EVTOL multi-parameter fusion adaptive control method and device based on comfort

Abstract

The invention provides a comfort-based eVTOL multi-parameter fusion adaptive control method and device, and the method comprises the steps: S1, obtaining comfort-related parameters in real time, and enabling the comfort-related parameters to comprise in-cabin noise, in-cabin vibration intensity, in-cabin temperature, in-cabin humidity, and in-cabin air quality index; and S2, based on the comfort related parameters and according to a preset mapping relation, control parameters are output, and the control parameters comprise a propeller rotating speed adjusting instruction, a propeller pitch compensation instruction and an in-cabin air conditioner and ventilation system control instruction. And S3, controlling the aircraft in real time based on the output control parameters. According to the invention, through multi-parameter fusion, a set of through-flight adaptive control method and device is constructed, and the comfort of eVTOL is improved.

Description

Technical Field

[0001] The present invention relates to the field of aviation equipment, and in particular to a comfort-based eVTOL multi-parameter fusion adaptive control method and device. Background Art

[0002] With the rapid development of urban air mobility (UAM), cabin comfort for eVTOL, a core vehicle, has become a key factor restricting its commercialization. However, eVTOL faces multiple technical difficulties in comfort control, which are reflected in the following aspects:

[0003] 1) Inadequate noise control adaptability. The multi-rotor layout of eVTOLs results in complex noise sources, and noise characteristics vary significantly across different flight phases. Traditional single-parameter noise reduction methods struggle to balance broadband noise suppression and power output during level flight. Furthermore, they lack safe exit mechanisms for unexpected operating conditions such as strong turbulence and low battery levels, which can easily lead to conflicts between noise reduction and flight safety.

[0004] 2) Limited vibration suppression coverage. Vibration sources in eVTOLs exhibit a multi-frequency distribution. Low frequencies originate from propeller aerodynamic imbalance, mid-range frequencies from motor electromagnetic forces or gear meshing, and high frequencies are associated with bearing defects and structural resonance. Existing single vibration reduction methods (such as passive damping) cannot cover the entire vibration frequency range and struggle to dynamically adapt to the vibration requirements of different body contact areas, such as seats and bulkheads.

[0005] 3) Lack of precise control of environmental parameters. The eVTOL cabin is small and tightly sealed, making regional temperature and humidity variations difficult. Traditional single-point sensing and fixed-mode regulation make it difficult to control fluctuations. Furthermore, air quality is significantly affected by passenger breathing and the external environment (such as PM2.5 pollution). The lack of intelligent decision-making in switching between internal and external circulation makes it difficult to balance CO2 accumulation suppression with energy consumption optimization. Furthermore, the response to hazardous gases in emergency scenarios such as battery thermal runaway is delayed.

[0006] Furthermore, there's a lack of a coordinated mechanism for comfort and safety. Existing solutions often treat parameters like noise and vibration in isolation, without establishing a prioritized control logic for multi-parameter integration. This makes it impossible to automatically terminate comfort adjustments to ensure power redundancy in scenarios like emergency climbs or pitch-variator failures, hindering progress toward airworthiness certification. These difficulties have left eVTOL comfort at a basic functional level for a long time, making it difficult to meet the demands of high-end travel. A systematic, multi-parameter integrated adaptive control solution is urgently needed. Summary of the Invention

[0007] In order to solve the above problems, the present invention constructs a set of through-flight adaptive control methods and devices through multi-parameter fusion to improve the comfort of eVTOL.

[0008] The present invention proposes a comfort-based eVTOL multi-parameter fusion adaptive control method, including:

[0009] S1, obtaining comfort-related parameters in real time, wherein the comfort-related parameters include cabin noise, cabin vibration intensity, cabin temperature, cabin humidity, and cabin air quality index;

[0010] S2, outputting control parameters based on the comfort-related parameters and according to a preset mapping relationship, the control parameters including propeller speed adjustment instructions, pitch compensation instructions, and cabin air conditioning and ventilation system control instructions;

[0011] S3 controls the aircraft in real time based on the output control parameters.

[0012] In one embodiment, in S1, the method for obtaining cabin noise includes: setting noise sensors in the cabin personnel activity area to monitor cabin noise in real time, wherein the cabin personnel activity area includes above seats, middle of aisles, and luggage racks;

[0013] The method for obtaining the cabin vibration intensity includes: installing vibration sensors at human contact points in the cabin and key points of the aircraft structure to monitor the cabin vibration intensity in real time. The human contact points in the cabin and key points of the aircraft structure include seats, bulkheads, floorboards, and luggage racks.

[0014] The method for obtaining the cabin temperature and the cabin humidity comprises: arranging a plurality of temperature sensors and humidity sensors at different heights and in different areas of the cabin, wherein the plurality of temperature sensors and the plurality of humidity sensors respectively output temperature digital signals and humidity digital signals in real time, and calculating the average temperature and average humidity in the cabin in real time;

[0015] The method for obtaining the cabin air quality index includes:

[0016] Real-time monitoring of carbon dioxide concentration, carbon monoxide concentration, ozone concentration and PM2.5 concentration;

[0017] The cabin air quality index is calculated in real time based on the carbon dioxide concentration, carbon monoxide concentration, ozone concentration and PM2.5 concentration.

[0018] In one embodiment, in S2, outputting control parameters based on the comfort-related parameters and according to a preset mapping relationship, including noise reduction based on a preset mapping relationship for cabin noise, comprises the following steps:

[0019] When the cabin noise exceeds the preset noise threshold, the aircraft's flight phase is determined in real time. If it is in level flight, the next step is entered; otherwise, the process ends.

[0020] Reduce the engine thrust growth rate, reduce the propeller speed, and increase the pitch angle. Continue to monitor the cabin noise. If the cabin noise still exceeds the noise threshold, proceed to the next step. Otherwise, terminate the process.

[0021] Superimpose active noise reduction to deal with residual noise.

[0022] In one embodiment, the noise reduction based on the preset mapping relationship of the cabin noise further includes the following steps:

[0023] When encountering one or more emergencies, the noise reduction step is exited, and the emergencies include: the battery power is lower than the minimum power, encountering strong turbulence, encountering wind shear, the crosswind intensity is higher than the maximum preset wind speed, and entering an emergency climb condition.

[0024] In one embodiment, in S2, outputting control parameters based on the comfort-related parameters and according to a preset mapping relationship, including performing vibration suppression based on a preset mapping relationship of cabin vibration intensity, comprises the following steps:

[0025] Perform spectrum analysis on the vibration intensity acquired in real time;

[0026] If the vibration intensity is at a low frequency, it is judged that the vibration comes from the aerodynamic imbalance of the propeller. In this case, the pitch angle of each propeller is independently adjusted through the pitch control mechanism, the propeller speed is adjusted, and the rotation phase angle of the adjacent propellers is adjusted.

[0027] If the vibration intensity is at the medium frequency, it is determined that the vibration comes from the motor electromagnetic force or gear meshing, so the reverse electromagnetic force is injected to offset the motor order vibration or the torque smoothing control based on the rotor position feedback is performed;

[0028] If the vibration intensity is at a high frequency, it is judged that the vibration comes from a bearing defect or structural resonance. In this case, adjust the flight angle of attack / roll angle or apply a reverse inertial force between the fuselage and the seat.

[0029] In one embodiment, the vibration suppression based on the preset mapping relationship of the cabin vibration intensity further includes the following steps:

[0030] When encountering one or more emergencies, the vibration suppression step is exited, and the emergencies include: emergency climbing conditions, failure of the pitch change mechanism, and vibration suppression time exceeding a preset value.

[0031] In one embodiment, in S2, outputting control parameters based on the comfort-related parameters and according to a preset mapping relationship, including adjusting the temperature and humidity based on a preset mapping relationship between the cabin temperature and the cabin humidity, comprises the following steps:

[0032] Real-time comparison of the average temperature in the cabin with the preset maximum or minimum temperature, as well as the average humidity in the cabin with the preset maximum or minimum humidity,

[0033] When the average temperature in the cabin is higher than the preset maximum temperature or lower than the preset minimum temperature, the air conditioner will automatically adjust the air outlet temperature and air volume until the average temperature in the cabin is lower than the preset maximum temperature or higher than the preset minimum temperature;

[0034] When the average humidity in the cabin is greater than the preset maximum humidity or less than the preset minimum humidity, the fresh air ratio is automatically adjusted until the average humidity in the cabin is less than the preset maximum humidity or greater than the preset minimum humidity.

[0035] In one embodiment, in S2, outputting control parameters based on the comfort-related parameters and according to a preset mapping relationship, including performing ventilation based on a preset mapping relationship of cabin air quality, comprises the following steps:

[0036] Determine whether the aircraft is in a complete internal loop. If so, proceed to the next step, otherwise exit the process;

[0037] Calculate the target ventilation interval, target ventilation time, and target external circulation ratio based on the cabin air quality index;

[0038] The actual ventilation interval is accumulated. If the actual ventilation interval is greater than the target ventilation interval, ventilation is performed based on the target external circulation ratio.

[0039] In one embodiment, the ventilation based on the preset mapping relationship of the cabin air quality further includes the following steps:

[0040] When the external PM2.5 concentration is greater than the preset maximum PM2.5 concentration, it is forced to enter full internal circulation;

[0041] When the outside is frozen, the forced external circulation ratio is ≥5%, and the window surface is heated at the same time;

[0042] When the battery thermally runs away and leaks toxic gases, it is forced to enter a full external circulation;

[0043] When the actual ventilation interval is greater than the preset maximum ventilation interval, ventilation is forced to be performed based on the target external circulation ratio.

[0044] This application also proposes a comfort-based eVTOL multi-parameter fusion adaptive control device, including:

[0045] A data acquisition module collects comfort-related parameters in real time. The data acquisition module includes a temperature sensor, a humidity sensor, a vibration sensor, a noise sensor and an air quality sensor. The air quality sensor includes a carbon dioxide concentration tester, a carbon monoxide concentration tester, an ozone concentration tester and a PM2.5 concentration tester. The comfort-related parameters include cabin noise, cabin vibration intensity, cabin temperature, cabin humidity and cabin air quality index. The cabin air quality index is calculated based on carbon dioxide concentration, carbon monoxide concentration, ozone concentration and PM2.5 concentration.

[0046] An adaptive control module includes a central processing unit, the central processing unit is connected to the data acquisition module, a mapping relationship between pre-processed parameters and control parameters is preset in the central processing unit, and the central processing unit outputs the control parameters;

[0047] A dynamic adjustment module is connected to the adaptive control module, and the dynamic adjustment module controls the aircraft based on the control parameters.

[0048] The comfort-based eVTOL multi-parameter fusion adaptive control method and device of the present invention have the following beneficial effects:

[0049] 1. This application aims to create an immersive cabin environment that exceeds airworthiness standards and enhances passenger comfort through active noise suppression, vibration frequency elimination, precise temperature and humidity control, and dynamic optimization of air quality.

[0050] 2. This application proposes an intelligent exit mechanism for high-risk operating conditions (such as turbulence / low battery), dynamically optimizing comfort while ensuring safety throughout the entire flight envelope, and resolving the contradiction between eVTOL safety and comfort.

[0051] 3. The hierarchical ventilation strategy of this application reduces air conditioning energy consumption, vibration suppression extends the life of the unit, and combined with the high-end service capabilities of environmental compliance rate, the operating cost of a single unit throughout its life cycle is reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] Figure 1 Schematic diagram of a flow chart of a comfort-based eVTOL multi-parameter fusion adaptive control method according to an embodiment of the present invention;

[0053] Figure 2 This is a schematic diagram of the three-dimensional structure of an eVTOL according to an embodiment of the present invention, wherein 1 is the eVTOL and 2 is the propeller. DETAILED DESCRIPTION

[0054] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the invention and are not intended to limit the invention.

[0055] The present invention proposes a comfort-based eVTOL multi-parameter fusion adaptive control method, including:

[0056] S1, obtaining comfort-related parameters in real time. In this embodiment, the comfort-related parameters include cabin noise, cabin vibration intensity, cabin temperature, cabin humidity, and cabin air quality index.

[0057] S2: Based on the comfort-related parameters and according to a preset mapping relationship, output control parameters. In this embodiment, the control parameters include propeller speed adjustment instructions, pitch compensation instructions, and cabin air conditioning and ventilation system control instructions.

[0058] S3 controls the aircraft in real time based on the output control parameters.

[0059] Furthermore, in S1, the method for obtaining cabin noise includes: setting noise sensors in the passenger activity area in the cabin to monitor the cabin noise in real time. In this embodiment, the passenger activity area in the cabin includes above the seats, the middle of the aisle, and the luggage rack.

[0060] The method for obtaining the cabin vibration intensity includes: installing vibration sensors at human contact points in the cabin and key points of the aircraft structure to monitor the cabin vibration intensity in real time. The human contact points in the cabin and key points of the aircraft structure include seats, bulkheads, floorboards, and luggage racks.

[0061] The method for obtaining the cabin temperature and the cabin humidity comprises: arranging a plurality of temperature sensors and humidity sensors at different heights and in different areas of the cabin, wherein the plurality of temperature sensors and the plurality of humidity sensors respectively output temperature digital signals and humidity digital signals in real time, and calculating the average temperature and average humidity in the cabin in real time;

[0062] The method for obtaining the cabin air quality index includes:

[0063] Real-time monitoring of carbon dioxide concentration, carbon monoxide concentration, ozone concentration and PM2.5 concentration;

[0064] The cabin air quality index is calculated in real time based on the carbon dioxide concentration, carbon monoxide concentration, ozone concentration and PM2.5 concentration.

[0065] Furthermore, in S2, based on the comfort-related parameters and according to a preset mapping relationship, the control parameters are output, including noise reduction based on a preset mapping relationship of the cabin noise, specifically including the following steps:

[0066] When the cabin noise exceeds the preset noise threshold, the aircraft's flight phase is determined in real time. If it is in level flight, the next step is entered; otherwise, the process ends.

[0067] Reduce the engine thrust growth rate, reduce the propeller speed, and increase the pitch angle. Continue to monitor the cabin noise. If the cabin noise still exceeds the noise threshold, proceed to the next step. Otherwise, terminate the process.

[0068] Superimpose active noise reduction to deal with residual noise.

[0069] In this embodiment, reducing propeller speed reduces the blade tip Mach number and suppresses broadband noise, a primary noise reduction measure with significant effectiveness. Increasing the pitch angle reduces blade load and weakens vortex shedding, which serves as an auxiliary noise reduction measure, reducing mid- and high-frequency noise. Reducing the engine thrust increase rate avoids transient noise spikes, smooths the noise curve, and improves subjective perception.

[0070] In a specific embodiment, the preset noise threshold is 65 dB(A).

[0071] Furthermore, the noise reduction based on the preset mapping relationship of the cabin noise further includes the following steps:

[0072] The noise reduction process is exited when one or more emergency conditions occur. These include battery power falling below the minimum, encountering strong turbulence, encountering wind shear, crosswind intensity exceeding the maximum preset wind speed, and entering emergency climb conditions. Specifically, flight safety must be prioritized when implementing noise reduction. For example, insufficient power margin (i.e., when the battery power falls below the minimum) reduces the speed and thrust increase, resulting in reduced emergency maneuverability. Activating noise reduction during this situation poses a safety risk, so it is only enabled during cruise and disabled during takeoff or landing. Furthermore, excessive pitch angles (especially at low speeds) can cause airflow separation. Therefore, when increasing the pitch angle, the pitch angle must be dynamically constrained to maintain a safety margin. For example, the increased pitch angle must be ≤ the maximum pitch angle - 5°. Similarly, the speed adjustment must be dynamically constrained to maintain power margin. Emergency climb conditions, such as those occurring at high altitudes, prohibit noise reduction during these conditions, prioritizing flight safety.

[0073] Furthermore, in S2, based on the comfort-related parameters and according to a preset mapping relationship, the control parameters are output, including vibration suppression based on a preset mapping relationship of the cabin vibration intensity, including the following steps:

[0074] Perform spectrum analysis on the vibration intensity acquired in real time;

[0075] If the vibration intensity is at a low frequency, it is judged that the vibration comes from the aerodynamic imbalance of the propeller. In this case, the pitch angle of each propeller is independently adjusted through the pitch control mechanism, the propeller speed is adjusted, and the rotation phase angle of the adjacent propellers is adjusted.

[0076] If the vibration intensity is at the medium frequency, it is determined that the vibration comes from the motor electromagnetic force or gear meshing, so the reverse electromagnetic force is injected to offset the motor order vibration or the torque smoothing control based on the rotor position feedback is performed;

[0077] If the vibration intensity is at a high frequency, it is judged that the vibration comes from a bearing defect or structural resonance. In this case, adjust the flight angle of attack / roll angle or apply a reverse inertial force between the fuselage and the seat.

[0078] Specifically, in hovering vibration conditions, vibration intensity can be reduced by shifting the phase angle by 15° and increasing the rotational speed by 5%. In cruise mid-frequency noise conditions, an 18% amplitude anti-phase harmonic current is injected, attenuating specific frequencies.

[0079] Furthermore, vibration suppression, based on a preset mapping of cabin vibration intensities, also includes the following step: terminating the vibration suppression process when encountering one or more emergencies, including: an emergency climb condition, pitch change mechanism failure, or vibration suppression time exceeding a preset value. As with the noise reduction process, safety is prioritized. For example, vibration suppression can be automatically terminated during an emergency climb condition to ensure power delivery.

[0080] Furthermore, in S2, based on the comfort-related parameters and according to a preset mapping relationship, the control parameters are output, including adjusting the temperature and humidity based on a preset mapping relationship between the cabin temperature and the cabin humidity, including the following steps:

[0081] Real-time comparison of the average temperature in the cabin with the preset maximum or minimum temperature, as well as the average humidity in the cabin with the preset maximum or minimum humidity,

[0082] When the average temperature in the cabin is higher than the preset maximum temperature or lower than the preset minimum temperature, the air conditioner will automatically adjust the air outlet temperature and air volume until the average temperature in the cabin is lower than the preset maximum temperature or higher than the preset minimum temperature;

[0083] When the average humidity in the cabin is greater than the preset maximum humidity or less than the preset minimum humidity, the fresh air ratio is automatically adjusted until the average humidity in the cabin is less than the preset maximum humidity or greater than the preset minimum humidity.

[0084] In this embodiment, the airworthiness safety boundary, that is, the preset maximum or minimum temperature / humidity is as follows: the cabin temperature range is 18~28°C, and the humidity range is 30~70% RH.

[0085] Furthermore, in S2, based on the comfort-related parameters and according to a preset mapping relationship, the control parameters are output, including ventilation based on a preset mapping relationship of the cabin air quality, including the following steps:

[0086] Determine whether the aircraft is in a complete internal loop. If so, proceed to the next step, otherwise exit the process;

[0087] Calculate the target ventilation interval, target ventilation time, and target external circulation ratio based on the cabin air quality index;

[0088] The actual ventilation interval is accumulated. If the actual ventilation interval is greater than the target ventilation interval, ventilation is performed based on the target external circulation ratio.

[0089] Furthermore, the ventilation based on the preset mapping relationship of the cabin air quality also includes the following steps: when the external PM2.5 concentration is greater than the preset maximum PM2.5 concentration, it is forced to enter a full internal circulation. When the outside is frozen, the external circulation ratio is forced to be ≥5%, and the window surface is heated at the same time to prevent the cabin humidity from getting out of control and causing fogging on the window surface. When the battery thermally runs away and leaks toxic gases, it is forced to enter a full external circulation. When the actual ventilation interval is greater than the preset maximum ventilation interval, ventilation is forced to be performed based on the target external circulation ratio to prevent the accumulation of carbon dioxide from exceeding the standard. In this embodiment, the preset maximum ventilation interval is preferably 30 minutes.

[0090] The present invention also proposes a comfort-based multi-parameter fusion adaptive control device for eVTOL aircraft, comprising a data acquisition module, an adaptive control module, and a dynamic adjustment module. The data acquisition module collects comfort-related parameters in real time and includes temperature, humidity, vibration, noise, and air quality sensors. The air quality sensors include carbon dioxide, carbon monoxide, ozone, and PM2.5 concentration meters. Comfort-related parameters include cabin noise, vibration intensity, temperature, humidity, and an air quality index (AQI). The AQI is calculated based on the concentrations of carbon dioxide, carbon monoxide, ozone, and PM2.5. The adaptive control module includes a central processing unit (CPU), which is connected to the data acquisition module. The CPU has a pre-set mapping relationship between preprocessed parameters and control parameters and outputs the control parameters. The dynamic adjustment module is connected to the adaptive control module and controls the aircraft based on the control parameters.

[0091] The comfort-based eVTOL multi-parameter fusion adaptive control method and device of the present invention have the following beneficial effects:

[0092] 1. This application aims to create an immersive cabin environment that exceeds airworthiness standards and enhances passenger comfort through active noise suppression, vibration frequency elimination, precise temperature and humidity control, and dynamic optimization of air quality.

[0093] 2. This application proposes an intelligent exit mechanism for high-risk operating conditions (such as turbulence / low battery), dynamically optimizing comfort while ensuring safety throughout the entire flight envelope, and resolving the contradiction between eVTOL safety and comfort.

[0094] 3. The hierarchical ventilation strategy of this application reduces air conditioning energy consumption, vibration suppression extends the life of the unit, and combined with the high-end service capabilities of environmental compliance rate, the operating cost of a single unit throughout its life cycle is reduced.

[0095] The above embodiments are merely further explanations of the present invention and are not intended to limit the present invention in any other manner. The present invention may also have various other embodiments. Those skilled in the art may make various corresponding modifications and variations based on the present invention without departing from the spirit and substance of the present invention, and such corresponding modifications and variations shall fall within the scope of protection of the present invention.

Claims

1. A comfort-based eVTOL multi-parameter fusion adaptive control method, characterized by: include: S1, obtaining comfort-related parameters in real time, wherein the comfort-related parameters include cabin noise, cabin vibration intensity, cabin temperature, cabin humidity, and cabin air quality index; S2, outputting control parameters based on the comfort-related parameters and according to a preset mapping relationship, the control parameters including propeller speed adjustment instructions, pitch compensation instructions, and cabin air conditioning and ventilation system control instructions; S3 controls the aircraft in real time based on the output control parameters.

2. The comfort-based eVTOL multi-parameter fusion adaptive control method according to claim 1, characterized in that: In S1, the method for obtaining cabin noise includes: setting noise sensors in the cabin personnel activity area to monitor cabin noise in real time, wherein the cabin personnel activity area includes above seats, middle of aisles, and luggage racks; The method for obtaining the cabin vibration intensity includes: installing vibration sensors at human contact points in the cabin and key points of the aircraft structure to monitor the cabin vibration intensity in real time. The human contact points in the cabin and key points of the aircraft structure include seats, bulkheads, floorboards, and luggage racks. The method for obtaining the cabin temperature and the cabin humidity comprises: arranging a plurality of temperature sensors and humidity sensors at different heights and in different areas of the cabin, wherein the plurality of temperature sensors and the plurality of humidity sensors respectively output temperature digital signals and humidity digital signals in real time, and calculating the average temperature and average humidity in the cabin in real time; The method for obtaining the cabin air quality index includes: Real-time monitoring of carbon dioxide concentration, carbon monoxide concentration, ozone concentration and PM2.5 concentration; The cabin air quality index is calculated in real time based on the carbon dioxide concentration, carbon monoxide concentration, ozone concentration and PM2.5 concentration.

3. The comfort-based eVTOL multi-parameter fusion adaptive control method according to claim 1, characterized in that: In S2, based on the comfort-related parameters and according to a preset mapping relationship, the control parameters are output, including noise reduction based on a preset mapping relationship of cabin noise, including the following steps: When the cabin noise exceeds the preset noise threshold, the aircraft's flight phase is determined in real time. If it is in level flight, the next step is entered; otherwise, the process ends. Reduce the engine thrust growth rate, reduce the propeller speed, and increase the pitch angle. Continue to monitor the cabin noise. If the cabin noise still exceeds the noise threshold, proceed to the next step. Otherwise, terminate the process. Superimpose active noise reduction to deal with residual noise.

4. The comfort-based eVTOL multi-parameter fusion adaptive control method according to claim 3 is characterized in that: The noise reduction based on the preset mapping relationship of the cabin noise further includes the following steps: When encountering one or more emergencies, the noise reduction step is exited, and the emergencies include: the battery power is lower than the minimum power, encountering strong turbulence, encountering wind shear, the crosswind intensity is higher than the maximum preset wind speed, and entering an emergency climb condition.

5. The comfort-based eVTOL multi-parameter fusion adaptive control method according to claim 1, characterized in that: In S2, based on the comfort-related parameters and according to a preset mapping relationship, outputting control parameters, including vibration suppression based on a preset mapping relationship of cabin vibration intensity, comprises the following steps: Perform spectrum analysis on the vibration intensity acquired in real time; If the vibration intensity is at a low frequency, it is judged that the vibration comes from the aerodynamic imbalance of the propeller. In this case, the pitch angle of each propeller is independently adjusted through the pitch control mechanism, the propeller speed is adjusted, and the rotation phase angle of the adjacent propellers is adjusted. If the vibration intensity is at the medium frequency, it is determined that the vibration comes from the motor electromagnetic force or gear meshing, so the reverse electromagnetic force is injected to offset the motor order vibration or the torque smoothing control based on the rotor position feedback is performed; If the vibration intensity is at a high frequency, it is judged that the vibration comes from a bearing defect or structural resonance. In this case, adjust the flight angle of attack / roll angle or apply a reverse inertial force between the fuselage and the seat.

6. The comfort-based eVTOL multi-parameter fusion adaptive control method according to claim 5, characterized in that: The vibration suppression based on the preset mapping relationship of the cabin vibration intensity further includes the following steps: When encountering one or more emergencies, the vibration suppression step is exited, and the emergencies include: emergency climbing conditions, failure of the pitch change mechanism, and vibration suppression time exceeding a preset value.

7. The comfort-based eVTOL multi-parameter fusion adaptive control method according to claim 2, characterized in that: In S2, based on the comfort-related parameters and according to a preset mapping relationship, the control parameters are output, including adjusting the temperature and humidity based on a preset mapping relationship between the cabin temperature and the cabin humidity, including the following steps: Real-time comparison of the average temperature in the cabin with the preset maximum or minimum temperature, as well as the average humidity in the cabin with the preset maximum or minimum humidity; When the average temperature in the cabin is higher than the preset maximum temperature or lower than the preset minimum temperature, the air conditioner will automatically adjust the air outlet temperature and air volume until the average temperature in the cabin is lower than the preset maximum temperature or higher than the preset minimum temperature; When the average humidity in the cabin is greater than the preset maximum humidity or less than the preset minimum humidity, the fresh air ratio is automatically adjusted until the average humidity in the cabin is less than the preset maximum humidity or greater than the preset minimum humidity.

8. The comfort-based eVTOL multi-parameter fusion adaptive control method according to claim 2, characterized in that: In S2, based on the comfort-related parameters and according to a preset mapping relationship, outputting control parameters, including ventilation based on a preset mapping relationship of cabin air quality, comprises the following steps: Determine whether the aircraft is in a complete internal loop. If so, proceed to the next step, otherwise exit the process; Calculate the target ventilation interval, target ventilation time, and target external circulation ratio based on the cabin air quality index; The actual ventilation interval is accumulated. If the actual ventilation interval is greater than the target ventilation interval, ventilation is performed based on the target external circulation ratio.

9. The comfort-based eVTOL multi-parameter fusion adaptive control method according to claim 8, characterized in that: The ventilation based on the preset mapping relationship of the cabin air quality further includes the following steps: When the external PM2.5 concentration is greater than the preset maximum PM2.5 concentration, it is forced to enter full internal circulation; When the outside is frozen, the forced external circulation ratio is ≥5%, and the window surface is heated at the same time; When the battery thermally runs away and leaks toxic gases, it is forced to enter a full external circulation; When the actual ventilation interval is greater than the preset maximum ventilation interval, ventilation is forced to be performed based on the target external circulation ratio.

10. A comfort-based eVTOL multi-parameter fusion adaptive control device, characterized in that: include: a data acquisition module for collecting comfort-related parameters in real time. The data acquisition module includes a temperature sensor, a humidity sensor, a vibration sensor, a noise sensor, and an air quality sensor. The air quality sensor includes a carbon dioxide concentration meter, a carbon monoxide concentration meter, an ozone concentration meter, and a PM2.5 concentration meter. The comfort-related parameters include cabin noise, cabin vibration intensity, cabin temperature, cabin humidity, and cabin air quality index. The cabin air quality index is calculated based on carbon dioxide concentration, carbon monoxide concentration, ozone concentration, and PM2.5 concentration; An adaptive control module includes a central processing unit, the central processing unit is connected to the data acquisition module, a mapping relationship between pre-processed parameters and control parameters is preset in the central processing unit, and the central processing unit outputs the control parameters; A dynamic adjustment module is connected to the adaptive control module, and the dynamic adjustment module controls the aircraft based on the control parameters.

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