Self-adaptive adjusting system and method for electric aircraft

Abstract

The invention discloses an electric aircraft self-adaptive adjusting system and method, and belongs to the technical field of electric aircrafts, the electric aircraft self-adaptive adjusting system comprises an electric aircraft support assembly, the electric aircraft support assembly is provided with a plurality of rotor wing supporting rods, and the rotor wing supporting rods are arranged at intervals; the number of the air leakage plates is multiple, the multiple air leakage plates and the multiple rotor wing supporting rods are arranged in a one-to-one correspondence mode, and the air leakage plates are movably connected with the rotor wing supporting rods; a frame foot; a control assembly; a driving motor; and the sensor is used for acquiring current wind speed data. Wind speed data are obtained in real time through the sensor, the control assembly drives the wind leakage plate to adjust the angle to optimize airflow and drives the rack feet to adjust the state to adapt to the ground, the landing stability and safety of the electric aircraft under different wind conditions are effectively improved, the adaptability of the electric aircraft to the complex environment is enhanced, meanwhile, the structural design is compact, and the cost is low. Cooperative work of all the components is efficient and reliable.

Description

Technical Field

[0001] The invention discloses an electric aircraft self-adaptive adjustment system and method, belonging to the technical field of electric aircraft. Background Art

[0002] Existing electric aircraft face multiple challenges in flight stability in complex wind environments. Their traditional support structures are mostly fixed and unable to adjust the overall force distribution according to real-time airflow changes. This makes them prone to problems such as fuselage sway and attitude deviation when encountering sudden wind conditions such as gusts and turbulence. Airflow control around the rotor lacks a flexible adjustment mechanism, and the fixed airflow guide structure struggles to cope with airflow disturbances caused by varying wind speeds and directions, resulting in unstable rotor lift, especially when switching between high- and low-speed winds. The landing gear, a key component in contact with the ground, has a fixed support angle and height design, making it difficult to adapt to rugged or uneven terrain during takeoff and landing. It also creates additional drag during flight due to airflow impact, further affecting the aircraft's stability. More importantly, existing systems lack a mechanism to link real-time sensing of environmental parameters such as wind speed with structural response, preventing immediate feedback from environmental monitoring to structural adjustments. This results in the aircraft remaining in a passive state in complex wind conditions, significantly limiting its ability to safely fly and operate reliably in changing weather conditions. Summary of the Invention

[0003] The purpose of the present invention is to solve the problems of poor flight stability and insufficient wind resistance caused by wind speed changes during the flight of electric aircraft, as well as poor adaptability of the landing gear to different ground environments. An electric aircraft adaptive adjustment system and method are proposed.

[0004] The technical solutions of the present invention are as follows: According to a first aspect of the present invention, an electric aircraft adaptive adjustment system is provided, comprising: an electric aircraft support assembly, the electric aircraft support assembly having a plurality of rotor support rods, the plurality of rotor support rods being arranged at intervals; a plurality of air leakage plates, the plurality of air leakage plates being arranged in a one-to-one correspondence with the plurality of rotor support rods, the air leakage plates being movably connected to the rotor support rods; a frame foot, the frame foot being arranged below the electric aircraft support assembly, the plurality of frame feet being movably connected to the electric aircraft support assembly; a control assembly, the control assembly having an input end, a first output end, and a second output end, the first output end being arranged in a one-to-one correspondence with the plurality of air leakage plates, each first output end being movably connected to a corresponding air leakage plate, the second output end being arranged in a one-to-one correspondence with the plurality of frame feet, the second output end being movably connected to the frame foot; a drive motor, a fixed seat of the drive motor being connected to the electric aircraft support assembly, an actuator end of the drive motor being movably connected to the input end; and a plurality of sensors, the plurality of sensors being arranged in an interval, the plurality of sensors being respectively connected to the electric aircraft support assembly, the sensors being used to obtain current wind speed data.

[0005] Furthermore, the electric aircraft bracket assembly includes: an electric aircraft bracket platform, a plurality of rotor support rods arranged at intervals along the circumference of the electric aircraft bracket platform, and one end of each rotor support rod is respectively connected to the electric aircraft bracket platform; a support column, the support column includes a plurality of columns, the plurality of columns are arranged at intervals, the plurality of columns are arranged in a one-to-one correspondence with the frame feet, and each column is movably connected to one end of the frame foot.

[0006] Furthermore, a mounting groove is provided on the rotor support rod, and one end of the air discharge plate is hinged to the inner wall of the mounting groove.

[0007] Furthermore, the control component includes: a screw, one end of the screw is connected to the execution end of the drive motor; a drive frame, the drive frame is sleeved on the screw, the drive frame is threadedly connected to the screw, the drive frame includes multiple connecting ends, and the multiple connecting ends are arranged one-to-one with the multiple air discharge plates; a connecting pipe, the connecting pipe includes multiple, the multiple connecting pipes are arranged one-to-one with the multiple connecting ends, and the first end of each connecting pipe is connected to the drive frame by plugging; a driving rod, the first end of the driving rod is vertically fixed to one end of the air discharge plate, and the second end of the connecting pipe is hinged to the middle part of the driving rod; a propulsion block, the propulsion block is sleeved on the screw, and the propulsion block is threadedly connected to the screw; a pushing rod, the first end of the pushing rod is hinged to one end of the propulsion block, and the second end of the pushing rod is hinged to one end of the frame foot.

[0008] Furthermore, the control component also includes: a limit rod, the first end of the limit rod is hinged to the second end of the drive rod; a slider, a slide rail is provided on the side of the rotor support rod, the slider is slidably connected to the slide rail, and the second end of the limit rod is hinged to the slider.

[0009] According to a second aspect of the present invention, there is provided an electric aircraft adaptive adjustment method, which is applied to the electric aircraft adaptive adjustment system of the first aspect, comprising: obtaining current wind speed data in response to a landing signal of the electric aircraft; making a judgment based on the current wind speed data using a preset wind speed threshold to obtain a judgment result; and generating a control instruction set in response to the judgment result that the current wind speed data is greater than the preset wind speed threshold, the control instruction set being used to control the drive motor to perform the corresponding target action.

[0010] Furthermore, the electric aircraft adaptive adjustment method also includes: in response to the judgment result that the current wind speed data is less than or equal to the preset wind speed threshold, the frame feet and the air leakage plate maintain the current position and perform the landing action.

[0011] Furthermore, in response to the judgment result that the current wind speed data is greater than the preset wind speed threshold, a control instruction set is generated, including: in response to the judgment result that the current wind speed data is greater than the preset wind speed threshold, a control instruction set is generated to obtain current posture data; based on the current posture data, the current center of gravity offset is obtained; based on the current center of gravity offset and the current wind speed data, the rotation angle of the air vent plate and the rotation angle of the frame foot are determined; based on the rotation angle of the air vent plate, the moving distance of the drive frame is determined; based on the rotation angle of the frame foot, the moving distance of the propulsion block is determined; based on the moving distance of the drive frame and the moving distance of the propulsion block, the minimum moving distance is obtained; based on the minimum moving distance, a control instruction set is generated.

[0012] Furthermore, based on the rotation angle of the air discharge plate, determining the moving distance of the drive frame includes: Based on the rotation angle of the air vent plate, the moving distance of the drive frame is determined by formula (1): (1); in: S is the moving distance of the drive frame, r The distance between the hinge point between one end of the air discharge plate and the inner wall of the mounting groove and the hinge point between the second end of the connecting pipe and the middle of the driving rod; θ is the rotation angle of the air vent plate, α is the angle between the screw and the vertical direction.

[0013] Furthermore, based on the rotation angle of the frame foot, the moving distance of the propulsion block is determined, including: Based on the rotation angle of the frame foot, the moving distance of the propulsion block is determined by formula (2): (2); in, is the moving distance of the propulsion block, L is the equivalent length of the rack foot; is the angle between the initial rack foot and the vertical direction, The rotation angle of the rack foot.

[0014] The beneficial effects of the present invention are: The present invention provides an adaptive adjustment system and method for an electric aircraft. By acquiring wind speed data in real time through sensors, the control component drives the air vent plates to adjust their angles to optimize airflow and drives the frame feet to adjust their states to adapt to the ground. This effectively improves the landing stability and safety of the electric aircraft under different wind conditions and enhances its adaptability to complex environments. At the same time, the structural design is compact and the components work together efficiently and reliably.

[0015] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a structural diagram of a first embodiment of an adaptive adjustment system for an electric aircraft according to an exemplary embodiment.

[0017] Figure 2 It is a structural diagram of a second embodiment of an adaptive adjustment system for an electric aircraft according to an exemplary embodiment.

[0018] Figure 3 The figure is a partial structural diagram of an adaptive adjustment system for an electric aircraft according to an exemplary embodiment.

[0019] Figure 4 The figure is a partial structural diagram of an adaptive adjustment system for an electric aircraft according to an exemplary embodiment.

[0020] Figure 5 The present invention is a flowchart showing an adaptive adjustment method for an electric aircraft according to an exemplary embodiment.

[0021] Figure 6 The figure is a partial structural diagram of an adaptive adjustment system for an electric aircraft according to an exemplary embodiment.

[0022] Figure 7 The figure is a partial structural diagram of an adaptive adjustment system for an electric aircraft according to an exemplary embodiment. DETAILED DESCRIPTION

[0023] The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described are only some embodiments of the present invention, not all embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0024] In the description of the present invention, it should be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside", etc., indicating directions or positional relationships, are based on the directions or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they cannot be understood as limiting the present invention.

[0025] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0026] Example 1: Figure 1 、 Figure 2 、 Figure 3 and Figure 4 As shown, an electric aircraft adaptive adjustment system according to an exemplary embodiment includes: an electric aircraft bracket assembly 10, the electric aircraft bracket assembly 10 has a plurality of rotor support rods 102, and the plurality of rotor support rods 102 are arranged at intervals; an air discharge plate 30, the air discharge plate 30 includes a plurality of air discharge plates 30, and the plurality of air discharge plates 30 are arranged in a one-to-one correspondence with the plurality of rotor support rods 102, and the air discharge plates 30 are movably connected to the rotor support rods 102; a frame foot 50, the frame foot 50 is arranged below the electric aircraft bracket assembly 10, the frame foot 50 includes a plurality of, and the plurality of frame feet 50 are movably connected to the electric aircraft bracket assembly 10; a control component 40, the control component 40 has an input end, a first Output end and second output end, the first output end includes multiple, multiple first output ends are arranged in one-to-one correspondence with multiple air discharge plates 30, each first output end is movably connected to the corresponding air discharge plate 30, the second output end includes multiple, multiple second output ends are arranged in one-to-one correspondence with multiple frame feet 50, the second output end is movably connected to the frame feet 50; drive motor 60, the fixing seat of drive motor 60 is connected to the electric aircraft bracket assembly 10, the execution end of drive motor 60 is movably connected to the input end; sensor 20, the sensor 20 includes multiple, multiple sensors 20 are arranged at intervals, multiple sensors 20 are respectively connected to the electric aircraft bracket assembly 10, and the sensor 20 is used to obtain current wind speed data.

[0027] In this embodiment, the electric aircraft support assembly 10 serves as the core support structure. Its multiple, spaced-apart rotor support rods 102 provide a stable foundation for the entire system. Furthermore, by cooperating with multiple, one-to-one, and flexibly connected air vents 30, the vents 30 can be flexibly adjusted according to actual needs, effectively optimizing airflow around the rotors and reducing the impact of airflow interference on flight. Multiple frame feet 50, positioned below and flexibly connected to the electric aircraft support assembly 10, provide flexible adaptation to varying ground conditions. Whether navigating rough terrain during takeoff and landing, or reducing additional drag caused by airflow impact during flight, they effectively ensure aircraft stability.

[0028] The control assembly 40, with multiple first output terminals flexibly connected to the multiple air vents 30 and multiple second output terminals flexibly connected to the multiple frame feet 50, precisely controls the adjustment of the air vents 30 and frame feet 50, achieving precise control over airflow optimization and ground adaptation. The drive motor 60's mounting base is connected to the electric aircraft support assembly 10, and its actuator terminal is flexibly connected to the input terminal of the control assembly 40. This provides stable power for system regulation while preventing interference with other components, ensuring independent operation of each component. Multiple sensors 20, spaced apart and connected to the electric aircraft support assembly 10, provide real-time and comprehensive wind speed data, providing an accurate basis for the control assembly 40 to issue adjustment commands. This allows the entire system to adaptively adjust to wind speed changes, significantly improving the landing stability and safety of the electric aircraft in complex wind conditions.

[0029] Furthermore, the electric aircraft bracket assembly 10 includes: an electric aircraft bracket platform 101, a plurality of rotor support rods 102 arranged at intervals along the circumference of the electric aircraft bracket platform 101, and one end of each rotor support rod 102 is respectively connected to the electric aircraft bracket platform 101; a pillar 105, the pillar 105 includes a plurality of pillars 105, the plurality of pillars 105 are arranged at intervals, the plurality of pillars 105 are arranged in a one-to-one correspondence with the frame feet 50, and each pillar 105 is movably connected to one end of the frame foot 50.

[0030] In this embodiment, the electric aircraft support platform 101 serves as the foundational support structure, providing a stable mounting base for the entire assembly and associated components. Multiple rotor support rods 102 are spaced circumferentially along the platform 101, each connected to the platform at one end. This design not only evenly distributes force on the rotor support rods 102, enhancing the stability of the rotor system, but also allows for more precise one-to-one coordination with the aforementioned multiple air vents 30, ensuring that the air vents 30 can more effectively affect the airflow around the rotors during adjustment, further optimizing the airflow environment. Multiple struts 105 in the assembly are spaced apart and correspond to the frame legs 50. Each strut 105 is also movably connected to one end of the frame legs 50. This structure not only provides a reliable connection point for the frame legs 50, but also ensures sufficient flexibility when the frame legs 50 need to adjust their posture to adapt to different ground conditions, allowing for smoother adjustment.

[0031] In an exemplary embodiment, a mounting slot 103 is provided on the rotor support rod 102 , and one end of the air discharge plate 30 is hinged to the inner wall of the mounting slot 103 . The mounting groove 103 can provide precise positioning space for the connection of the air vent plate 30, avoiding position deviation of the air vent plate 30 during installation, and ensuring that multiple air vent plates 30 can be accurately matched with the corresponding rotor support rod 102. The hinged connection method not only achieves a stable and non-loose connection between the air vent plate 30 and the rotor support rod 102, but also effectively withstands the force generated by the air vent plate 30 during the adjustment process and under the impact of airflow, preventing components from falling off or being damaged. It also allows the air vent plate 30 to flexibly rotate around the hinge point on the inner wall of the mounting groove 103. According to the wind speed data obtained by the sensor 20, multi-angle, fast and precise angle adjustment can be achieved under the drive of the control component 40. Whether it is necessary to quickly adjust the angle of the air vent plate 30 to cope with sudden gusts of wind and the size of the air passing through the mounting groove 103 to guide the airflow, thereby optimizing the airflow environment and reducing airflow interference, providing strong protection for the flight stability of the electric aircraft in complex wind fields.

[0032] In this embodiment, the control component 40 includes: a screw 406, one end of which is connected to the execution end of the drive motor 60; a drive frame 404, which is sleeved on the screw 406 and is threadedly connected to the screw 406. The drive frame 404 includes a plurality of connection ends, and the plurality of connection ends are arranged in a one-to-one correspondence with the plurality of air discharge plates 30; a connecting pipe 403, which includes a plurality of connection pipes 403, and the plurality of connection pipes 403 are arranged in a one-to-one correspondence with the plurality of connection ends, and each connecting pipe 40 3 is connected to the driving frame 404 by plugging; a driving rod 408, a first end of the driving rod 408 is vertically fixed to one end of the air discharge plate 30, and the second end of the connecting pipe 403 is hinged to the middle part of the driving rod 408; a pushing block 405, the pushing block 405 is sleeved on the screw 406, and the pushing block 405 is threadedly connected to the screw 406; a pushing rod 407, a first end of the pushing rod 407 is hinged to one end of the pushing block 405, and a second end of the pushing rod 407 is hinged to one end of the frame foot 50.

[0033] The present embodiment uses the power of the driving motor 60 to be precisely transmitted to the adjusting component, and the driving frame 404, which is sleeved on the screw 406 and threadedly connected thereto, can achieve stable linear movement through the rotation of the screw 406. The multiple connection ends of the driving frame 404 correspond one-to-one to the multiple air discharge plates 30, and cooperate with the connecting tube 403 connected thereto by plugging and pulling at each connection end, which can not only ensure the flexibility of the connection but also transmit the driving force. The second end of the connecting tube 403 is hinged to the middle part of the driving rod 408 vertically fixed at one end of the air discharge plate 30. This multi-component linkage structure can convert the linear motion of the driving frame 404 into the rotation of the driving rod 408, thereby driving the air discharge plate 30 to precisely adjust the angle around the hinge point on the inner wall of the mounting groove 103 of the rotor support rod 102, thereby avoiding manual adjustment errors. At the same time, the propulsion block 405, which is sleeved on the screw 406 and threadedly connected thereto, is hinged to one end of the propulsion block 405 through the first end of the push rod 407 and the second end to the frame foot 50. The hinged design near one end can synchronously transmit the power of the screw 406 to the frame foot 50, achieving coordinated adjustment of the air vent plate 30 and the frame foot 50 without the need for an additional power source. This simplifies the structure and improves the synchronization of adjustment. After the sensor 20 obtains wind speed data, the control component 40 can drive the relevant components to respond quickly, further ensuring the stability of the electric aircraft in complex environments.

[0034] Furthermore, the control component 40 also includes: a limit rod 402, the first end of the limit rod 402 is hinged to the second end of the drive rod 408; a slider 401, a slide rail 104 is provided on the side of the rotor support rod 102, the slider 401 is slidably connected to the slide rail 104, and the second end of the limit rod 402 is hinged to the slider 401.

[0035] In this embodiment, the first end of the limit rod 402 is hinged to the second end of the drive rod 408, and the second end is hinged to the slider 401, and the slider 401 is slidably connected to the slide rail 104 set on the side of the rotor support rod 102. This linkage structure can first provide stable constraints and guidance for the rotation of the drive rod 408, thereby preventing the drive rod 408 from driving the air discharge plate 30 to adjust the angle around the hinge point on the inner wall of the installation groove 103 of the rotor support rod 102 due to airflow impact or power transmission fluctuations. It ensures that the drive rod 408 always drives the air discharge plate 30 to accurately adjust the angle along the preset trajectory, effectively improving the accuracy of the angle adjustment of the air discharge plate 30.

[0036] Example 2: Figure 5 According to an exemplary embodiment, an adaptive adjustment method for an electric aircraft is implemented by a terminal, which includes at least a CPU. The method includes: Step S101, in response to the electric aircraft landing signal, obtaining current wind speed data; In step S101, when the electric aircraft receives a landing command (such as a ground remote control command or a landing program command generated by the autonomous flight system) and triggers a landing signal, the system immediately enters the landing preparation phase. In response to the landing signal, multiple spaced sensors 20 connected to the electric aircraft's support assembly 10 are activated and begin collecting wind speed data. These sensors 20, as core components for wind speed sensing, are spaced to cover wind fields in different directions around the electric aircraft, avoiding data bias caused by localized airflow turbulence in a single sensor. For example, sensors 20 located at the front and rear ends of the electric aircraft's support assembly 10 and near the rotor support rods 102 on both sides can collect wind speed data from the aircraft's nose, the tail turbulence zone, and the key airflow areas around the rotors, ensuring comprehensive spatial wind speed information. During the data collection process, Sensor 20 captures parameters such as airflow velocity and wind direction at its location in real time. It then converts this raw data into electrical signals recognizable by the terminal through a built-in data transmission module. To ensure data accuracy, Sensor 20 automatically filters out interference signals caused by the aircraft's own attitude adjustments, retaining only the true ambient wind speed data. Furthermore, to account for potential transient fluctuations in wind speed during landing, Sensor 20 acquires data in a high-frequency mode to avoid missing information about unexpected wind conditions.

[0037] Step S102, based on the current wind speed data, a judgment is made using a preset wind speed threshold to obtain a judgment result; In step S102, after the sensor 20 transmits the collected and preliminarily processed current wind speed data to the terminal, the terminal will call the internal preset wind speed threshold judgment module and start the threshold comparison process. The preset wind speed threshold is a parameter written into the system in advance based on the electric aircraft landing safety standard, covering judgment indicators of different dimensions. The terminal will compare the integrated and corrected current wind speed data with the above-mentioned preset threshold value to generate an accurate judgment result: when the judgment result is that the current wind speed data is less than or equal to the preset wind speed threshold, it means that the current wind field environment is within the allowable range for safe landing of the electric aircraft. At this time, the control component 40 will not send an adjustment instruction to the drive motor 60, but will maintain the current support angle and height state of the frame foot 50, the previously adapted flight attitude retracted state or pre-landing expanded state, while maintaining the current angle position of the air vent plate 30, such as the closed angle or slight diversion angle maintained to reduce flight resistance, to ensure that all components can cooperate stably without additional adjustment; then the terminal will send a landing execution instruction to the power system of the electric aircraft, control the rotor speed to gradually decrease, drive the fuselage to slowly descend, and at the same time, through the movable connection structure of the frame foot 50, adaptively fine-tune when touching the ground to ensure a smooth landing. If the current wind speed data exceeds the preset wind speed threshold, indicating that the current wind field may interfere with landing stability, the terminal immediately initiates the adjustment instruction generation process. Based on the specific parameters of the current wind speed data, a corresponding instruction set for controlling the drive motor 60 is generated. This ensures that subsequent adjustments can accurately address wind field interference and create conditions for a safe landing. The entire instruction set generation process strictly links the current wind speed data with the component adjustment requirements, ensuring that each step of the drive motor 60 can specifically address the wind field problem and ensure landing safety.

[0038] Step S103: In response to the judgment result that the current wind speed data is greater than the preset wind speed threshold, a control instruction set is generated, and the control instruction set is used to control the drive motor to perform the corresponding target action. In step S103, when the terminal determines that the current wind speed data exceeds the preset wind speed threshold, it first initiates the initial instruction set generation process. Based on the current wind speed data transmitted by sensor 20, a preliminary instruction set framework for controlling the drive motor 60 is generated. This framework preliminarily identifies the required adjustment of the air vent plate 30 and frame leg 50, as well as the adjustment direction. Simultaneously, it triggers the electric aircraft's attitude sensor to acquire current attitude data. This attitude data includes key parameters such as fuselage tilt angle, rotor speed, fuselage height, and real-time center of gravity coordinates. This data intuitively reflects the degree of interference with the aircraft's attitude due to strong winds. For example, if a crosswind causes the fuselage to roll 5°, the attitude data will accurately record the tilt angle and the corresponding center of gravity offset direction, providing a basis for subsequent precise adjustments. After obtaining the current attitude data, the terminal will call the internal center of gravity calculation module. Based on the preset aircraft center of gravity model, it compares the current center of gravity coordinates with the reference center of gravity coordinates in the standard landing attitude to calculate the current center of gravity offset. This offset is directly related to the adjustment requirements of the air vent plate 30 and the frame foot 50. For example, the left center of gravity offset requires adjusting the angle of the right air vent plate 30 to increase lift and appropriately lowering the height of the left frame foot 50 to balance the center of gravity. The terminal then performs a multi-dimensional coupled calculation based on the current center of gravity offset and wind speed data. Using a pre-set adjustment algorithm, such as a PID control algorithm (including parameters such as proportional, integral, and differential coefficients), the terminal determines the rotation angles of the air vents 30 and the frame legs 50. For example, when the crosswind speed is 10 m / s and the center of gravity is shifted 5 cm to the left, the algorithm calculates that the windward air vents 30 need to be rotated 15° clockwise to direct airflow and reduce drag, while the leeward air vents 30 need to be rotated 10° counterclockwise to increase local lift. Simultaneously, the left frame leg 50 needs to be rotated downward 8° to shorten the support length and lower the left fuselage height by 2 cm, while the right frame leg 50 needs to be rotated upward 5° to extend the support length and raise the right fuselage height by 1 cm. This synergistic effect of the air vents regulating airflow and the frame legs regulating support height counteracts the crosswind's influence on attitude and corrects the center of gravity offset. like Figure 6 and 7 As shown, after determining the rotation angle between the air vent plate 30 and the rack foot 50, the terminal converts the angle parameter into the displacement parameter of the driving component: Based on the rotation angle of the air vent plate 30, the moving distance of the driving frame 404 is determined by formula (1): (1); in: S is the moving distance of the driving frame 404, r The distance between the hinge point between one end of the air discharge plate 30 and the inner wall of the mounting groove 103 and the middle hinge point between the second end of the connecting pipe 403 and the driving rod 408; θ The air vent plate rotates 30 degrees. α is the angle between the screw 406 and the vertical direction.

[0039] Based on the rotation angle of the frame foot 50, the moving distance of the propulsion block 405 is determined by formula (2): (2); in, The moving distance of the propulsion block 405, Equivalent length of 50mm rack feet; is the initial angle between the frame foot 50 and the vertical direction, The rack foot has a 50° rotation angle.

[0040] Finally, the control component 40 generates a complete and precise set of instructions for controlling the drive motor 60 based on the minimum travel distance, the final movement parameters of the drive frame 404 and propulsion block 405, and the target adjustment angle of the air vent plate 30 and the frame leg 50. This instruction set specifies the rotation direction, angle, and speed of the drive motor 60, as well as the trigger conditions for real-time feedback during the adjustment process. Ultimately, this instruction set drives the drive motor 60 and drives the relevant components, achieving precise response to strong wind interference and laying the foundation for the electric aircraft's safe landing.

[0041] Although the embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and exemplary embodiments. They can be applied to a variety of fields suitable for the present invention. Further modifications will be readily apparent to those skilled in the art. Therefore, the present invention is not limited to the specific details and illustrations shown and described herein without departing from the general concept defined by the claims and their equivalents.

Claims

1. An adaptive adjustment system for an electric aircraft, characterized in that: include: An electric aircraft bracket assembly (10), the electric aircraft bracket assembly (10) having a plurality of rotor support rods (102), the plurality of rotor support rods (102) being arranged at intervals; An air discharge plate (30), the air discharge plate (30) comprising a plurality of air discharge plates (30), the plurality of air discharge plates (30) being arranged in a one-to-one correspondence with the plurality of rotor support rods (102), the air discharge plates (30) being movably connected to the rotor support rods (102); A frame foot (50), the frame foot (50) being arranged below the electric aircraft support assembly (10), the frame foot (50) comprising a plurality of frames, and the plurality of frame feet (50) being movably connected to the electric aircraft support assembly (10); A control component (40), the control component (40) having an input end, a first output end, and a second output end, the first output end including a plurality of the first output ends, the plurality of the first output ends being arranged in a one-to-one correspondence with the plurality of the air discharge plates (30), each of the first output ends being movably connected to the corresponding air discharge plate (30), the second output end including a plurality of the second output ends, the plurality of the second output ends being arranged in a one-to-one correspondence with the plurality of the rack feet (50), the second output end being movably connected to the rack feet (50); A drive motor (60), wherein a fixing seat of the drive motor (60) is connected to the electric aircraft bracket assembly (10), and an execution end of the drive motor (60) is movably connected to the input end; A sensor (20), comprising a plurality of sensors (20), the plurality of sensors (20) being arranged at intervals, the plurality of sensors (20) being respectively connected to the electric aircraft support assembly (10), and the sensors (20) being used to obtain current wind speed data.

2. The electric aircraft adaptive adjustment system according to claim 1, characterized in that: The electric aircraft bracket assembly (10) comprises: An electric aircraft support platform (101), wherein a plurality of rotor support rods (102) are arranged at intervals along the circumference of the electric aircraft support platform (101), and one end of each rotor support rod (102) is respectively connected to the electric aircraft support platform (101); The support (105) includes a plurality of support pillars (105), the plurality of support pillars (105) are arranged at intervals, the plurality of support pillars (105) are arranged in a one-to-one correspondence with the frame foot (50), and each support pillar (105) is movably connected to one end of the frame foot (50).

3. The electric aircraft adaptive adjustment system according to claim 2, characterized in that: A mounting groove (103) is provided on the rotor support rod (102), and one end of the air discharge plate (30) is hinged to the inner wall of the mounting groove (103).

4. The electric aircraft adaptive adjustment system according to claim 3, characterized in that: The control component (40) includes: a screw rod (406), one end of the screw rod (406) being connected to the execution end of the drive motor (60); A driving frame (404), the driving frame (404) being sleeved on the screw rod (406), the driving frame (404) being threadedly connected to the screw rod (406), the driving frame (404) comprising a plurality of connecting ends, the plurality of connecting ends being arranged in a one-to-one correspondence with the plurality of air discharge plates (30); A connecting tube (403), comprising a plurality of connecting tubes (403), the plurality of connecting tubes (403) being arranged in a one-to-one correspondence with the plurality of connecting ends, the first end of each connecting tube (403) being connected to the driving frame (404) by plugging and pulling; A driving rod (408), wherein a first end of the driving rod (408) is vertically fixed to one end of the air discharge plate (30), and a second end of the connecting pipe (403) is hinged to a middle portion of the driving rod (408); A propulsion block (405), the propulsion block (405) being sleeved on the screw rod (406), the propulsion block (405) being threadedly connected to the screw rod (406); A push rod (407), wherein a first end of the push rod (407) is hinged to one end of the propulsion block (405), and a second end of the push rod (407) is hinged to a portion of the frame foot (50) near one end.

5. The electric aircraft adaptive adjustment system according to claim 4, characterized in that: The control component (40) further includes: a limiting rod (402), wherein a first end of the limiting rod (402) is hinged to a second end of the driving rod (408); A slider (401) is provided with a slide rail (104) on the side of the rotor support rod (102), the slider (401) is slidably connected to the slide rail (104), and the second end of the limiting rod (402) is hinged to the slider (401).

6. An electric aircraft adaptive adjustment method, applied to the electric aircraft adaptive adjustment system according to any one of claims 1 to 5, characterized in that: include: acquiring current wind speed data in response to the electric aircraft landing signal; Based on the current wind speed data, a judgment is made using a preset wind speed threshold to obtain a judgment result; In response to the judgment result that the current wind speed data is greater than the preset wind speed threshold, a control instruction set is generated, and the control instruction set is used to control the drive motor (60) to perform a corresponding target action.

7. The electric aircraft adaptive adjustment method according to claim 6, characterized in that: The electric aircraft adaptive adjustment method further includes: In response to the judgment result that the current wind speed data is less than or equal to the preset wind speed threshold, the frame foot (50) and the air discharge plate (30) maintain their current positions and perform a descending action.

8. The electric aircraft adaptive adjustment method according to claim 6, characterized in that: In response to the judgment result that the current wind speed data is greater than the preset wind speed threshold, generating a control instruction set, including: In response to the judgment result that the current wind speed data is greater than the preset wind speed threshold, generating a control instruction set to obtain current posture data; Based on the current posture data, obtaining a current center of gravity offset; Determining a rotation angle of the air discharge plate (30) and a rotation angle of the frame foot (50) based on the current center of gravity offset and the current wind speed data; Determining a moving distance of the driving frame (404) based on the rotation angle of the air discharge plate (30); Determining the moving distance of the propulsion block (405) based on the rotation angle of the frame foot (50); Based on the moving distance of the driving frame (404) and the moving distance of the propulsion block (405), a minimum moving distance is obtained; Based on the minimum moving distance, the control instruction set is generated.

9. The electric aircraft adaptive adjustment method according to claim 8, characterized in that: Determining the moving distance of the driving frame (404) based on the rotation angle of the air discharge plate (30) includes: Based on the rotation angle of the air discharge plate (30), the moving distance of the driving frame (404) is determined by formula (1): （1）； in: S is the moving distance of the driving frame (404), r The distance from the hinge point between one end of the air discharge plate (30) and the inner wall of the mounting groove (103) to the middle hinge point between the second end of the connecting pipe (403) and the driving rod (408); θ is the rotation angle of the air discharge plate (30), α is the angle between the screw (406) and the vertical direction.

10. The electric aircraft adaptive adjustment method according to claim 8, characterized in that: Determining the moving distance of the propulsion block (405) based on the rotation angle of the frame foot (50) includes: Based on the rotation angle of the frame foot (50), the moving distance of the propulsion block (405) is determined by formula (2): （2）； in, is the moving distance of the propulsion block (405), is the equivalent length of the frame foot (50); is the angle between the initial frame foot (50) and the vertical direction, The rotation angle of the rack foot (50).

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