An electric aircraft adaptive regulation system and method

Abstract

This invention discloses an adaptive adjustment system and method for electric aircraft, belonging to the field of electric aircraft technology. It includes: an electric aircraft support assembly with multiple rotor support rods spaced apart; multiple venting plates, each corresponding to one of the rotor support rods and movably connected to them; frame feet; a control component; a drive motor; and sensors for acquiring current wind speed data. This invention uses sensors to acquire wind speed data in real time, and the control component drives the venting plates to adjust their angle to optimize airflow and the frame feet to adjust their position to adapt to the ground. This effectively improves the landing stability and safety of the electric aircraft under different wind conditions, enhances its adaptability to complex environments, and features a compact structure with efficient and reliable collaborative operation of all components.

Description

Technical Field

[0001] This invention discloses an adaptive adjustment system and method for electric aircraft, belonging to the field of electric aircraft technology. Background Technology

[0002] Existing electric aircraft face multiple flight stability challenges in complex wind fields: their traditional support structures are mostly fixed in shape, unable to adjust the overall force distribution according to real-time airflow changes, and are prone to problems such as fuselage swaying and attitude deviation when encountering sudden wind conditions such as gusts and turbulence; the airflow control around the rotor lacks a flexible adjustment mechanism, and the fixed airflow guidance structure is difficult to cope with airflow interference from different wind speeds and directions, resulting in unstable rotor lift, especially when switching between high and low speed wind fields, which is prone to sudden lift changes; the landing gear, as a key component in contact with the ground, has a fixed support angle and height design, which not only makes it difficult to adapt to rough or uneven ground during takeoff and landing, but also generates additional drag due to airflow impact during flight, further affecting the stability of the aircraft; more importantly, existing systems lack a linkage mechanism between real-time perception of environmental parameters such as wind speed and structural response, and cannot achieve instant feedback from environmental monitoring to structural adjustment, causing the aircraft to always be in a passive response state in complex wind fields, which greatly limits its safe flight capability and operational reliability under variable weather conditions. Summary of the Invention

[0003] The purpose of this invention is to solve the problems of poor flight stability, insufficient wind resistance, and poor adaptability of landing gear to different ground environments caused by wind speed changes during the flight of electric aircraft, and to propose an adaptive adjustment system and method for electric aircraft.

[0004] The technical solution of the present invention is as follows:

[0005] According to a first aspect of the present invention, an adaptive adjustment system for an electric aircraft is provided, comprising: an electric aircraft support assembly having a plurality of rotor support rods spaced apart; multiple air vents corresponding to a plurality of rotor support rods, the air vents being movably connected to the rotor support rods; multiple frame feet disposed below the electric aircraft support assembly, the multiple frame feet being movably connected to the electric aircraft support assembly; a control assembly having an input terminal, a first output terminal, and a second output terminal, the multiple first output terminals corresponding to a plurality of air vents, each first output terminal being movably connected to a corresponding air vent, the multiple second output terminals corresponding to a plurality of frame feet, the second output terminals being movably connected to the frame feet; a drive motor having a mounting base connected to the electric aircraft support assembly, the drive motor's actuator being movably connected to the input terminal; and multiple sensors spaced apart, the multiple sensors being respectively connected to the electric aircraft support assembly, the sensors being used to acquire current wind speed data.

[0006] Furthermore, the electric aircraft support assembly includes: an electric aircraft support platform, multiple rotor support rods arranged at intervals along the circumference of the electric aircraft support platform, one end of each rotor support rod being connected to the electric aircraft support platform; and multiple struts arranged at intervals, each strut corresponding to a frame foot, with one end of each strut being movably connected to a frame foot.

[0007] Furthermore, the rotor support rod is provided with a mounting groove, and one end of the vent plate is hinged to the inner wall of the mounting groove.

[0008] Furthermore, the control components include: a screw, one end of which is connected to the actuator end of a drive motor; a drive frame, which is sleeved on the screw and threadedly connected to it, the drive frame including multiple connecting ends, each corresponding to a multiple vent plate; a connecting pipe, including multiple connecting pipes, each corresponding to a multiple connecting end, the first end of each connecting pipe being inserted into and removed from the drive frame; a drive rod, the first end of which is perpendicularly fixed to one end of a vent plate, the second end of which is hinged to the middle of the drive rod; a propulsion block, which is sleeved on the screw and threadedly connected to it; and a push rod, the first end of which is hinged to one end of the push rod, the second end of which is hinged to one end of the frame foot.

[0009] Furthermore, the control assembly also includes: a limit rod, the first end of which is hinged to the second end of the drive rod; and 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.

[0010] According to a second aspect of the present invention, an adaptive adjustment method for an electric aircraft is provided, applied to the adaptive adjustment system for an electric aircraft of the first aspect, comprising: acquiring current wind speed data in response to a landing signal of the electric aircraft; making a judgment based on the current wind speed data by means of a preset wind speed threshold, and obtaining 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, wherein the control instruction set is used to control the drive motor to perform a corresponding target action.

[0011] Furthermore, the adaptive adjustment method for electric aircraft also includes: in response to the judgment result that the current wind speed data is less than or equal to a preset wind speed threshold, the frame feet and vents maintain their current positions and perform a landing maneuver.

[0012] Furthermore, in response to the judgment result that the current wind speed data is greater than a preset wind speed threshold, a control command set is generated, including: in response to the judgment result that the current wind speed data is greater than a preset wind speed threshold, a control command set is generated, and the current attitude data is obtained; based on the current attitude 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 vent plate and the rotation angle of the frame feet are determined; based on the rotation angle of the vent plate, the moving distance of the drive frame is determined; based on the rotation angle of the frame feet, 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; and based on the minimum moving distance, a control command set is generated.

[0013] Furthermore, based on the rotation angle of the vent plate, the travel distance of the drive frame is determined, including:

[0014] Based on the rotation angle of the vent plate, the travel distance of the drive frame is determined by formula (1):

[0015] (1);

[0016] in: S The distance traveled by the drive frame. r The distance from the hinge point between one end of the vent plate and the inner wall of the mounting groove to the hinge point between the second end of the connecting pipe and the middle of the drive rod; θ The angle of rotation of the air vent. α It is the angle between the screw and the vertical direction.

[0017] Furthermore, based on the rotation angle of the frame feet, the travel distance of the propulsion block is determined, including:

[0018] Based on the rotation angle of the frame feet, the moving distance of the propulsion block is determined by formula (2):

[0019] (2);

[0020] in, The distance the propulsion block moves. L This is the equivalent length of the frame leg; The initial angle between the frame foot and the vertical direction. This refers to the rotation angle of the frame feet.

[0021] The beneficial effects of this invention are as follows:

[0022] This invention provides an adaptive adjustment system and method for electric aircraft. By acquiring wind speed data in real time through sensors, the system controls components to drive the venting plate to adjust its angle to optimize airflow and drive the frame feet to adjust their state to adapt to the ground. This effectively improves the landing stability and safety of electric aircraft under different wind conditions, enhances its adaptability to complex environments, and features a compact structural design with efficient and reliable collaborative operation of all components.

[0023] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit the invention. Attached Figure Description

[0024] Figure 1 This is a structural diagram illustrating a first embodiment of an adaptive control system for an electric aircraft according to an exemplary embodiment.

[0025] Figure 2 This is a structural diagram illustrating a second embodiment of an adaptive control system for an electric aircraft according to an exemplary embodiment.

[0026] Figure 3 This is a partial structural diagram of an adaptive control system for an electric aircraft according to an exemplary embodiment.

[0027] Figure 4 This is a partial structural diagram of an adaptive control system for an electric aircraft according to an exemplary embodiment.

[0028] Figure 5 This is a flowchart illustrating an adaptive adjustment method for an electric aircraft according to an exemplary embodiment.

[0029] Figure 6 This is a partial structural diagram of an adaptive control system for an electric aircraft according to an exemplary embodiment.

[0030] Figure 7 This is a partial structural diagram of an adaptive control system for an electric aircraft according to an exemplary embodiment. Detailed Implementation

[0031] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0032] In the description of this invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0033] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0034] Example 1: As Figure 1 , Figure 2 , Figure 3 and Figure 4The diagram illustrates an adaptive adjustment system for an electric aircraft according to an exemplary embodiment, comprising: an electric aircraft support assembly 10 having a plurality of rotor support rods 102 spaced apart; multiple venting plates 30 corresponding to each rotor support rod 102, movably connected to the venting plates 30; multiple frame feet 50 disposed below the electric aircraft support assembly 10, movably connected to the multiple frame feet 50; and a control assembly 40 having an input terminal, a first... The system includes multiple first output terminals, each corresponding to a vent plate 30, and each first output terminal is movably connected to its corresponding vent plate 30. It also includes multiple second output terminals, each corresponding to a vent plate 50, and each second output terminal is movably connected to its vent plate 50. A drive motor 60 has a mounting base connected to the electric aircraft support assembly 10, and its actuator is movably connected to its input terminal. Multiple sensors 20 are spaced apart and connected to the electric aircraft support assembly 10. These sensors 20 are used to acquire current wind speed data.

[0035] 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. Simultaneously, through cooperation with multiple corresponding and movably connected air vents 30, the air vents 30 can flexibly adjust their angles according to actual needs, effectively optimizing airflow around the rotor and reducing the impact of airflow interference on flight. Multiple frame feet 50, located below and movably connected to the electric aircraft support assembly 10, can flexibly adapt to different ground environments. Whether dealing with rough terrain during takeoff and landing or reducing additional drag caused by airflow impact during flight, they play a significant role in ensuring aircraft stability.

[0036] The control component 40, with multiple first output terminals corresponding to and movably connected to multiple venting plates 30, and multiple second output terminals corresponding to and movably connected to multiple frame feet 50, can precisely control the adjustment movements of the venting plates 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 is movably connected to the input terminal of the control component 40. This provides stable power for system adjustment while avoiding interference with other components, ensuring that the operation of each component does not affect each other. Multiple spaced sensors 20 connected to the electric aircraft support assembly 10 can acquire real-time and comprehensive current wind speed data, providing accurate basis for the control component 40 to issue adjustment commands. This allows the entire system to adaptively adjust according to wind speed changes, significantly improving the landing stability and safety of the electric aircraft in complex wind field environments.

[0037] Furthermore, the electric aircraft support assembly 10 includes: an electric aircraft support platform 101, a plurality of rotor support rods 102 arranged circumferentially along the electric aircraft support platform 101, one end of each rotor support rod 102 being connected to the electric aircraft support platform 101; and a plurality of struts 105, which are arranged at intervals and correspond one-to-one with the frame feet 50, with each strut 105 being movably connected to one end of the frame feet 50.

[0038] In this embodiment, the electric aircraft support platform 101 serves as the basic load-bearing structure, providing a stable installation reference for the entire assembly and related components. The design of multiple rotor support rods 102 spaced circumferentially along the electric aircraft support platform 101, each connected at one end to the platform, not only allows for even force distribution on the rotor support rods 102, improving the support stability of the rotor system, but also enables a more precise one-to-one correspondence with the previously mentioned multiple venting plates 30. This ensures that the venting plates 30 can more efficiently act on the airflow around the rotor during adjustment, further optimizing the airflow environment. Multiple support pillars 105 in the assembly are spaced apart and correspond one-to-one with the frame feet 50. Each support pillar 105 is also movably connected to one end of the frame foot 50. This structure provides reliable connection support points for the frame feet 50 and ensures that the frame feet 50 have sufficient flexible movement space when adjusting their attitude to adapt to different ground environments, making the adjustment movements of the frame feet 50 smoother.

[0039] In an exemplary embodiment, a mounting groove 103 is provided on the rotor support rod 102, and one end of the vent plate 30 is hinged to the inner wall of the mounting groove 103. The mounting slot 103 provides precise positioning space for the connection of the venting plate 30, preventing the venting plate 30 from shifting during installation. This ensures that multiple venting plates 30 can precisely match the corresponding rotor support rod 102. The hinged connection not only achieves a stable and secure connection between the venting plate 30 and the rotor support rod 102, effectively bearing the force generated by the venting plate 30 during adjustment and under airflow impact, preventing parts from falling off or being damaged, but also allows the venting plate 30 to rotate flexibly around the hinge point on the inner wall of the mounting slot 103. Based on the wind speed data obtained by the sensor 20, the control component 40 can drive multi-angle, fast, and precise angle adjustment. Whether it is to quickly adjust the angle of the venting plate 30 when dealing with sudden gusts or to use the mounting slot 103 to guide airflow through the size of the air, thereby optimizing the airflow environment and reducing airflow interference, this provides strong support for the flight stability of electric aircraft in complex wind fields.

[0040] In this embodiment, the control component 40 includes: a screw 406, one end of which is connected to the actuating end of the drive motor 60; a drive frame 404, which is sleeved on the screw 406 and threadedly connected to the screw 406, the drive frame 404 including multiple connecting ends, each corresponding to a multiple vent plate 30; and multiple connecting pipes 403, each corresponding to a multiple connecting end. The first end of the connecting pipe 403 is connected to the drive frame 404 by a sliding connection; the first end of the drive rod 408 is vertically fixed to one end of the vent plate 30, and the second end of the connecting pipe 403 is hinged to the middle of the drive rod 408; the push block 405 is sleeved on the screw 406 and is threadedly connected to the screw 406; the push rod 407 has its first end hinged to one end of the push block 405 and its second end hinged to one end of the frame foot 50.

[0041] In this embodiment, the power of the drive motor 60 is precisely transmitted to the adjustment component. The drive frame 404, which is sleeved on and threadedly connected to the screw 406, can achieve stable linear movement through the rotation of the screw 406. Multiple connection ends of the drive frame 404 correspond one-to-one with multiple vent plates 30. The connecting pipes 403, which are inserted and withdrawable at each connection end, ensure both connection flexibility and drive force transmission. The second end of the connecting pipe 403 is hinged to the middle of the drive rod 408, which is vertically fixed to one end of the vent plate 30. This multi-component linkage structure converts the linear motion of the drive frame 404 into the rotation of the drive rod 408, thereby driving the vent plate 30 to precisely adjust its angle around the hinge point on the inner wall of the rotor support rod 102 mounting groove 103, avoiding errors from manual adjustment. Simultaneously, the push block 405, sleeved on and threadedly connected to the screw 406, is hinged at one end to the push rod 407 and at the other end to the frame foot 50. The hinged design near one end allows the power of the screw 406 to be transmitted to the frame foot 50 simultaneously, enabling coordinated adjustment of the vent plate 30 and the frame foot 50. This eliminates the need for an additional power source, simplifying the structure and improving the synchronization of adjustment. It ensures that after the sensor 20 acquires wind speed data, the control component 40 can drive the relevant parts to respond quickly, further guaranteeing the stability of the electric aircraft in complex environments.

[0042] Furthermore, the control assembly 40 also includes: a limit rod 402, the first end of which is hinged to the second end of the drive rod 408; and a slider 401, on which 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.

[0043] In this embodiment, the first end of the limiting rod 402 is hinged to the second end of the driving rod 408, and the second end is hinged to the slider 401. The slider 401 is slidably connected to the slide rail 104 provided on the side of the rotor support rod 102. This linkage structure can first provide stable constraint and guidance for the rotation of the driving rod 408, and avoid the driving rod 408 from deviating, shaking or even jamming due to airflow impact or power transmission fluctuation when adjusting the angle of the vent plate 30 around the hinge point of the mounting groove 103 of the rotor support rod 102. This ensures that the driving rod 408 always drives the vent plate 30 to accurately adjust the angle along the preset trajectory, effectively improving the accuracy of the angle adjustment of the vent plate 30.

[0044] Example 2: Figure 5 This is an exemplary embodiment illustrating an adaptive control method for an electric aircraft, implemented by a terminal, which includes at least a CPU, etc. The method includes:

[0045] Step S101: In response to the landing signal of the electric aircraft, acquire the current wind speed data;

[0046] In step S101, when the electric aircraft receives a landing command (such as a ground remote control command, a landing procedure command generated by the autonomous flight system, etc.) and triggers a landing signal, the system will immediately enter the landing preparation phase. At this time, in response to the landing signal, multiple spaced sensors 20 connected to the electric aircraft support assembly 10 will be activated and start wind speed data acquisition. As the core components of wind speed sensing, the spaced arrangement of these sensors 20 can cover the wind field areas in different directions around the electric aircraft, avoiding data deviation caused by local airflow turbulence from a single sensor. For example, the sensors 20 distributed near the front, rear, and side rotor support rods 102 of the electric aircraft support assembly 10 can collect wind speed data from the windward front of the aircraft's nose, the turbulent area at the tail, and the key airflow areas around the rotor, respectively, ensuring that the acquired wind speed information has spatial comprehensiveness.

[0047] During the data acquisition process, sensor 20 captures parameters such as airflow speed and wind direction changes at its location in real time, and converts this raw data into electrical signals that can be recognized by the terminal through its 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 actual ambient wind speed data. Furthermore, considering the potential for instantaneous wind speed fluctuations during landing, sensor 20 acquires data in a high-frequency acquisition mode to avoid missing any sudden wind conditions.

[0048] Step S102: Based on the current wind speed data, a judgment is made using a preset wind speed threshold to obtain the judgment result;

[0049] 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 to 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.

[0050] The terminal will compare the integrated and corrected current wind speed data with the aforementioned preset threshold 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 adjustment commands to the drive motor 60, but will maintain the current support angle and altitude state of the frame feet 50, the previously retracted state adapted to the flight attitude or the deployed state for pre-landing, while maintaining the current angle position of the vent plate 30, such as the closed angle or slight guide angle maintained to reduce flight drag, to ensure that each component can cooperate stably without additional adjustment; then the terminal will send a landing execution command to the power system of the electric aircraft, control the rotor speed to gradually decrease, drive the fuselage to descend slowly, and at the same time, through the movable connection structure of the frame feet 50, adaptive fine adjustment will be made when contacting the ground to ensure a smooth landing.

[0051] When the judgment result indicates that the current wind speed data is greater than the preset wind speed threshold, it means that the current wind field may interfere with landing stability. At this time, the terminal will immediately initiate the adjustment command generation process, generating a corresponding control drive motor 60 command set based on the specific parameters of the current wind speed data. This ensures that subsequent adjustment actions can accurately respond to wind field interference and create conditions for a safe landing. The entire command set generation process strictly correlates the current wind speed data with the component adjustment requirements, ensuring that every step of the drive motor 60's action can specifically address wind field issues and guarantee landing safety.

[0052] Step S103: In response to the judgment result that the current wind speed data is greater than the preset wind speed threshold, a control command set is generated. The control command set is used to control the drive motor to perform the corresponding target action.

[0053] In step S103, when the terminal determines that the current wind speed data is greater than the preset wind speed threshold, the initial process of command set generation is initiated. Based on the current wind speed data transmitted by sensor 20, a preliminary command set framework for controlling the drive motor 60 is generated. This framework initially clarifies the vent plate 30 and frame feet 50 that need adjustment and their adjustment directions. Simultaneously, the electric aircraft attitude sensor is triggered to acquire the current attitude data. The current attitude data includes key parameters such as fuselage tilt angle, rotor speed, fuselage height, and real-time coordinates of the center of gravity. This data can intuitively reflect the degree of interference of strong winds on the aircraft's attitude. For example, when a crosswind causes the fuselage to tilt by 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.

[0054] After acquiring 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 will compare the current center of gravity coordinates with the reference center of gravity coordinates under the standard landing attitude to calculate the current center of gravity offset. This offset is directly related to the adjustment requirements of the vent 30 and the frame foot 50. For example, if the center of gravity is offset on the left, the lift can be increased by adjusting the angle of the right vent 30 and the height of the left frame foot 50 can be appropriately reduced to balance the center of gravity.

[0055] Subsequently, the terminal performs multi-dimensional coupling calculations with the current center of gravity offset and the current wind speed data. Combined with preset adjustment algorithms, such as PID control algorithms including proportional coefficients, integral coefficients, and derivative coefficients, it determines the rotation angles of the ventilator 30 and the frame feet 50. For example, when the crosswind speed is 10 m / s and the center of gravity shifts 5 cm to the left, the algorithm calculates that the windward ventilator 30 needs to rotate 15° clockwise to guide airflow and reduce resistance, and the leeward ventilator 30 needs to rotate 10° counterclockwise to increase local lift. At the same time, the left frame foot 50 needs to rotate downward 8° to shorten the support length and reduce the left fuselage height by 2 cm, and the right frame foot 50 needs to rotate upward 5° to extend the support length and increase the right fuselage height by 1 cm. Through the synergistic effect of "ventilator adjusting airflow + frame feet adjusting support height," the interference of crosswinds on attitude is offset, and the center of gravity offset is corrected.

[0056] like Figure 6 and 7 As shown, after determining the rotation angle between the vent plate 30 and the frame foot 50, the terminal will convert the angle parameter into the displacement parameter of the drive component:

[0057] Based on the rotation angle of the vent plate 30, the moving distance of the drive frame 404 is determined by formula (1):

[0058] (1);

[0059] in: S The travel distance of drive frame 404 r The distance from the hinge point between one end of the vent plate 30 and the inner wall of the mounting groove 103 to the hinge point between the second end of the connecting pipe 403 and the middle of the drive rod 408; θ The air vent plate rotates at a 30° angle. α The angle between screw 406 and the vertical direction.

[0060] Based on the 50° rotation angle of the frame foot, the moving distance of the push block 405 is determined by formula (2):

[0061] (2);

[0062] in, The distance traveled by propulsion block 405 The equivalent length of the frame leg is 50. Let 50 be the initial angle between the frame foot and the vertical direction. The frame feet rotate at a 50° angle.

[0063] 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 travel parameters of the drive frame 404 and the propulsion block 405, and the target adjustment angles of the vent 30 and the frame feet 50. This set of instructions specifies the rotation direction, rotation angle, and rotation speed of the drive motor 60, as well as the real-time feedback trigger conditions during the adjustment process. Ultimately, the drive motor 60 is driven by the instruction set to move related components, achieving precise response to strong wind interference and laying the foundation for the safe landing of electric aircraft.

[0064] Although embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and embodiments. It can be applied to various fields suitable for the present invention. Other modifications can be readily made by those skilled in the art. Therefore, without departing from the general concept defined by the claims and their equivalents, the present invention is not limited to the specific details and examples shown and described herein.

Claims

1. An adaptive control system for electric aircraft, characterized in that, include: An electric aircraft support assembly (10) has a plurality of rotor support rods (102) spaced apart. The air venting plate (30) includes multiple air venting plates (30), and the multiple air venting plates (30) are arranged one-to-one with the multiple rotor support rods (102). The air venting plates (30) and the rotor support rods (102) are movably connected. A frame foot (50) is disposed below the electric aircraft support assembly (10). The frame foot (50) includes a plurality of frames, and the plurality of frames (50) are movably connected to the electric aircraft support assembly (10). The control component (40) has an input terminal, a first output terminal and a second output terminal. The first output terminal includes multiple terminals, and the multiple first output terminals are arranged one-to-one with the multiple air vents (30). Each first output terminal is movably connected to the corresponding air vent (30). The second output terminal includes multiple terminals, and the multiple second output terminals are arranged one-to-one with the multiple frame feet (50). The second output terminal is movably connected to the frame feet (50). A drive motor (60) is provided, the mounting base of which is connected to the electric aircraft support assembly (10), and the actuator of the drive motor (60) is movably connected to the input end. The sensor (20) includes multiple sensors (20) arranged at intervals, and the multiple sensors (20) are respectively connected to the electric aircraft support assembly (10). The sensor (20) is used to acquire current wind speed data.

2. The adaptive control system for electric aircraft according to claim 1, characterized in that, The electric aircraft support assembly (10) includes: An electric aircraft support platform (101) has multiple rotor support rods (102) arranged circumferentially along the electric aircraft support platform (101), with one end of each rotor support rod (102) connected to the electric aircraft support platform (101). The support column (105) includes multiple columns, which are arranged at intervals. Each column (105) corresponds to one of the frame feet (50), and each column (105) is movably connected to one end of the frame foot (50).

3. The adaptive control system for electric aircraft according to claim 2, characterized in that, The rotor support rod (102) is provided with a mounting groove (103), and one end of the vent plate (30) is hinged to the inner wall of the mounting groove (103).

4. The adaptive control system for electric aircraft according to claim 3, characterized in that, The control component (40) includes: A screw (406), one end of which is connected to the actuating end of the drive motor (60); A drive frame (404) is sleeved on the screw (406). The drive frame (404) is threadedly connected to the screw (406). The drive frame (404) includes multiple connecting ends, and the multiple connecting ends are respectively arranged in correspondence with the multiple air vents (30). Connecting tube (403), the connecting tube (403) includes multiple, the multiple connecting tubes (403) are respectively arranged with multiple connecting ends, and the first end of each connecting tube (403) is inserted and inserted into the drive frame (404); The first end of the drive rod (408) is fixed perpendicularly to one end of the vent plate (30), and the second end of the connecting pipe (403) is hinged to the middle of the drive rod (408). A push block (405) is sleeved on the screw (406) and the push block (405) is threadedly connected to the screw (406); A push rod (407) has its first end hinged to one end of the push block (405), and its second end hinged to one end of the frame foot (50).

5. The adaptive control system for electric aircraft according to claim 4, characterized in that, The control component (40) further includes: A limiting rod (402), the first end of which is hinged to the second end of the driving rod (408); The 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). The second end of the limiting rod (402) is hinged to the slider (401).

6. An adaptive control method for an electric aircraft, applied to the adaptive control system for an electric aircraft as described in any one of claims 1-5, characterized in that, include: In response to the landing signal of the electric aircraft, the current wind speed data is acquired; Based on the current wind speed data, a judgment is made by using a preset wind speed threshold to obtain the 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, which is used to control the drive motor (60) to perform the corresponding target action.

7. The adaptive adjustment method for electric aircraft according to claim 6, characterized in that, The adaptive adjustment method for electric aircraft 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 (50) and the vent plate (30) maintain their current positions and perform a landing action.

8. The adaptive adjustment method for electric aircraft according to claim 6, characterized in that, In response to the determination 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 and the current attitude data is obtained; Based on the current attitude data, the current center of gravity offset is obtained; Based on the current center of gravity offset and the current wind speed data, determine the rotation angle of the vent plate (30) and the rotation angle of the frame foot (50); The moving distance of the drive frame (404) is determined based on the rotation angle of the vent plate (30); The moving distance of the push block (405) is determined based on the rotation angle of the frame foot (50); The minimum moving distance is obtained based on the moving distance of the drive frame (404) and the moving distance of the propulsion block (405); The control command set is generated based on the minimum travel distance.

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

10. The adaptive adjustment method for electric aircraft according to claim 8, characterized in that, The movement distance of the push block (405) is determined based on the rotation angle of the frame foot (50), including: Based on the rotation angle of the frame foot (50), the moving distance of the push block (405) is determined by formula (2): （2）； in, The distance the propulsion block (405) moves. The equivalent length of the frame foot (50); Let the initial angle between the frame foot (50) and the vertical direction be denoted as . The rotation angle of the frame foot (50) is given.

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