instructions, acceleration instructions, and hovering adjustment instructions. The specific push-rod instructions need to be determined according to actual needs and are not limited here. The push-rod instruction can be used to instruct the control method to monitor the current control mode of the aircraft.

[0035] The above-mentioned current control mode may refer to the operating mode currently being used by the aircraft flight control system. The types of current control modes may include but are not limited to tension pass-through mode, self-stabilization mode, and vertical speed control mode. The specific current control mode needs to be determined based on the actual state of the flight control system and is not limited here. The current control mode determines the response of the aircraft to the control input. The choice of control mode directly affects the safety, stability and maneuverability of the flight.

[0036] In an optional embodiment, monitoring the current control mode of the aircraft is a key step in the algorithm process, and the current control mode of the aircraft is monitored to determine whether to enter the tension compensation stage and what compensation logic to use. For example, in the self-stabilization mode, the pilot may choose to unload the tension rod to reduce the control load; while in the tension pass-through mode, real-time estimation of the hovering tension may be required to cope with changes in the aircraft's weight or the influence of the external environment. By identifying and responding to different control modes, the present application can intelligently adjust the tension compensation strategy, which not only ensures the stability and controllability of the aircraft, but also reduces the burden on the pilot and improves the safety and efficiency of the flight.

[0037] Step S104, in response to the current control mode satisfying the tension control condition, obtaining the current operating parameters of the aircraft.

[0038] The above-mentioned tension control conditions may refer to a series of preset parameter thresholds or flight state requirements. The tension control conditions may include but are not limited to flight state conditions, control mode conditions, environmental conditions, sensor validity conditions, and tension stability conditions. The specific tension control conditions need to be determined according to the actual situation and are not limited here. The tension control conditions can be used to determine whether the aircraft is in an ideal state for tension compensation control. Meeting these conditions is a prerequisite for starting the tension compensation algorithm, ensuring the accuracy and safety of tension compensation, and avoiding the risks that may be caused by tension adjustment in unstable flight or other non-ideal conditions.

[0039] The above-mentioned current operating parameters may refer to the real-time operating data of the aircraft at a certain moment. The current operating parameters may include but are not limited to flight altitude, vertical speed, attitude angle, tension rod position, rotor speed, etc. The specific current operating parameters need to be determined based on the aircraft operating status and monitoring conditions. No limitation is made here. The current operating parameters may be the input of the aircraft control system and the basis for calculation and adjustment of the tension compensation algorithm.

[0040] In an optional embodiment, when the current control mode of the aircraft meets the tension control condition, the current operating parameters of the aircraft are obtained, and the current operating parameters are used to determine whether the aircraft meets the triggering conditions of tension compensation, and to calculate the precise value of the hovering tension. Through real-time monitoring and analysis of the current operating parameters, the control method can dynamically adjust the tension output to ensure that the aircraft can maintain stable hovering under various flight conditions, while reducing the pilot's control load and improving the comfort and safety of the flight.

[0041] Step S106, determining the thrust control parameters of the aircraft in the current control mode based on the current operating parameters, wherein the current control mode includes one of the following: thrust control mode, speed control mode.

[0042] The above-mentioned tension control mode may refer to that the control system of the aircraft directly adjusts the tension output of the engine or motor based on the tension rod input of the pilot or the pilot to control the lift and thrust of the aircraft. The types of tension control modes may include but are not limited to direct tension control, tension pass-through mode, and tension manual compensation mode, etc. The specific tension control mode needs to be determined according to actual conditions and is not limited here. In the tension control mode, the aircraft control system does not perform additional logical processing or compensation for the tension input, and the pilot needs to manually adjust the tension rod according to the real-time status of the aircraft and the needs of the flight mission.

[0043] The above speed control mode may refer to a flight control logic. The control system of the aircraft automatically adjusts the thrust output and flight attitude according to the target speed set by the pilot to achieve and maintain this speed. The speed control mode may include but is not limited to vertical speed control, horizontal speed control, altitude hold control, and mission speed control. The specific speed control mode needs to be determined according to the actual situation and is not limited here. In the speed control mode, the pilot no longer directly controls the thrust, but sets the desired speed or altitude of the aircraft. The aircraft automatically adjusts the thrust and attitude through the internal algorithm to achieve speed control. This mode is particularly useful in automatic flight, cruise flight, or flight missions that require a stable speed, which reduces the pilot's control burden and improves the safety and efficiency of the flight.

[0044] In an optional embodiment, in response to the current operating parameters of the aircraft, the tension control parameters are determined according to the current control mode. In the tension control mode, this method can automatically estimate and compensate for the hovering tension by real-time analysis of key parameters such as flight altitude, vertical speed, attitude angle, etc., and ensure that the aircraft is in stable hovering even when the weight of the aircraft changes or the environmental conditions change, significantly reducing the pilot's control burden. In the speed control mode, when the aircraft is in a hovering state and the tension rod does not apply additional force, this method can accurately calculate the tension required for hovering, and automatically adjust the tension control parameters, write the neutral tension rod position in the self-stabilizing mode, thereby optimizing the vertical control performance of the aircraft and improving the comfort of passengers. This control method based on the current operating parameters and the current control mode not only improves flight safety, but also greatly improves the flight experience, making the control of manned rotorcraft easier and more precise.

[0045] Step S108, in response to receiving the tension control instruction of the aircraft, controlling the tension operating device corresponding to the current control mode based on the tension control parameters to obtain a tension control result.

[0046] The above-mentioned tension control instruction may refer to an instruction received by the system from the pilot or the autopilot system. The types of tension control instructions may include but are not limited to manual tension control instructions, automatic tension control instructions, etc. The specific tension control instructions need to be determined according to actual needs and are not limited here. The tension control instructions can be used to directly or indirectly control the tension output of the aircraft engine or motor, thereby adjusting the lift and thrust of the aircraft.

[0047] The above-mentioned tension control parameters may refer to parameters used to calculate tension control instructions. The tension control parameters may include but are not limited to hovering tension value, tension compensation amount, tension response rate, etc. The specific tension control parameters need to be determined according to actual conditions and are not limited here. The tension control parameters can be used to guide the adjustment of tension output to achieve an ideal flight state.

[0048] The above-mentioned tension operating device may refer to a physical component on the aircraft used to receive tension control instructions and convert them into actual tension output of the engine or motor. The tension operating device may include but is not limited to an electronic speed controller, a motor control unit, a tension servo mechanism, etc. The specific tension operating device needs to be determined according to actual conditions and is not limited here. The tension operating device can be used to receive tension instructions from the flight control system, adjust the motor speed, and thus change the lift generated by the rotor.

[0049] The above-mentioned tension control result may refer to the actual tension output generated by the aircraft and its impact on the flight state after the tension operating device executes according to the tension control instruction and tension control parameters. The types of tension control results may include but are not limited to the lift change, vertical speed adjustment and flight attitude control of the aircraft. The specific tension control result needs to be determined according to the actual situation and is not limited here. The tension control result can be used to reflect the control situation of the tension operating device.

[0050] In an optional embodiment, in response to the tension control command issued by the pilot or the autopilot system, the tension control parameters are calculated and applied to the tension operating device in the current control mode, so that the aircraft can automatically adjust to the ideal tension output state in both the tension control mode and the speed control mode to obtain the tension control result. This method greatly reduces the pilot's control load, especially when the weight of the aircraft changes or the environmental conditions are unstable, the automatic compensation of the tension allows the pilot to focus more on other flight tasks without the need to continuously fine-tune the tension. Secondly, by optimizing the tension control accuracy, the vertical control performance of the aircraft is improved, making the flight in the hovering state more stable and improving the riding comfort of passengers.

[0051] In an embodiment of the present invention, when a tension push rod instruction of an aircraft is received, the current control mode of the aircraft is detected; then if the current control mode satisfies the tension control condition, the current operating parameters of the aircraft are obtained; then the tension control parameters of the aircraft in the current control mode are determined based on the current operating parameters; finally, when a tension control instruction of the aircraft is received, the tension operating device corresponding to the current control mode is controlled based on the tension control parameters to obtain a tension control result. It is easy to notice that the current control mode includes a tension control mode and a speed control mode. When the system responds to receiving a tension push rod instruction of the aircraft, that is, when the aircraft takes off or starts to move, it automatically monitors whether the aircraft is in a tension control mode or a speed control mode, thereby obtaining tension control parameters in different modes, and controlling the control device based on the tension control parameters in different modes to obtain a tension control result. The present application improves the accuracy of tension control and the stability of the aircraft by real-time monitoring and adapting to the current control mode of the aircraft, while optimizing the flight experience, thereby solving the technical problem of low accuracy of tension control of the aircraft in the related art.

[0052] Optionally, based on the current operating parameters, the thrust control parameters of the aircraft in the current control mode are determined, including: in response to the current control mode being the thrust control mode, the thrust control parameters are determined based on the vertical speed, flight altitude fluctuation state, and attitude fluctuation state in the current operating parameters; in response to the current control mode being the speed control mode, the thrust control parameters are determined based on the thrust rod position change parameters and attitude fluctuation state in the current operating parameters.

[0053] The vertical speed may refer to the moving rate of the aircraft in the vertical direction. The types of vertical speed may include but are not limited to the ascending speed or the descending speed. The specific vertical speed needs to be determined according to the actual situation and is not limited here. In the tension control mode, monitoring the vertical speed helps to determine whether the aircraft is in a stable state, and then determine whether tension compensation is needed.

[0054] The above-mentioned flight altitude fluctuation state may refer to the position stability of the aircraft in the vertical direction. The flight altitude fluctuation state may include but is not limited to altitude stability, altitude fluctuation, etc. The specific flight altitude fluctuation state needs to be determined according to actual conditions and is not limited here. In the tension control mode, altitude stability is the key factor in determining whether the aircraft meets the hovering tension estimation conditions. Excessive altitude fluctuation indicates that the aircraft is unstable and it is not suitable to perform tension compensation.

[0055] The above-mentioned attitude fluctuation state may refer to the attitude changes of the aircraft on the three axes of pitch, roll and yaw. In the thrust control mode, the attitude fluctuation state can be used to determine whether the aircraft is in a stable flight state where thrust compensation can be performed. Excessive attitude fluctuation may indicate that the aircraft is facing unfavorable flight conditions and is not suitable for adjusting thrust.

[0056] The above-mentioned tension rod position change parameters may refer to the offset of the tension rod relative to the neutral position and its change rate when the pilot operates the tension rod. The tension rod position change parameters may include but are not limited to the tension rod offset and the tension rod change rate. The actual tension rod position change parameters need to be determined based on actual conditions and are not limited here. Monitoring of the tension rod position change parameters helps to ensure that tension compensation is automatically performed when the pilot does not actively intervene, so as to reduce the control load.

[0057] In an optional embodiment, by utilizing the vertical speed, flight altitude fluctuation state, attitude fluctuation state and tension rod position change parameters in the current operating parameters, the tension control parameters can be intelligently adjusted in the tension control mode and the speed control mode, thereby realizing precise control of the aircraft tension. In the tension control mode, by monitoring the vertical speed, flight altitude fluctuation state and attitude fluctuation state, the aircraft can automatically compensate for the tension output, and can maintain stable hovering even in the face of weight changes and environmental conditions. In the speed control mode, based on the analysis of the tension rod position change parameters and attitude fluctuation state, the aircraft can accurately estimate the hovering tension and automatically write the neutral tension rod position in the self-stabilizing mode, further optimizing the tension control and improving the flight quality. This control method based on operating parameters not only significantly reduces the pilot's control load, but also improves the safety and comfort of flight, which is conducive to promoting the popularization and application of manned rotorcraft.

[0058] Optionally, the tension control parameters are determined based on the vertical speed, flight altitude fluctuation state, and attitude fluctuation state in the current operating parameters, including: in response to the vertical speed satisfying the vertical speed condition, the flight altitude fluctuation state satisfying the altitude fluctuation condition, and the attitude fluctuation state satisfying the attitude fluctuation condition within a first preset time period, the tension parameters and tension rod offset of the aircraft are obtained, wherein the first preset time period takes the monitoring time point when the current control mode is monitored as the starting time point, and takes the time point that is separated from the starting time point by a first preset time length as the ending time point; based on the tension parameters and the tension rod offset, the tension control parameters are determined.

[0059] The above-mentioned first preset time period may refer to a specific time window for monitoring and analyzing the vertical speed, flight altitude fluctuation state, and attitude fluctuation state in the tension control mode. The first preset time period may include but is not limited to 5 seconds, 6 seconds, 7 seconds, etc. The specific preset time period needs to be determined according to actual needs and is not limited here. The first preset time period can be used to ensure that the collected operating parameters can truly reflect the stable state of the aircraft and provide an accurate data basis for the subsequent tension control parameter determination.

[0060] The vertical speed condition may refer to the allowable range of the aircraft's speed in the vertical direction, which is used to determine whether the aircraft is in a stable hovering or stable flight state. In the tension control mode, if the aircraft's vertical speed is within a preset threshold range, the vertical speed condition is met, which indicates that the aircraft's vertical motion is relatively stable and is suitable for tension compensation.

[0061] The above-mentioned altitude fluctuation condition may refer to a limitation on the fluctuation amplitude of the aircraft's flight altitude, which is used to evaluate the stability of the aircraft in the vertical direction. In the tension control mode, if the altitude fluctuation of the aircraft is maintained within a preset threshold, the altitude fluctuation condition is met, which means that the position of the aircraft in the vertical direction is well controlled and it is suitable to implement tension compensation to further improve stability.

[0062] The above-mentioned attitude fluctuation condition can refer to the limitation of the attitude change amplitude on the pitch, roll and yaw axes of the aircraft, which is used to ensure the overall stability of the aircraft. In the tension control mode, the satisfaction of the attitude fluctuation condition indicates that the aircraft maintains a stable flight attitude on each axis, providing an ideal basis for tension compensation.

[0063] The above-mentioned tension rod offset may refer to the offset of the tension rod relative to the neutral position. The types of tension rod offset may include but are not limited to positive offset, negative offset and zero offset. The actual right door rod offset needs to be determined according to actual conditions and is not limited here. In the tension control mode, the monitoring of the tension door rod offset helps to analyze the current tension demand of the aircraft and the pilot's control status.

[0064] In an optional embodiment, by introducing the concept of the first preset time period, it is ensured that in the tension control mode, the tension control parameters are determined when the vertical speed, flight altitude fluctuation state and attitude fluctuation state of the aircraft are all in a stable state. In the stable flight stage that meets the vertical speed conditions, altitude fluctuation conditions and attitude fluctuation conditions, the tension parameters and tension rod offset of the aircraft are obtained, and the tension control parameters are determined based on the tension parameters and tension rod offset to achieve automatic compensation of the aircraft tension output. This mechanism not only ensures the vertical stability and attitude stability of the aircraft under various flight conditions, reduces the control load of the pilot, but also improves the safety and comfort of flight; at the same time, by monitoring and analyzing these parameters in the first preset time period, the aircraft can intelligently judge its own state and adjust the tension output in time, thereby opening up a new path for the intelligent and automated development of flight control in the field of manned rotorcraft, and significantly improving the flight experience and the potential for popular application of aircraft.

[0065] Optionally, determining the tension control parameter based on the tension parameter and the tension rod offset includes: determining a ratio of the tension rod offset to a preset parameter; and determining a difference between the tension parameter and the ratio as the tension control parameter.

[0066] The preset parameters may refer to a set of reference values ​​or thresholds predefined according to the characteristics of the aircraft and the expected flight state. The preset parameters may be used to evaluate whether the tension rod offset is reasonable and whether the current tension output of the aircraft meets the requirements for stable hovering or flight.

[0067] The above ratio may refer to the proportional relationship between the tension rod offset and the preset parameter. Calculating the ratio between the tension rod offset and the preset parameter helps to understand the deviation between the current tension demand of the aircraft and the ideal state. Through ratio analysis, the adjustment demand of the tension output can be quantified, providing a key quantitative basis for the subsequent calculation of the tension control parameters.

[0068] In an optional embodiment, by calculating the ratio of the tension rod offset to the preset parameter, the difference between the current tension demand of the aircraft and the ideal state is further quantified, thereby allowing the aircraft to evaluate whether its tension output matches the expected hovering or flight state; then, the tension control parameter is determined based on the difference between the tension parameter and the above ratio. This mechanism ensures the precise adjustment of the tension output to make up for the gap between the actual and ideal states. The above control method not only greatly enhances the stability of the aircraft and reduces the fatigue of the pilot during the operation process, but also significantly improves the riding experience of passengers, especially in the face of weight changes and fluctuations in environmental conditions. The aircraft can automatically adjust the tension to maintain stable flight, thereby improving the overall safety and reliability of the flight.

[0069] In an optional embodiment, the tension control parameter calculation formula is as follows:

[0070]

[0071] Where Δ represents the tension control parameter, U I Represents the tension parameter, T p represents the offset of the tension rod, and b represents the preset parameter.

[0072] Optionally, the tension operating device corresponding to the current control mode is controlled based on the tension control parameters to obtain a tension control result, including: in response to the current control mode being the tension control mode, determining that the tension operating device is a tension rod, writing the tension control parameters into the vertical control channel of the aircraft to control the tension rod, and obtaining the tension control result.

[0073] The above-mentioned tension rod may refer to a key component in the aircraft control device for adjusting the tension output. The types of tension rods may include but are not limited to linear tension rods, nonlinear tension rods and digital tension rods. The specific type of tension rod needs to be determined according to the aircraft design and is not limited here. The tension rod can be used as a tension operating device. The deviation between its position and the preset neutral position is used to calculate the tension control parameters, and then adjust the tension output to ensure the vertical stability of the aircraft under various flight conditions.

[0074] The vertical control channel may refer to a key subsystem in the aircraft control system, which is responsible for processing control signals related to the vertical movement of the aircraft, including the adjustment of the tension output. The types of vertical control channels may include but are not limited to analog vertical control channels, digital vertical control channels, and hybrid vertical control channels. The specific vertical control channel needs to be determined according to the aircraft design and is not limited here. When the aircraft is in the tension control mode, the tension control parameters are written through the vertical control channel to adjust the tension output of the aircraft to meet the control requirements of the aircraft in the vertical direction.

[0075] In an optional embodiment, by directly writing the tension control parameters into the vertical control channel of the aircraft, precise control of the tension rod in the tension control mode is achieved. This method not only ensures the vertical stability of the aircraft under various flight conditions, but also greatly reduces the pilot's control load, making flight control easier and more intuitive. At the same time, through the efficient response of the vertical control channel, the tension output can be quickly adjusted to the ideal state, improving the safety and comfort of the flight.

[0076] Optionally, the tension control parameters are determined based on the tension rod position change parameters and attitude fluctuation status in the current operating parameters, including: in response to the tension rod position change parameters satisfying the tension rod position change conditions and the attitude fluctuation status satisfying the attitude fluctuation conditions within a second preset time period, obtaining the tension parameters of the aircraft, wherein the second preset time period takes the monitoring time point when the current control mode is monitored as the starting time point and takes the time point with a second preset time interval from the starting time point as the ending time point; the tension control parameters are determined based on the tension parameters.

[0077] The second preset time period may refer to a specific time window for monitoring the tension rod position change parameters and attitude fluctuation state in the speed control mode. The second time period may include but is not limited to 10 seconds, 11 seconds, 12 seconds, etc. The specific second time period needs to be determined according to the actual situation and is not limited here. The second preset time period starts from the time point when the current control mode is monitored and lasts until the second preset time interval from the starting time point. During this time, the system analyzes the tension rod position change and the aircraft attitude to determine whether the current flight state meets the conditions for stable hovering tension estimation.

[0078] The above-mentioned tension rod position change condition may refer to the limitation on the amplitude and rate of change of the tension rod position. The tension rod position change condition may include but is not limited to the tension rod offset threshold, the tension rod change rate threshold, etc. The specific tension rod position change condition needs to be determined according to the actual situation and is not limited here. The tension rod position change condition can be used to evaluate whether the pilot or the pilot has maintained the stability of the tension rod when controlling the aircraft, that is, whether significant tension adjustment has been made.

[0079] In an optional embodiment, by monitoring the tension rod position change parameters and attitude fluctuation state within the second preset time period, the intelligent determination of the aircraft tension control parameters is achieved. Only when the tension rod position change conditions and attitude fluctuation conditions are met, the system will obtain and determine the tension control parameters based on the aircraft's tension parameters. This mechanism ensures the accuracy of tension compensation and the rationality of timing. At the same time, by adjusting the tension control parameters, the aircraft can automatically maintain a hovering state or stable flight without the pilot making significant tension adjustments, thereby significantly reducing the pilot's control burden and improving the comfort and safety of the flight.

[0080] Optionally, the tension operating device corresponding to the current control mode is controlled based on the tension control parameters to obtain the tension control result, including: in response to the current control mode being the speed control mode, determining that the tension operating device is a neutral rod; and controlling the neutral rod based on the tension control parameters to obtain the tension control result.

[0081] The above-mentioned neutral rod may refer to a setting state in the aircraft control device, which corresponds to the default position of the tension rod when the pilot does not actively control the tension. The types of neutral rods may include but are not limited to physical neutral rods, electronic neutral rods, etc. The specific neutral rod needs to be determined according to the actual aircraft design and is not limited here. The neutral rod can be used for tension reference adjustment, maintaining flight stability, etc.

[0082] In an optional embodiment, when the aircraft is in speed control mode, the neutral rod is automatically adjusted based on the tension control parameters to achieve refined control of the aircraft's tension output. This mechanism not only ensures the vertical stability of the aircraft under various flight conditions, but also reduces the pilot's control load, making flight control more natural and comfortable. By automatically optimizing the neutral rod, the aircraft can respond to the pilot's control instructions more accurately in speed control mode, reduce the degradation of flight quality caused by improper tension adjustment, and improve the passenger's riding experience.

[0083] Optionally, the current control mode further includes at least one of the following: an air-to-ground state of the aircraft, an altitude of the aircraft above the ground, and a motor feedback speed of the aircraft.

[0084] The above-mentioned air-ground state may refer to whether the aircraft is currently flying above the ground or staying on the ground. The types of air-ground states may include but are not limited to air state, ground state, etc. The specific air-ground state needs to be determined according to the actual flight state and is not limited here. The air-ground state can be used to determine whether to start the hovering pull estimation.

[0085] The above-mentioned height above the ground may refer to the vertical distance from the bottom of the aircraft to the ground, which is the vertical position information of the aircraft. Monitoring of the height above the ground helps to determine whether the aircraft is at a height suitable for estimating the hovering pull. Too low an altitude may be affected by the ground effect, while too high an altitude may require adjustment of the pull to maintain the flight speed.

[0086] The above-mentioned motor feedback speed may refer to the actual speed of the aircraft rotor motor, which is usually obtained through sensors inside the motor or monitoring of the flight control system. The types of motor feedback speed may include but are not limited to high motor speed, low motor speed, etc. The specific motor feedback speed needs to be determined according to actual conditions and is not limited here. The speed information reflects the current thrust output of the aircraft and is a key parameter in the thrust control algorithm for evaluating whether the aircraft is stably hovering or flying.

[0087] In an optional embodiment, the monitoring range of the current operating state is expanded through the aircraft's air-to-ground state, the aircraft's altitude above the ground, and the aircraft's motor feedback speed, providing more comprehensive information for the judgment of the tension control conditions. By monitoring these additional parameters, the system can more accurately judge the tension control conditions, thereby achieving intelligent control of the tension in a wider range of flight conditions, enhancing the aircraft's stable flight performance and safety, and also improving the comfort of the flight experience.

[0088] In an optional embodiment, Figure 2 is a flow chart of an optional method for controlling an aircraft according to an embodiment of the present invention, such as Figure 2 As shown, the method starts by pushing the stick to take off; then it is determined whether the current control mode meets the tension control condition, and waits for tension estimation. If so, it is determined whether to enter the vertical speed control mode.

[0089] If so, the hovering estimation is automatically started, and condition 1 must be met at the same time: the tension rod position change parameter meets the tension rod position change condition, condition 2: the attitude fluctuation state meets the attitude fluctuation condition, condition 3: the second preset time period; if not, jump to determine whether the current control mode meets the tension control condition, wait for tension estimation, if satisfied, then confirm whether to write the hovering tension, if so, update the hovering tension and unload the tension rod; the method ends.

[0090] If not, determine whether to turn on the hovering tension estimation. If so, condition 1 must be met at the same time: the vertical speed meets the vertical speed condition, condition 2: the flight altitude fluctuation state meets the altitude fluctuation condition, condition 3: the attitude fluctuation state meets the attitude fluctuation condition, condition 4: the first preset time period; if not, jump to determine whether the current control mode meets the tension control condition, wait for tension estimation, if satisfied, confirm whether to unload the tension rod, if so, update the hovering tension and unload the tension rod; the method ends.

[0091] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and provide corresponding operation entrances for users to choose to authorize or refuse.

[0092] According to an embodiment of the present invention, an embodiment of a control device for an aircraft is also provided. It should be noted that the device can be used to execute the above-mentioned control method for the aircraft. The specific implementation method and preferred application scenario are the same as those in the above-mentioned embodiment and will not be repeated here.

[0093] Figure 3 is a schematic diagram of a control device for an aircraft according to an embodiment of the present invention. Figure 3 As shown, the device includes the following: a monitoring module 302 , an acquisition module 304 , a determination module 306 , and a control module 308 .

[0094] The monitoring module 302 is used to monitor the current control mode of the aircraft in response to receiving the tension push rod instruction of the aircraft; the acquisition module 304 is used to acquire the current operating parameters of the aircraft in response to the current control mode satisfying the tension control condition; the determination module 306 is used to determine the tension control parameters of the aircraft in the current control mode based on the current operating parameters, wherein the current control mode includes one of the following: tension control mode, speed control mode; the control module 308 is used to control the tension operating device corresponding to the current control mode based on the tension control parameters in response to receiving the tension control instruction of the aircraft to obtain the tension control result.

[0095] Optionally, the determination module includes: a first determination unit, used to determine the tension control parameters based on the vertical speed, flight altitude fluctuation state, and attitude fluctuation state in the current operating parameters in response to the current control mode being the tension control mode; a second determination unit, used to determine the tension control parameters based on the tension rod position change parameters and attitude fluctuation state in the current operating parameters in response to the current control mode being the speed control mode.

[0096] Optionally, the first determination unit includes: a first acquisition subunit, used to obtain the tension parameters and tension rod offset of the aircraft in response to the vertical speed satisfying the vertical speed condition, the flight altitude fluctuation state satisfying the altitude fluctuation condition, and the attitude fluctuation state satisfying the attitude fluctuation condition within a first preset time period, wherein the first preset time period takes the monitoring time point when the current control mode is monitored as the starting time point and takes the time point with a first preset time interval from the starting time point as the ending time point; the first determination subunit is used to determine the tension control parameters based on the tension parameters and the tension rod offset.

[0097] Optionally, determining the subunit includes: determining a ratio of a tension rod offset to a preset parameter; and determining a difference between the tension parameter and the ratio as a tension control parameter.

[0098] Optionally, the control module includes: a third determination unit, used to determine that the tension operating device is a tension rod in response to the current control mode being the tension control mode, write the tension control parameters into the vertical control channel of the aircraft to control the tension rod and obtain a tension control result.

[0099] Optionally, the second determination unit includes: a second acquisition subunit, used to obtain the tension parameters of the aircraft in response to the tension rod position change parameters satisfying the tension rod position change conditions and the attitude fluctuation state satisfying the attitude fluctuation conditions within a second preset time period, wherein the second preset time period takes the monitoring time point when the current control mode is monitored as the starting time point and takes the time point with a second preset time interval from the starting time point as the ending time point; the second determination subunit is used to determine the tension control parameters based on the tension parameters.

[0100] Optionally, the control module includes: a fourth determination unit, used to determine that the tension operating device is a neutral rod in response to the current control mode being a speed control mode; and a control unit, used to control the neutral rod based on the tension control parameter to obtain a tension control result.

[0101] Optionally, the current control mode further includes at least one of the following: an air-to-ground state of the aircraft, an altitude of the aircraft above the ground, and a motor feedback speed of the aircraft.

[0102] An embodiment of the present application further provides a vehicle, comprising: a memory storing an executable program; and a processor for running the program, wherein the method in each embodiment of the present invention is executed when the program is running.

[0103] An embodiment of the present application further provides a computer-readable storage medium, which includes a stored executable program, wherein when the executable program is running, the device where the computer-readable storage medium is located is controlled to execute the methods in various embodiments of the present invention.

[0104] An embodiment of the present application further provides a computer program product, including a computer program, which implements the methods in various embodiments of the present invention when executed by a processor.

[0105] An embodiment of the present application further provides a computer program product, including a non-volatile computer-readable storage medium, wherein the non-volatile computer-readable storage medium is used to store a computer program, and when the computer program is executed by a processor, the method in each embodiment of the present invention is implemented.

[0106] The embodiments of the present application further provide a computer program, which implements the methods in the above-mentioned embodiments of the present invention when executed by a processor.

[0107] In the above embodiments of the present invention, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0108] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only schematic. For example, the division of the units can be a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0109] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0110] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0111] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk and other media that can store program codes.

[0112] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principle of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A method for controlling an aircraft, characterized in that: include: In response to receiving a push rod pull command from the aircraft, monitoring a current control mode of the aircraft; In response to the current control mode satisfying a tension control condition, obtaining current operating parameters of the aircraft; Determining a tension control parameter of the aircraft in the current control mode based on the current operating parameter, wherein the current control mode includes one of the following: a tension control mode and a speed control mode; In response to receiving the tension control instruction of the aircraft, the tension operating device corresponding to the current control mode is controlled based on the tension control parameter to obtain a tension control result.

2. The method for controlling an aircraft according to claim 1, characterized in that: Determining the thrust control parameters of the aircraft in the current control mode based on the current operating parameters includes: In response to the current control mode being the tension control mode, determining the tension control parameter based on the vertical speed, the flight altitude fluctuation state, and the attitude fluctuation state among the current operating parameters; In response to the current control mode being the speed control mode, the tension control parameter is determined based on the tension rod position change parameter and the posture fluctuation state in the current operating parameters.

3. The method for controlling an aircraft according to claim 2, characterized in that: Determining the tension control parameter based on the vertical speed, the flight altitude fluctuation state, and the attitude fluctuation state in the current operation parameters includes: In response to the vertical speed satisfying the vertical speed condition, the flight altitude fluctuation state satisfying the altitude fluctuation condition, and the attitude fluctuation state satisfying the attitude fluctuation condition within a first preset time period, obtaining the tension parameter and the tension rod offset of the aircraft, wherein the first preset time period takes the monitoring time point when the current control mode is monitored as the starting time point and takes the time point separated from the starting time point by a first preset time length as the ending time point; The tension control parameter is determined based on the tension parameter and the tension bias.

4. The method for controlling an aircraft according to claim 3, characterized in that: Determining the tension control parameter based on the tension parameter and the tension rod offset includes: Determining the ratio of the tension rod offset to a preset parameter; The difference between the tension parameter and the ratio is determined as the tension control parameter.

5. The method for controlling an aircraft according to claim 1, characterized in that: The tension operation device corresponding to the current control mode is controlled based on the tension control parameter to obtain a tension control result, including: In response to the current control mode being the tension control mode, the tension operating device is determined to be a tension rod, and the tension control parameter is written into the vertical control channel of the aircraft to control the tension rod to obtain the tension control result.

6. The method for controlling an aircraft according to claim 2, characterized in that: Determining the tension control parameter based on the tension rod position change parameter and the attitude fluctuation state in the current operating parameter includes: In response to the tension rod position change parameter satisfying the tension rod position change condition within a second preset time period, and the attitude fluctuation state satisfying the attitude fluctuation condition, the tension parameter of the aircraft is acquired, wherein the second preset time period takes the monitoring time point when the current control mode is monitored as a starting time point and takes the time point separated from the starting time point by a second preset time length as an ending time point; The tension control parameter is determined based on the tension parameter.

7. The method for controlling an aircraft according to claim 1, characterized in that: The tension operation device corresponding to the current control mode is controlled based on the tension control parameter to obtain a tension control result, including: In response to the current control mode being the speed control mode, determining that the pulling force operating device is a neutral rod; The neutral rod is controlled based on the tension control parameter to obtain the tension control result.

8. The method for controlling an aircraft according to claim 1, characterized in that: The current control mode further includes at least one of the following: the air-to-ground state of the aircraft, the altitude of the aircraft above the ground, and the motor feedback speed of the aircraft.

9. A vehicle, characterized in that: include: A memory storing an executable program; A processor, configured to run the program, wherein the program executes the method according to any one of claims 1 to 8 when running.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored executable program, wherein when the executable program is executed, the device where the storage medium is located is controlled to execute the method according to any one of claims 1 to 8.

Images