Control method of an aircraft, vehicle and storage medium

Abstract

The application discloses a kind of control method of aircraft, vehicle and storage medium.Therein, the method comprises: in response to receiving the pull rod instruction of aircraft, the current control mode of aircraft is monitored;In response to current control mode meets pull force control condition, the current operating parameter of aircraft is obtained;Determine the pull force control parameter of aircraft under current control mode based on current operating parameter, wherein current control mode includes one of the following: pull force control mode, speed control mode;In response to receiving the pull force control instruction of aircraft, the pull force operating device corresponding to current control mode is controlled based on pull force control parameter, and pull force control result is obtained.The application solves the technical problem that the pull force control accuracy of aircraft in the related art is low.

Description

TECHNICAL FIELD

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

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

[0003] In the current technology, the pilot or driver needs to frequently adjust the pull rod for vertical control when the aircraft is in the self-stabilization mode. This process is not only complex, but also increases the manipulation load of the pilot, limits the comfort and safety of the aircraft control, and thus leads to low accuracy of the pull force control of the aircraft in the related technology.

[0004] In view of the above problems, no effective solution has been proposed so far. SUMMARY

[0005] The embodiments of the present application provide a control method of an aircraft, a vehicle and a storage medium to at least solve the technical problem of low accuracy of the pull force control of the aircraft in the related technology.

[0006] According to an aspect of an embodiment of the present application, a control method of an aircraft is provided, comprising: in response to receiving a pull rod instruction of the aircraft, monitoring a current control mode of the aircraft; in response to the current control mode satisfying a pull force control condition, obtaining a current running parameter of the aircraft; determining a pull force control parameter of the aircraft in the current control mode based on the current running parameter, wherein the current control mode comprises one of the following: a pull force control mode, a speed control mode; in response to receiving a pull force control instruction of the aircraft, controlling a pull force operating device corresponding to the current control mode based on the pull force control parameter to obtain a pull force control result.

[0007] Further, based on the current running parameter, the pull force control parameter of the aircraft in the current control mode is determined, comprising: in response to the current control mode being the pull force control mode, determining the pull force control parameter based on the vertical speed, the flight height fluctuation state and the attitude fluctuation state in the current running parameter; in response to the current control mode being the speed control mode, determining the pull force control parameter based on the pull rod position change parameter and the attitude fluctuation state in the current running parameter.

[0008] Further, the tension control parameter is determined based on the vertical speed in the current operation parameter, the flight height fluctuation state, and the attitude fluctuation state, including: in response to the vertical speed satisfying a vertical speed condition, the flight height fluctuation state satisfying a height fluctuation condition, and the attitude fluctuation state satisfying an attitude fluctuation condition within a first preset time period, obtaining a tension parameter and a tension rod bias of the aircraft, wherein the first preset time period takes a monitoring time point at which the current control mode is monitored as a starting time point, and takes a time point that is first preset time length away from the starting time point as an ending time point; and determining the tension control parameter based on the tension parameter and the tension rod bias.

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

[0010] Further, the tension control parameter is determined based on the tension parameter and the tension rod bias, including: determining a ratio of the tension rod bias to a preset parameter; and determining a difference between the tension parameter and the ratio as the tension control parameter.

[0011] Further, the tension control parameter is determined based on the tension rod position change parameter in the current operation parameter and the attitude fluctuation state, including: in response to the tension rod position change parameter satisfying a tension rod position change condition and the attitude fluctuation state satisfying an attitude fluctuation condition within a second preset time period, obtaining a tension parameter of the aircraft, wherein the second preset time period takes a monitoring time point at which the current control mode is monitored as a starting time point, and takes a time point that is second preset time length away from the starting time point as an ending time point; and determining the tension control parameter based on the tension parameter.

[0012] Further, the tension control parameter is determined based on the tension rod position change parameter in the current operation parameter and the attitude fluctuation state, including: in response to the tension rod position change parameter satisfying a tension rod position change condition and the attitude fluctuation state satisfying an attitude fluctuation condition within a second preset time period, obtaining a tension parameter of the aircraft, wherein the second preset time period takes a monitoring time point at which the current control mode is monitored as a starting time point, and takes a time point that is second preset time length away from the starting time point as an ending time point; and determining the tension control parameter based on the tension parameter.

[0013] Further, the current control mode further includes at least one of: an air-ground state of the aircraft, a height above ground of the aircraft, and a motor feedback speed of the aircraft.

[0014] According to another aspect of the embodiments of the present application, a control device of an aircraft is also provided, comprising: a monitoring module configured to monitor a current control mode of the aircraft in response to receiving a pull force push rod instruction of the aircraft; an obtaining module configured to obtain current operating parameters of the aircraft in response to the current control mode satisfying a pull force control condition; a determining module configured to determine a pull force control parameter of the aircraft in the current control mode based on the current operating parameters, wherein the current control mode comprises one of a pull force control mode and a speed control mode; and a control module configured to control a pull force operating device corresponding to the current control mode based on the pull force control parameter in response to receiving a pull force control instruction of the aircraft, to obtain a pull force control result.

[0015] According to another aspect of the embodiments of the present application, a vehicle is also provided, comprising: a memory storing an executable program; and a processor configured to run the program, wherein the program is configured to perform the control method of the aircraft when running.

[0016] According to another aspect of the embodiments of the present application, an electronic device is also provided, comprising: a memory storing an executable program; and a processor configured to run the program, wherein the program is configured to perform the method in the embodiments of the present application when running.

[0017] According to another aspect of the embodiments of the present application, a computer readable storage medium is also provided, comprising a stored executable program, wherein the executable program is configured to control a device where the computer readable storage medium is located to perform the method in the embodiments of the present application when running.

[0018] According to another aspect of the embodiments of the present application, a computer program product is also provided, comprising a computer program configured to implement the method in the embodiments of the present application when executed by a processor.

[0019] According to another aspect of the embodiments of the present application, a computer program product is also provided, comprising a non-volatile computer readable storage medium storing a computer program, wherein the computer program is configured to implement the method in the embodiments of the present application when executed by a processor.

[0020] According to another aspect of the embodiments of the present application, a computer program is also provided, wherein the computer program is configured to implement the method in the embodiments of the present application when executed by a processor.

[0021] In the embodiment of the present application, when the pulling force push rod instruction of the aircraft is received, the current control mode of the aircraft is detected; then if the current control mode meets the pulling force control condition, the current operating parameter of the aircraft is obtained; then the pulling force control parameter of the aircraft in the current control mode is determined based on the current operating parameter; finally, when the pulling force control instruction of the aircraft is received, the pulling force operating device corresponding to the current control mode is controlled based on the pulling force control parameter to obtain the pulling force control result. It is easy to note that the current control mode includes the pulling force control mode and the speed control mode, when the system responds to the received pulling force push rod instruction of the aircraft, i.e. the aircraft takes off or starts to move, whether the aircraft is in the pulling force control mode or the speed control mode is automatically monitored, so as to obtain the pulling force control parameter in different modes, and the control device is controlled based on the pulling force control parameter in different modes to obtain the pulling force control result. The present application improves the accuracy of the pulling force control and the stability of the aircraft by monitoring and adapting to the current control mode of the aircraft in real time, optimizes the flight experience, and thus solves the technical problem of low accuracy of the pulling force control of the aircraft in the related art. BRIEF DESCRIPTION OF DRAWINGS

[0022] The accompanying drawings, which are included to provide a further understanding of the present application and are incorporated in and constitute a part of this application, illustrate embodiments of the present application and together with the description serve to explain the present application. In the drawings:

[0023] Figure 1 is a flow chart of a control method of an aircraft according to an embodiment of the present application;

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

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

[0026] In order to enable persons skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the 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 persons skilled in the art without creative labor should fall within the protection scope of the present application.

[0027] It should be noted that the terms "first", "second", and the like in the description and in the 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 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 only 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.

[0028] According to an embodiment of the present application, an embodiment of a control method 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 a logical order is shown in the flowchart, in some cases, the steps shown or described herein can be executed in an order different from that shown herein.

[0029] The embodiments of the present application provide a control method of an aircraft, a vehicle and a storage medium. The control method of the aircraft can be used to provide a pulling force control function for a preset application scenario. The preset application scenario can include the following scenarios in the vehicle field: a commuting automatic driving scenario, an artificial intelligence (AI) chauffeur 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 an urban area or a high-speed area. In addition, the preset application scenario can include, but is not limited to, a control scenario of an intelligent driving truck or an unmanned truck in the logistics transportation field, a control scenario of an automatic driving agricultural vehicle in the agricultural field, a control scenario of a drone, and a control scenario of an intelligent robot (such as a cleaning robot, a service robot, a delivery robot, etc.).

[0030] When the preset application scenario is a scenario in a field other than the vehicle field, those skilled in the art should understand that the vehicle in the control method can be replaced by other objects (such as agricultural, drones, robots, etc.), and the control system can be replaced by a control system related to the other objects. On this basis, the specific embodiments of the control method of the aircraft are exemplarily described in the embodiments of the present application.

[0031] Figure 1is a flowchart of a control method of an aircraft according to an embodiment of the present application, as shown, the method comprises the following steps: Figure 1

[0032] Step S102, in response to receiving the pull stick instruction of the aircraft, monitoring the current control mode of the aircraft.

[0033] The aircraft mentioned above can refer to a device capable of autonomous or controlled flight in the atmosphere, and the type of aircraft can include but is not limited to fixed-wing aircraft, rotary-wing aircraft (such as helicopters, multi-rotor drones), airships, etc. The specific type of aircraft needs to be determined according to the actual situation, which is not limited here. The rotary-wing aircraft can generate lift through rotating rotors, can take off vertically and hover, and is suitable for various scenarios such as urban air traffic, emergency rescue, sightseeing, etc.

[0034] The pull stick instruction mentioned above can refer to the action of the pilot or pilot pushing the aircraft control stick forward to guide the aircraft to enter or maintain a specific state, such as increasing the pull thrust to achieve take-off, adjusting the flight height or speed, etc. The type of pull stick instruction can include but is not limited to take-off instruction, acceleration instruction, and hovering adjustment instruction, etc. The specific pull stick instruction needs to be determined according to the actual needs, which is not limited here. The pull stick instruction can be used to instruct the control method to monitor the current control mode of the aircraft.

[0035] The current control mode mentioned above can refer to the operating mode currently used by the flight control system of the aircraft. The type of current control mode can include but is not limited to pull-through mode, self-stabilization mode, and vertical speed control mode, etc. The specific current control mode needs to be determined according to the actual state of the flight control system, which is not limited here. The current control mode determines the response mode of the aircraft to the control input, and the selection of the 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. The current control mode of the aircraft is determined to decide whether to enter the pull compensation stage and which compensation logic to use. For example, in the self-stabilization mode, the pilot may choose to unload the pull stick to reduce the control load; while in the pull-through mode, real-time estimation of the hovering pull may be needed to cope with the changes in the weight of the aircraft or the influence of the external environment. By identifying and responding to different control modes, the present application can intelligently adjust the pull compensation strategy, not only ensuring the stability and maneuverability of the aircraft, but also reducing the burden of the pilot and improving the safety and efficiency of the flight.

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

[0038] The tension control condition can refer to a series of preset parameter thresholds or flight state requirements, and can include but is not limited to flight state conditions, control mode conditions, environmental conditions, sensor validity conditions, and tension stability conditions. The specific tension control condition is determined according to the actual situation, which is not limited here. The tension control condition 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 adjusting the tension in an unstable flight or other non-ideal state.

[0039] The current operating parameter can refer to the real-time operating data of the aircraft at a certain moment. The current operating parameter can include but is not limited to flight altitude, vertical speed, attitude angle, tension rod position, rotor speed, etc. The specific current operating parameter is determined according to the operating state of the aircraft and the monitoring situation, which is not limited here. The current operating parameter can 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 parameter of the aircraft is obtained, which is used to determine whether the aircraft meets the triggering condition of tension compensation and to calculate the accurate value of the hovering tension. Through real-time monitoring and analysis of the current operating parameter, the control method can dynamically adjust the tension output to ensure stable hovering of the aircraft under various flight conditions, while reducing the manipulation load of the pilot and improving the comfort and safety of flight.

[0041] Step S106, determining the 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: tension control mode, speed control mode.

[0042] The tension control mode can refer to the control system of the aircraft directly adjusting the tension output of the engine or motor based on the tension rod input of the pilot or pilot to control the lift and thrust of the aircraft. The type of tension control mode can include but is not limited to direct tension control, tension direct mode, and tension manual compensation mode, etc. The specific tension control mode is determined according to the actual situation, which is not limited here. In the tension control mode, the aircraft control system does not perform additional logical processing or compensation on the tension input. The pilot needs to manually adjust the tension rod according to the real-time state of the aircraft and the needs of the flight mission.

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

[0044] In an optional embodiment, the tension control parameter is determined in response to the current operating parameters of the aircraft and according to the current control mode. In the tension control mode, this method can automatically estimate and compensate for the hovering tension by analyzing key parameters such as flight height, vertical speed, attitude angle, etc. in real time, ensuring stable hovering of the aircraft even when the weight of the aircraft changes or 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 exert additional force, this method can accurately calculate the hovering tension and automatically adjust the tension control parameter, writing the neutral tension rod position in the self-stabilization mode, thereby optimizing the vertical control performance of the aircraft and improving passenger comfort. This control method based on current operating parameters and current control mode not only improves flight safety but also greatly improves flight experience, making the control of manned rotorcraft more relaxed and 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 parameter to obtain a tension control result.

[0046] The tension control instruction can be an instruction received by the system from the pilot or the automatic driving system. The type of tension control instruction can include, but is not limited to, manual tension control instruction, automatic tension control instruction, etc. The specific tension control instruction needs to be determined according to actual needs, which is not limited here. The tension control instruction can be used to directly or indirectly control the tension output of the engine or motor of the aircraft, thereby adjusting the lift and thrust of the aircraft.

[0047] The tension control parameter can be a parameter used to calculate the tension control instruction. The tension control parameter can include, but is not limited to, hovering tension value, tension compensation amount, tension response rate, etc. The specific tension control parameter needs to be determined according to the actual situation, which is not limited here. The tension control parameter can be used to guide the adjustment of the tension output to achieve the ideal flight state.

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

[0049] The above-mentioned pull control result can refer to the actual pull output of the aircraft and its influence on the flight state after the pull operation device executes the pull control instruction and the pull control parameter. The type of pull control result can include but is not limited to the change of the lift of the aircraft, the vertical speed adjustment, and the flight attitude control, etc. The specific pull control result needs to be determined according to the actual situation, which is not limited here. The pull control result can be used to reflect the control situation of the pull operation device.

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

[0051] In the embodiments of the present application, when a pulling force push rod instruction of the aircraft is received, a current control mode of the aircraft is detected; then if the current control mode meets a pulling force control condition, a current operating parameter of the aircraft is acquired; then based on the current operating parameter, a pulling force control parameter of the aircraft in the current control mode is determined; finally, when a pulling force control instruction of the aircraft is received, the pulling force operation device corresponding to the current control mode is controlled based on the pulling force control parameter to obtain a pulling force control result. It is easy to note that the current control mode includes a pulling force control mode and a speed control mode, when the system responds to the reception of the pulling force push rod instruction of the aircraft, i.e., the aircraft takes off or starts to move, it is automatically monitored whether the aircraft is in the pulling force control mode or the speed control mode, so as to acquire the pulling force control parameter in different modes, and control the control device based on the pulling force control parameter in different modes to obtain the pulling force control result. The present application improves the accuracy of the pulling force control and the stability of the aircraft by monitoring and adapting to the current control mode of the aircraft in real time, optimizes the flight experience, and thus solves the technical problem of low accuracy of the pulling force control of the aircraft in the related art.

[0052] Optionally, based on the current operating parameter, the pulling force control parameter of the aircraft in the current control mode is determined, including: in response to the current control mode being the pulling force control mode, determining the pulling force control parameter based on the vertical speed, the flight height fluctuation state, and the attitude fluctuation state in the current operating parameter; in response to the current control mode being the speed control mode, determining the pulling force control parameter based on the pulling force rod position change parameter and the attitude fluctuation state in the current operating parameter.

[0053] The vertical speed can be the moving speed of the aircraft in the vertical direction, and the type of the vertical speed can include but is not limited to the ascending speed or the descending speed, and the specific vertical speed is determined according to the actual situation, which is not limited here. In the pulling force control mode, monitoring the vertical speed helps to determine whether the aircraft is in a stable state, and thus whether the pulling force compensation is needed.

[0054] The flight height fluctuation state can be the position stability of the aircraft in the vertical direction, and the flight height fluctuation state can include but is not limited to the height stability and the height fluctuation, and the specific flight height fluctuation state is determined according to the actual situation, which is not limited here. In the pulling force control mode, the stability of the height is a key factor for determining whether the aircraft meets the hovering pulling force estimation condition, and the large height fluctuation indicates that the aircraft is unstable and is not suitable for pulling force compensation.

[0055] The attitude fluctuation state can refer to the attitude change of the aircraft on the pitch, roll and yaw axes. In the tension control mode, the attitude fluctuation state can be used to determine whether the aircraft is in a stable flight state suitable for tension compensation. Excessive attitude fluctuation can indicate that the aircraft is facing adverse flight conditions and is not suitable for adjusting the tension.

[0056] The tension rod position change parameter can 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 parameter can include, but is not limited to, the tension rod offset and the tension rod change rate. The actual tension rod position change parameter needs to be determined according to the actual situation, which is not limited here. Monitoring the tension rod position change parameter helps to ensure that tension compensation is automatically performed when the pilot does not actively intervene, thereby reducing the control load.

[0057] In an optional embodiment, by using the vertical speed, flight height fluctuation state, attitude fluctuation state and tension rod position change parameter in the current operating parameters, the tension control parameter can be intelligently adjusted in the tension control mode and the speed control mode, achieving precise control of the aircraft tension. In the tension control mode, by monitoring the vertical speed, flight height fluctuation state and attitude fluctuation state, the aircraft can automatically compensate for the tension output, maintaining 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 parameter and the attitude fluctuation state, the aircraft can accurately estimate the hovering tension and automatically write the neutral tension rod position in the self-stabilization mode, further optimizing the tension control and improving the flight quality. This control method based on operating parameters not only significantly reduces the control load of the pilot, but also improves the safety and comfort of flight, which is conducive to the popularization and application of manned rotorcraft.

[0058] Optionally, the tension control parameter is determined based on the vertical speed, flight height 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 height fluctuation state satisfying the height 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 bias of the aircraft, wherein the first preset time period takes the monitoring time point of monitoring the current control mode as the starting time point and takes the time point spaced from the starting time point by a first preset time length as the ending time point; and determining the tension control parameter based on the tension parameter and the tension rod bias.

[0059] The first preset time period can be a specific time window for monitoring and analyzing the vertical speed, flight height fluctuation state, and attitude fluctuation state in the pull force control mode. The first preset time period can include but is not limited to 5 seconds, 6 seconds, 7 seconds, etc. The specific preset time period is determined according to actual needs, which 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 accurate data basis for subsequent pull force control parameter determination.

[0060] The vertical speed condition can be an allowable range of the vertical speed of the aircraft to determine whether the aircraft is in a stable hovering or smooth flight state. In the pull force control mode, if the vertical speed of the aircraft is within a preset threshold range, i.e., the vertical speed condition is met, it indicates that the vertical movement of the aircraft is relatively stable, and it is suitable for pull force compensation.

[0061] The height fluctuation condition can be a limit on the flight height fluctuation amplitude of the aircraft to evaluate the stability of the aircraft in the vertical direction. In the pull force control mode, if the height fluctuation of the aircraft remains within a certain preset threshold, i.e., the height fluctuation condition is met, it means that the position control of the aircraft in the vertical direction is good, and it is suitable for implementing pull force compensation to further improve stability.

[0062] The attitude fluctuation condition can be a limit on the attitude change amplitude of the aircraft on the pitch, roll, and yaw axes to ensure the overall stability of the aircraft. In the pull force 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 pull force compensation.

[0063] The pull force lever bias amount can be the offset amount of the pull force lever relative to the neutral position. The type of pull force lever bias amount can include but is not limited to positive bias, negative bias, and zero bias. The actual right door lever bias amount is determined according to actual conditions, which is not limited here. In the pull force control mode, monitoring the pull force door lever bias amount helps to analyze the current pull force demand of the aircraft and the pilot's control state.

[0064] In an optional embodiment, by introducing the concept of the first preset time period, it is ensured that the determination of the tension control parameter is performed when the vertical speed, the height fluctuation state and the attitude fluctuation state of the aircraft are all in a stable state in the tension control mode. In the stable flight stage meeting the vertical speed condition, the height fluctuation condition and the attitude fluctuation condition, the tension parameter and the tension rod bias of the aircraft are obtained again, and the tension control parameter is determined based on the tension parameter and the tension rod bias, so as to realize the automatic compensation of the tension output of the aircraft. This mechanism not only ensures the vertical stability and attitude stability of the aircraft under various flight conditions, reduces the manipulation load of the pilot, but also improves the safety and comfort of the flight; at the same time, by monitoring and analyzing these parameters within 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 way for the intelligentization and automation development of flight control in manned rotorcraft field, and significantly improving the flight experience and the popularization potential of the aircraft.

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

[0066] The above-mentioned preset parameter can refer to a set of reference values or threshold values defined in advance according to the characteristics and expected flight state of the aircraft. The preset parameter can be used to evaluate whether the tension rod bias is reasonable and whether the current tension output of the aircraft meets the demand for stable hovering or flight.

[0067] The above-mentioned ratio can refer to the proportional relationship between the tension rod bias and the preset parameter. Calculating the ratio of the tension rod bias to 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 subsequent calculation of the tension control parameter.

[0068] In an optional embodiment, by calculating the ratio of the tension rod bias to the preset parameter, the difference between the current tension demand of the aircraft and the ideal state is further quantified, so that the aircraft can evaluate whether its tension output matches the expected hovering or flight state; subsequently, the tension control parameter is determined based on the difference between the tension parameter and the above-mentioned ratio. This mechanism ensures the accurate adjustment of the tension output to make up for the gap between the actual and ideal states. The above-mentioned control method not only greatly enhances the stability of the aircraft and reduces the fatigue degree of the pilot during manipulation, but also significantly improves the passenger's ride experience. Especially in the face of weight changes and environmental condition fluctuations, the aircraft can automatically adjust the tension to maintain stable flight, thereby improving the overall safety and reliability of the flight.

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

[0070]

[0071] In the formula, Δ represents the tension control parameter, U I represents the tension parameter, T p represents the tension rod bias, and b represents the preset parameter.

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

[0073] The tension rod mentioned above can be a key component in the aircraft control device for adjusting tension output. The type of tension rod can include but is not limited to linear tension rod, nonlinear tension rod, and digital tension rod, etc. The specific type of tension rod needs to be determined according to the aircraft design, which is not limited here. The tension rod can be used as a tension operating device, and the deviation between its position and the preset neutral position is used to calculate the tension control parameter, thereby adjusting the tension output and ensuring the vertical stability of the aircraft under various flight conditions.

[0074] The vertical control channel mentioned above can be a key subsystem in the aircraft control system, responsible for processing control signals related to the vertical movement of the aircraft, including the adjustment of tension output. The type of vertical control channel can include but is not limited to analog vertical control channel, digital vertical control channel, and hybrid vertical control channel, etc. The specific vertical control channel needs to be determined according to the aircraft design, which is not limited here. When the aircraft is in tension control mode, the tension control parameter is 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 alternative embodiment, by directly writing the tension control parameter into the vertical control channel of the aircraft, accurate control of the tension rod in 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 more relaxed and 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 flight.

[0076] Optionally, the tension control parameter is determined based on the tension rod position change parameter in the current operating parameter and the attitude fluctuation state, including: in response to the tension rod position change parameter meeting a tension rod position change condition and the attitude fluctuation state meeting an attitude fluctuation condition within a second preset time period, obtaining a tension parameter of the aircraft, wherein the second preset time period takes a monitoring time point at which the current control mode is monitored as a starting time point and takes a time point that is second preset time length apart from the starting time point as an ending time point; and determining the tension control parameter based on the tension parameter.

[0077] The second preset time period described above can refer to a specific time window for monitoring the tension rod position change parameter and the attitude fluctuation state in the speed control mode. The second time period can include but is not limited to 10 seconds, 11 seconds, 12 seconds, etc. The specific second time period needs to be determined according to actual conditions, which is not limited here. The second preset time period starts from the time point at which the current control mode is monitored and ends at the second preset time length apart from the starting time point. Within this time, the system analyzes the tension rod position change and the aircraft attitude to determine whether the current flight state meets the condition for stable hovering tension estimation.

[0078] The tension rod position change condition described above can refer to a limit on the amplitude and rate of the tension rod position change. The tension rod position change condition can include but is not limited to a tension rod offset threshold, a tension rod change rate threshold, etc. The specific tension rod position change condition needs to be determined according to actual conditions, which is not limited here. The tension rod position change condition can be used to evaluate whether the pilot or pilot maintains the stable state of the tension rod when controlling the aircraft, i.e., whether significant tension adjustment is made.

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

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

[0081] The neutral lever can refer to a set state in the aircraft control device, which corresponds to the default position of the pull lever when the pilot does not actively control the pull force. The types of neutral levers can include but are not limited to physical neutral levers, electronic neutral levers, etc. The specific neutral lever needs to be determined according to the actual aircraft design, which is not limited here. The neutral lever can be used for pull force reference adjustment, flight stability maintenance, etc.

[0082] In an optional embodiment, when the aircraft is in the speed control mode, the fine control of the aircraft pull force output is realized by automatically adjusting the neutral lever based on the pull force control parameter. This mechanism not only ensures the vertical stability of the aircraft under various flight conditions, but also reduces the pilot's control load, making the flight control more natural and comfortable. By automatically optimizing the neutral lever, the aircraft can more accurately respond to the pilot's control instructions in the speed control mode, reducing the decline in flight quality due to improper pull force adjustment, and improving the passenger's ride experience.

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

[0084] The air-ground state can refer to whether the aircraft is currently flying above the ground or staying on the ground. The types of air-ground states can 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, which is not limited here. The air-ground state can be used to determine whether to start the hover pull force estimation.

[0085] The height to the ground can refer to the vertical distance from the bottom of the aircraft to the ground, which is the position information of the aircraft in the vertical direction. Monitoring the height to the ground helps to determine whether the aircraft is at an appropriate height for hover pull force estimation. Too low a height may be affected by the ground effect, while too high a height may need to adjust the pull force to maintain the flight speed.

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

[0087] In an optional embodiment, the monitoring range of the current operating state is expanded by the air-ground state of the aircraft, the height of the aircraft, and the motor feedback speed of the aircraft, so as to provide more comprehensive information for the judgment of the tension control condition. Through the monitoring of these additional parameters, the system can more accurately judge the tension control condition, so as to realize intelligent control of the tension in a wider range of flight states, enhance the stable flight performance and safety of the aircraft, and also improve the comfort of the flight experience.

[0088] In an optional embodiment, Figure 2 is a flowchart of an optional control method of an aircraft according to an embodiment of the present application, as Figure 2 shown, the method starts, and first, the push rod takes off; then it is judged whether the current control mode meets the tension control condition, and the tension estimation is waited for, if yes, it is judged whether the vertical speed control mode is entered.

[0089] If yes, the hovering estimation is automatically started, and conditions 1, 2, and 3 need to be met at the same time: the tension rod position change parameter meets the tension rod position change condition, the attitude fluctuation state meets the attitude fluctuation condition, and the second preset time period; if not met, it is jumped to the judgment of whether the current control mode meets the tension control condition, and the tension estimation is waited for, if met, it is confirmed whether the hovering tension is written, if yes, the hovering tension is updated, and the tension rod is unloaded; the method ends.

[0090] If no, it is judged whether the hovering tension estimation is started, if yes, conditions 1, 2, 3, and 4 need to be met at the same time: the vertical speed meets the vertical speed condition, the flight height fluctuation state meets the height fluctuation condition, the attitude fluctuation state meets the attitude fluctuation condition, and the first preset time period; if not met, it is jumped to the judgment of whether the current control mode meets the tension control condition, and the tension estimation is waited for, if met, it is confirmed whether the tension rod is unloaded, if yes, the hovering tension is updated, and the tension rod is unloaded; the method ends.

[0091] 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 entrances for users to choose authorization or refusal.

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

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

[0094] The monitoring module 302 is configured to monitor a current control mode of the aircraft in response to receiving a pull rod command of the aircraft; the acquisition module 304 is configured to acquire current operating parameters of the aircraft in response to the current control mode satisfying a pull control condition; the determination module 306 is configured to determine a pull control parameter 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 pull control mode, a speed control mode; and the control module 308 is configured to control a pull operating device corresponding to the current control mode based on the pull control parameter to obtain a pull control result in response to receiving a pull control command of the aircraft.

[0095] Optionally, the determination module comprises: a first determination unit configured to determine the pull control parameter based on a vertical speed, a flight height fluctuation state, and an attitude fluctuation state in the current operating parameters in response to the current control mode being the pull control mode; and a second determination unit configured to determine the pull control parameter based on a pull rod position change parameter and the 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 comprises: a first acquisition sub-unit configured to acquire a pull parameter and a pull rod bias amount of the aircraft in response to the vertical speed satisfying a vertical speed condition, the flight height fluctuation state satisfying a height fluctuation condition, and the attitude fluctuation state satisfying an attitude fluctuation condition within a first preset time period, wherein the first preset time period has a monitoring time point of monitoring the current control mode as a starting time point and a time point spaced from the starting time point by a first preset time length as an ending time point; and a first determination sub-unit configured to determine the pull control parameter based on the pull parameter and the pull rod bias amount.

[0097] Optionally, the determination sub-unit comprises: determining a ratio of the pull rod bias amount to a preset parameter; and determining a difference between the pull parameter and the ratio as the pull control parameter.

[0098] Optionally, the control module comprises: a third determination unit configured to determine the pull operating device as a pull rod and write the pull control parameter into a vertical control channel of the aircraft to control the pull rod to obtain the pull control result in response to the current control mode being the pull control mode.

[0099] ​Optionally, the second determining unit comprises: a second obtaining sub-unit, configured to obtain the tension parameter of the aircraft in response to the fact that the position change parameter of the tension rod satisfies the position change condition of the tension rod and the attitude fluctuation state satisfies the attitude fluctuation condition within a second preset time period, wherein the second preset time period takes a monitoring time point at which the current control mode is monitored as a starting time point and takes a time point that is second preset time length away from the starting time point as an ending time point; and a second determining sub-unit, configured to determine the tension control parameter based on the tension parameter.

[0100] Optionally, the control module comprises: a fourth determining unit, configured to determine the tension operating device as the centering rod in response to the fact that the current control mode is the speed control mode; and a control unit, configured to control the centering rod based on the tension control parameter to obtain a tension control result.

[0101] Optionally, the current control mode further comprises at least one of the following: the air-ground state of the aircraft, the height above ground of the aircraft, and the motor feedback rotation speed of the aircraft.

[0102] Embodiments of the present application further provide a vehicle, comprising: a memory, which stores 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.

[0103] Embodiments of the present application further provide a computer readable storage medium, which comprises a stored executable program, wherein the computer readable storage medium controls the device where the computer readable storage medium is located to perform the method in each embodiment of the present application when the executable program runs.

[0104] Embodiments of the present application further provide a computer program product, which comprises a computer program, and the computer program implements the method in each embodiment of the present application when executed by a processor.

[0105] Embodiments of the present application further provide a computer program product, which comprises a non-volatile computer readable storage medium, and the non-volatile computer readable storage medium is used to store a computer program, and the computer program implements the method in each embodiment of the present application when executed by a processor.

[0106] Embodiments of the present application further provide a computer program, which implements the method in each embodiment of the present application when executed by a processor.

[0107] In the above embodiments of the present application, the description of each embodiment has its own focus, and the part not described in detail in a certain embodiment can be referred to the relevant description of other embodiments.

[0108] In several embodiments provided in the present application, it should be understood that the disclosed technology can be implemented by other means. Among them, the above-mentioned 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 mode, 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 displayed or discussed each other can be through some interface, indirect coupling or communication connection between units or modules, which can be electrical or other forms.

[0109] 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 they can be distributed to multiple units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiment.

[0110] In addition, each functional unit in each embodiment of the present application can be integrated into a processing unit, or each unit can exist physically, or two or more units can be integrated into one unit. The integrated unit can be realized in the form of hardware or in the form of a software functional unit.

[0111] The integrated unit, if realized in the form of a software functional unit and sold or used as an independent product, can be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the present application essentially or 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 plurality of instructions for causing a computer device (which can be a personal computer, a server or a network device, etc.) to execute all or part of the steps of the method described in each embodiment 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.

[0112] The above is only the preferred embodiment of the present application, and it should be pointed out that for ordinary 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 be considered as the protection scope of the present application.

Claims

1. A control method of an aircraft, characterized in that, The method comprises: monitoring a current control mode of an aircraft in response to receiving a pull rod instruction of the aircraft; obtaining current operating parameters of the aircraft in response to the current control mode satisfying a pull control condition; determining a pull control parameter based on a pull parameter of the aircraft and a pull rod bias in response to the current control mode being a pull control mode and a vertical speed in the current operating parameters satisfying a vertical speed condition, a flight height fluctuation state satisfying a height fluctuation condition, and an attitude fluctuation state satisfying an attitude fluctuation condition within a first preset time period; determining the pull control parameter based on the pull parameter of the aircraft in response to the current control mode being a speed control mode and a pull rod position change parameter in the current operating parameters satisfying a pull rod position change condition and the attitude fluctuation state satisfying the attitude fluctuation condition within a second preset time period; controlling a pull operating device corresponding to the current control mode based on the pull control parameter to obtain a pull control result in response to receiving a pull control instruction of the aircraft.

2. The control method of an aircraft according to claim 1, characterized in that, Determining the pull control parameter of the aircraft in the current control mode based on the current operating parameters comprises: determining the pull control parameter based on a vertical speed, a flight height fluctuation state, and an attitude fluctuation state in the current operating parameters in response to the current control mode being the pull control mode; determining the pull control parameter based on a pull rod position change parameter and the attitude fluctuation state in the current operating parameters in response to the current control mode being the speed control mode.

3. The control method of an aircraft according to claim 2, characterized in that, The first preset time period starts at a monitoring time point at which the current control mode is monitored and ends at a time point that is first preset time length away from the starting time point.

4. The control method of an aircraft according to claim 1, characterized in that, Determining the pull control parameter based on the pull parameter of the aircraft and the pull rod bias comprises: determining a ratio of the pull rod bias to a preset parameter; determining a difference between the pull parameter and the ratio as the pull control parameter.

5. The control method of an aircraft according to claim 1, characterized in that, Controlling the pull operating device corresponding to the current control mode based on the pull control parameter to obtain a pull control result comprises: determining the pull operating device as a pull rod in response to the current control mode being the pull control mode, writing the pull control parameter into a vertical control channel of the aircraft to control the pull rod, and obtaining the pull control result.

6. The control method of an aircraft according to claim 2, characterized in that, The second preset time period starts at a monitoring time point at which the current control mode is monitored and ends at a time point that is second preset time length away from the starting time point.

7. The control method of an aircraft according to claim 1, characterized in that, Controlling the pull operating device corresponding to the current control mode based on the pull control parameter to obtain a pull control result comprises: determining the pull operating device as a neutral rod in response to the current control mode being the speed control mode; controlling the neutral rod based on the pull control parameter to obtain the pull control result.

8. The control method of an aircraft according to claim 1, characterized in that, The current control mode further comprises at least one of: an air-ground state of the aircraft, a height above ground of the aircraft, a motor feedback rotation speed of the aircraft.

9. An aircraft, characterized in that The method comprises: a memory storing an executable program; a processor configured to execute the program, wherein the program, when executed, performs the method of any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer readable storage medium comprises a stored executable program, wherein the executable program, when executed, controls a device in which the storage medium is located to perform the method of any one of claims 1 to 8.

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