Blade Protective Cover Testing Methods, Apparatus, Equipment and Media

Abstract

This disclosure relates to the field of multirotor aircraft technology, specifically to a method, apparatus, device, and medium for detecting rotor blade protectors. The method includes: if the multirotor aircraft is determined to be in a stable hovering state based on detected moving speed, detected acceleration, and detected angular velocity, then acquiring the detected climb speed and rotor speed of the multirotor aircraft; acquiring the nominal weight of the multirotor aircraft, and obtaining the theoretical climb acceleration based on the rotor speed and nominal weight; acquiring the theoretical climb speed and disturbed climb acceleration based on the detected climb speed and theoretical climb acceleration; and determining whether the model of the multirotor aircraft matches the model of the rotor blade protector installed on the multirotor aircraft based on the theoretical climb speed and disturbed climb acceleration. This solution can determine whether the model of the multirotor aircraft matches the model of the rotor blade protector installed on the multirotor aircraft, facilitating timely replacement of incompatible rotor blade protectors by reminding operators, thus improving the user experience.

Description

Technical Field

[0001] This disclosure relates to the field of multi-rotor aircraft technology, specifically to a method, apparatus, equipment, and medium for detecting rotor blade protective covers. Background Technology

[0002] In recent years, multirotor aircraft have been widely used in various fields. A multirotor aircraft typically consists of multiple motors, each with its own drive shaft connected to a corresponding rotor blade. The aircraft's electronic control module responds to control signals, driving the rotor blades to rotate and enabling the multirotor to perform actions or change its attitude. To prevent rotor blade damage or injury to personnel during flight due to direct impacts with obstacles, appropriate rotor blade guards can be installed to improve safety and reduce maintenance costs. Considering that rotor blade guards are vulnerable components and for ease of storage, they are generally designed to be removable, requiring the multirotor operator to install them before use.

[0003] However, some multirotor operators mistakenly install the wrong type of blade protector on their multirotors before use, meaning the blade protector model is incompatible with the multirotor model. Different blade protector models have different effects on the rotational inertia of the multirotor, and also different drag levels on the thrust generated by the blades. Therefore, when the blade protector model is incompatible with the multirotor model, if the multirotor still uses the designed control parameters to control the motors to drive the blades, the actual thrust output of the blades will not match the thrust required by the multirotor. This will prevent the multirotor from completing corresponding actions or changing its attitude based on control signals, easily leading to loss of control and crash. Summary of the Invention

[0004] To address the problems in the related technologies, this disclosure provides a method, apparatus, device, and medium for detecting blade protective covers.

[0005] In a first aspect, this disclosure provides a method for detecting a blade protective cover, including:

[0006] Acquire the detection velocity, detection acceleration, and detection angular velocity of the multi-rotor aircraft at multiple detection moments;

[0007] If the multirotor aircraft is determined to be in a stable hovering state based on the detected moving speed, detected acceleration, and detected angular velocity, then the detected climb speed and blade rotation speed of the multirotor aircraft at multiple detection moments are obtained.

[0008] Obtain the nominal weight of the multirotor aircraft, and obtain the theoretical climb acceleration of the multirotor aircraft at multiple test moments based on the blade speed and nominal weight;

[0009] Based on the detected climb rate and theoretical climb acceleration, the theoretical climb rate and disturbed climb acceleration of the multirotor aircraft at multiple detection moments are obtained. The theoretical climb rate is the climb rate inferred from the detected blade rotation speed, assuming that a blade shield of the same model is installed on the multirotor aircraft. The disturbed climb acceleration is the acceleration component in the climb acceleration of the multirotor aircraft caused by the non-control input factor of the mismatch between the model of the multirotor aircraft and the model of the blade shield installed on the multirotor aircraft.

[0010] The model of the multirotor aircraft and the model of the blade shield installed on the multirotor aircraft are determined based on the theoretical climb rate and the disturbed climb acceleration.

[0011] In one embodiment of this disclosure, if it is determined that the multirotor aircraft is in a stable hovering state based on the detected moving speed, detected acceleration, and detected angular velocity, then the detected climb speed and blade rotation speed of the multirotor aircraft at multiple detection moments are obtained, including:

[0012] If the detected moving speed of the multi-rotor aircraft at multiple detection moments is less than or equal to the average moving speed, the absolute value of the detected acceleration of the multi-rotor aircraft at multiple detection moments is less than or equal to the preset acceleration threshold, and the absolute value of the detected angular velocity of the multi-rotor aircraft at multiple detection moments is less than or equal to the preset first angular velocity threshold, then it is determined that the multi-rotor aircraft is in a stable hovering state, and the detected climb speed and blade rotation speed of the multi-rotor aircraft at multiple detection moments are obtained.

[0013] The theoretical climb acceleration of the multirotor aircraft at multiple test moments was obtained based on the blade rotation speed and nominal weight, including:

[0014] Determine the highest and lowest blade speeds among the blade speeds detected at multiple detection moments for a multi-rotor aircraft.

[0015] If the difference between the highest and lowest blade speeds is less than or equal to the blade speed difference threshold, the theoretical climb acceleration of the multirotor aircraft at multiple detection moments is obtained based on the blade speeds and nominal weight.

[0016] In one embodiment of this disclosure, determining whether the model of the multirotor aircraft matches the model of the blade shield installed on the multirotor aircraft based on the theoretical climb rate and the disturbed climb acceleration includes:

[0017] If the absolute value of the average difference between the theoretical climb rate and the detected climb rate of the multirotor aircraft at multiple detection times is less than or equal to a preset climb rate difference threshold, and the absolute value of the average disturbance climb acceleration of the multirotor aircraft at multiple detection times is less than or equal to a preset disturbance climb acceleration threshold, then the model of the multirotor aircraft is determined to match the model of the blade protective cover installed on the multirotor aircraft.

[0018] In one embodiment of this disclosure, the method further includes:

[0019] Based on the blade rotation speed detected at multiple test moments of the multirotor aircraft and the thrust coefficient of the blades matching the model of the multirotor aircraft, the theoretical blade thrust of the multirotor aircraft at multiple test moments is obtained.

[0020] The theoretical weight of the multirotor aircraft is obtained based on the theoretical blade thrust at multiple test moments.

[0021] If the absolute value of the average difference between the theoretical climb rate and the detected climb rate of the multirotor aircraft at multiple detection moments is less than or equal to a preset climb rate difference threshold, and the absolute value of the average disturbance climb acceleration of the multirotor aircraft at multiple detection moments is less than or equal to a preset disturbance climb acceleration threshold, then it is determined that the model of the multirotor aircraft matches the model of the blade shield installed on the multirotor aircraft, including:

[0022] If the absolute value of the average difference between the theoretical climb speed and the detected climb speed of the multirotor aircraft at multiple detection times is less than or equal to a preset climb speed difference threshold, the absolute value of the average disturbance climb acceleration of the multirotor aircraft at multiple detection times is less than or equal to a preset disturbance climb acceleration threshold, and the weight difference between the theoretical weight and the nominal weight of the multirotor aircraft is less than or equal to a preset weight difference threshold, then it is determined that the model of the multirotor aircraft matches the model of the blade protective cover installed on the multirotor aircraft.

[0023] In one embodiment of this disclosure, the method further includes:

[0024] Obtain the angular velocity detected by the multi-rotor aircraft at multiple detection moments;

[0025] Based on the angular velocities detected by the multirotor aircraft at multiple detection moments, the vibration amplitude of the multirotor aircraft in the 5Hz-20Hz frequency band at multiple detection moments is obtained;

[0026] Obtain the mean and standard deviation of the vibration amplitude;

[0027] If the absolute value of the average difference between the theoretical climb rate and the detected climb rate of the multirotor aircraft at multiple detection moments is less than or equal to a preset climb rate difference threshold, the absolute value of the average disturbance climb acceleration of the multirotor aircraft at multiple detection moments is less than or equal to a preset disturbance climb acceleration threshold, and the weight difference between the theoretical weight and the nominal weight of the multirotor aircraft is less than or equal to a preset weight difference threshold, then it is determined that the model of the multirotor aircraft matches the model of the blade protective cover installed on the multirotor aircraft, including:

[0028] If the absolute value of the average difference between the theoretical climb rate and the detected climb rate of the multirotor aircraft at multiple detection times is less than or equal to a preset climb rate difference threshold, the absolute value of the average disturbance climb acceleration of the multirotor aircraft at multiple detection times is less than or equal to a preset disturbance climb acceleration threshold, the weight difference between the theoretical weight and the nominal weight of the multirotor aircraft is less than or equal to a preset weight difference threshold, the average vibration amplitude belongs to a preset vibration amplitude average range, and the standard deviation of the vibration amplitude belongs to a preset vibration amplitude standard deviation range, then it is determined that the model of the multirotor aircraft matches the model of the blade protective cover installed on the multirotor aircraft.

[0029] In one embodiment of this disclosure, the method further includes:

[0030] If it is determined that the model of the multirotor aircraft does not match the model of the blade protector installed on the multirotor aircraft, an error message indicating that the model of the multirotor aircraft does not match the model of the blade protector installed on the multirotor aircraft will be output.

[0031] In one embodiment of this disclosure, determining whether the model of the multirotor aircraft matches the model of the blade shield installed on the multirotor aircraft based on the theoretical climb rate and the disturbed climb acceleration includes:

[0032] The theoretical climb rate and the disturbed climb acceleration are sent to the blade shield detection terminal. The blade shield detection terminal is used to obtain the model of the multi-rotor aircraft, determine the pre-trained blade shield detection model corresponding to the model of the multi-rotor aircraft, receive the theoretical climb rate and the disturbed climb acceleration, input the theoretical climb rate and the disturbed climb acceleration into the blade shield detection model, obtain the blade shield detection result output by the blade shield detection model, and send the blade shield detection result.

[0033] Receive the test results of the blade protector and determine whether the model of the multirotor aircraft matches the model of the blade protector installed on the multirotor aircraft based on the test results.

[0034] In one embodiment of this disclosure, the method further includes:

[0035] Based on the test results of the blade protection cover, determine whether the multi-rotor aircraft was subjected to external drag at multiple test times, or determine whether the wind speed of the ambient wind in the environment where the multi-rotor aircraft was located at multiple test times was greater than or equal to the preset wind speed threshold.

[0036] If it is determined that the multirotor aircraft is being dragged by external forces at multiple detection moments, a "Do Not Drag" message will be output to indicate that dragging the multirotor aircraft by external forces is prohibited.

[0037] If it is determined that the wind speed in the environment where the multirotor is located is greater than or equal to a preset wind speed threshold at multiple detection times, then a warning message will be output to indicate that the current wind speed affects the flight safety of the multirotor.

[0038] In one embodiment of this disclosure, the method further includes:

[0039] If it is determined that the model of the multirotor aircraft does not match the model of the blade protection cover installed on the multirotor aircraft, the control commands received by the multirotor aircraft are obtained.

[0040] After executing control commands, obtain at least one of the following: expected pitch angle, expected roll angle, expected yaw angle, expected angular velocity, expected blade speed, expected speed, and expected position of the multirotor aircraft.

[0041] If at least one of the following conditions is met: the expected pitch angle is greater than or equal to a preset pitch angle threshold; the expected roll angle is greater than or equal to a preset roll angle threshold; the expected yaw angle is greater than or equal to a preset yaw angle threshold; the expected angular velocity is greater than or equal to a preset second angular velocity threshold; the expected blade speed is greater than or equal to a preset blade speed threshold; the expected moving speed is greater than or equal to a preset moving speed threshold; or the distance between the expected position and the takeoff position of the multirotor aircraft is greater than or equal to a preset distance threshold, then the control multirotor aircraft will not execute the control command and will display a prompt message indicating that the control command has not been executed.

[0042] Secondly, this disclosure provides a blade protection cover detection device, including:

[0043] The movement speed acquisition module is configured to acquire the detected movement speed, detected acceleration, and detected angular velocity of the multirotor aircraft at multiple detection moments;

[0044] The climb rate acquisition module is configured to acquire the detected climb rate and blade rotation speed of the multirotor aircraft at multiple detection moments if the multirotor aircraft is determined to be in a stable hovering state based on the detected moving speed, detected acceleration and detected angular velocity.

[0045] The theoretical acceleration acquisition module is configured to acquire the nominal weight of the multirotor aircraft and, based on the blade rotation speed and nominal weight, acquire the theoretical climb acceleration of the multirotor aircraft at multiple detection moments.

[0046] The disturbance acceleration acquisition module is configured to acquire the theoretical climb rate and disturbance climb acceleration of the multirotor aircraft at multiple detection moments based on the detected climb rate and theoretical climb acceleration. The theoretical climb rate is the climb rate estimated based on the detected blade rotation speed, assuming that a blade shield of the same model is installed on the multirotor aircraft. The disturbance climb acceleration is the acceleration component in the climb acceleration of the multirotor aircraft caused by the non-control input factor of the mismatch between the model of the multirotor aircraft and the model of the blade shield installed on the multirotor aircraft.

[0047] The blade protection cover detection module is configured to determine whether the model of the multirotor aircraft matches the model of the blade protection cover installed on the multirotor aircraft based on the theoretical climb rate and the disturbance climb acceleration.

[0048] Thirdly, embodiments of this disclosure provide an electronic device including a memory and a processor, wherein the memory is used to store one or more computer instructions, wherein the one or more computer instructions are executed by the processor to implement the method as described in any one of the first aspects.

[0049] Fourthly, this disclosure provides a computer-readable storage medium having computer instructions stored thereon, which, when executed by a processor, implement the method as described in any one of the first aspects.

[0050] According to the technical solution provided in this disclosure, the detection moving speed, detection acceleration, and detection angular velocity of the multi-rotor aircraft are obtained at multiple detection moments. If the multi-rotor aircraft is determined to be in a stable hovering state based on the detection moving speed, detection acceleration, and detection angular velocity, the detection climb speed and blade rotation speed of the multi-rotor aircraft at multiple detection moments are obtained. The nominal weight of the multi-rotor aircraft is obtained, and the theoretical climb acceleration of the multi-rotor aircraft at multiple detection moments is obtained based on the blade rotation speed and nominal weight. Based on the detection climb speed and theoretical climb acceleration, the theoretical climb speed and disturbed climb acceleration of the multi-rotor aircraft at multiple detection moments are obtained. Based on the theoretical climb speed and disturbed climb acceleration, it is determined whether the model of the multi-rotor aircraft matches the model of the blade protective cover installed on the multi-rotor aircraft. The theoretical climb rate is the climb rate inferred from the detected blade rotation speed, assuming a matching blade shield is installed on the multirotor aircraft. The disturbed climb acceleration is the acceleration component in the multirotor aircraft's climb acceleration caused by the non-control input factor of the mismatch between the multirotor's model and the model of the blade shield installed on it. When the multirotor aircraft is in a stable climb state, if a matching blade shield is installed, the theoretical climb rate approaches the detected climb rate, and the disturbed climb acceleration approaches zero. Therefore, if the theoretical climb rate and the detected climb rate of a multi-rotor aircraft are similar, and the absolute value of the disturbance climb acceleration is also small, it is assumed that the multi-rotor aircraft is equipped with a blade protector of the same model, and no further reminder to the multi-rotor aircraft operator is needed. Conversely, if the theoretical climb rate and the detected climb rate of a multi-rotor aircraft are significantly different, or the absolute value of the disturbance climb acceleration is large, it is assumed that the multi-rotor aircraft is not equipped with a blade protector of the same model, and it is convenient to further remind the multi-rotor aircraft operator to replace the blade protector to avoid loss of control and crash, thus improving the user experience.

[0051] 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 this disclosure. Attached Figure Description

[0052] Other features, objects, and advantages of this disclosure will become more apparent from the following detailed description of non-limiting embodiments, taken in conjunction with the accompanying drawings. In the drawings:

[0053] Figure 1 A flowchart illustrating a blade guard detection method according to an embodiment of the present disclosure is shown.

[0054] Figure 2A structural block diagram of a blade guard detection device according to an embodiment of the present disclosure is shown.

[0055] Figure 3 A structural block diagram of an electronic device according to an embodiment of the present disclosure is shown.

[0056] Figure 4 A schematic diagram of the structure of a computer system suitable for implementing the method according to embodiments of the present disclosure is shown. Detailed Implementation

[0057] In the following, exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings to enable those skilled in the art to readily implement them. Furthermore, for clarity, portions unrelated to the description of exemplary embodiments have been omitted from the drawings.

[0058] In this disclosure, it should be understood that terms such as “comprising” or “having” are intended to indicate the presence of features, figures, steps, behaviors, components, parts or combinations thereof disclosed in this specification, and are not intended to exclude the possibility of the presence or addition of one or more other features, figures, steps, behaviors, components, parts or combinations thereof.

[0059] It should also be noted that, unless otherwise specified, the embodiments and features described in this disclosure can be combined with each other. This disclosure will now be described in detail with reference to the accompanying drawings and embodiments.

[0060] In this disclosure, any operation involving the acquisition of user information or user data, or the display of user information or user data to others, is an operation authorized or confirmed by the user, or actively selected by the user.

[0061] In related technologies, some multirotor operators may install incorrect blade protectors on their multirotors before use, meaning the blade protector model is incompatible with the multirotor model. Different blade protector models have different effects on the rotational inertia of the multirotor, and also different drag levels on the thrust generated by the blades. Therefore, when the blade protector model is incompatible with the multirotor model, if the multirotor still uses the designed control parameters to control the motor to drive the blades, the actual thrust output of the blades will not match the thrust required by the multirotor. This will prevent the multirotor from completing corresponding actions or changing its attitude based on control signals, easily leading to loss of control and crash.

[0062] To address the aforementioned issues, this disclosure provides a method, apparatus, equipment, and medium for detecting blade protective covers.

[0063] Figure 1A flowchart illustrating a blade shield detection method according to an embodiment of the present disclosure is provided. The blade shield detection method is applied to a multirotor aircraft or a terminal compatible with a multirotor aircraft, wherein the terminal can be a smart device with multirotor aircraft control functions, such as a smartphone, computer, tablet computer, vehicle-mounted device, wearable device, etc.

[0064] like Figure 1 As shown, the blade protective cover detection method includes the following steps:

[0065] In step S101, the detection moving speed, detection acceleration, and detection angular velocity detected by the multi-rotor aircraft at multiple detection moments are obtained.

[0066] In one implementation of this disclosure, the detection velocity of a multirotor aircraft at multiple detection moments can be obtained by periodically acquiring information such as the multirotor's position, velocity, and time using a Global Navigation Satellite System (GNSS) module mounted on the multirotor, and determining the detection velocity of the multirotor at multiple detection moments based on the information acquired by the GNSS module. Alternatively, video can be acquired using an image acquisition device mounted on the multirotor, and the velocity of the multirotor at the corresponding detection moment can be inferred based on the displacement of feature points (such as ground textures, edges, spots, etc.) in multiple consecutive frames of the acquired video.

[0067] In one implementation of this disclosure, the detection acceleration and detection angular velocity of the multirotor aircraft at multiple detection moments can be obtained by real-time acquisition of the detection acceleration and detection angular velocity of the multirotor aircraft by an inertial measurement unit mounted on the multirotor aircraft.

[0068] In step S102, if the multirotor aircraft is determined to be in a stable hovering state based on the detected moving speed, detected acceleration and detected angular velocity, then the detected climb speed and blade rotation speed of the multirotor aircraft at multiple detection moments are obtained.

[0069] In one implementation of this disclosure, the multi-rotor aircraft is in a stable hovering state at multiple detection moments. This can be understood as the detected moving speed of the multi-rotor aircraft at any detection moment belonging to a preset stable hovering speed range, the detected acceleration of the multi-rotor aircraft at any detection moment belonging to a preset acceleration threshold range, and the detected angular velocity of the multi-rotor aircraft at any detection moment belonging to a preset angular velocity threshold range.

[0070] In step S103, the nominal weight of the multi-rotor aircraft is obtained, and the theoretical climb acceleration of the multi-rotor aircraft at multiple detection moments is obtained based on the blade rotation speed and the nominal weight.

[0071] In one implementation of this disclosure, obtaining the nominal weight of a multi-rotor aircraft can be understood as reading the pre-stored nominal weight of the multi-rotor aircraft, or as sending the model of the multi-rotor aircraft to a nominal weight query server and receiving the nominal weight of the multi-rotor aircraft returned by the nominal weight query server.

[0072] In one implementation of this disclosure, the theoretical climb acceleration of the multirotor aircraft at multiple detection moments is obtained based on the blade rotation speed and nominal weight. This can be understood as substituting the blade rotation speed and nominal weight into a pre-set algorithm that matches the model of the multirotor aircraft to calculate the theoretical climb acceleration. Alternatively, the blade rotation speed and nominal weight can be used as inputs and input into a pre-trained theoretical climb acceleration model that matches the model of the multirotor aircraft to obtain the theoretical climb acceleration output by the theoretical climb acceleration model.

[0073] For example, the theoretical blade thrust of the multirotor aircraft at multiple testing moments can be calculated based on the blade rotation speeds detected at multiple testing moments and the thrust coefficient matching the model of the multirotor aircraft. The theoretical climb acceleration of the multirotor aircraft at multiple testing moments can then be obtained based on the theoretical blade thrust and nominal weight at these multiple testing moments.

[0074] In step S104, the theoretical climb rate and disturbed climb acceleration of the multirotor aircraft at multiple detection moments are obtained based on the detected climb rate and theoretical climb acceleration.

[0075] Among them, the theoretical climb rate is the climb rate inferred from the detected blade rotation speed, assuming that a blade shield of the same model is installed on the multirotor aircraft; the disturbed climb acceleration is the acceleration component in the climb acceleration of the multirotor aircraft caused by the non-control input factor of the mismatch between the model of the multirotor aircraft and the model of the blade shield installed on the multirotor aircraft.

[0076] In one implementation of this disclosure, the theoretical climb rate can be understood as the climb rate calculated based on the blade thrust inferred from the detected blade rotation speed, combined with the nominal weight of the multirotor aircraft, assuming that a blade shield of the same model is installed on the multirotor. The disturbed climb acceleration is the acceleration component in the climb acceleration of the multirotor aircraft caused by the non-control input factor of the mismatch between the model of the multirotor aircraft and the model of the blade shield installed on it.

[0077] In one implementation of this disclosure, obtaining the theoretical climb velocity and disturbed climb acceleration of the multirotor aircraft at multiple detection moments based on the detected climb velocity and theoretical climb acceleration can be understood as substituting the detected climb velocity and theoretical climb acceleration of the multirotor aircraft at multiple detection moments into a pre-acquired algorithm for calculation, thereby obtaining the theoretical climb velocity and disturbed climb acceleration of the multirotor aircraft at multiple detection moments. Alternatively, it can be understood as using a pre-trained climb acceleration model, taking the detected climb velocity and theoretical climb acceleration of the multirotor aircraft at multiple detection moments as input, and inputting the climb acceleration model to obtain the theoretical climb velocity and disturbed climb acceleration of the multirotor aircraft at multiple detection moments output by the climb acceleration model.

[0078] In step S105, the model of the multirotor aircraft and the model of the blade shield installed on the multirotor aircraft are determined based on the theoretical climb rate and the disturbance climb acceleration.

[0079] In one implementation of this disclosure, determining whether the model of the multirotor aircraft matches the model of the blade shield installed on the multirotor aircraft based on the theoretical climb speed and the disturbance climb acceleration can be understood as follows: if the difference between the theoretical climb speed and the detected climb speed of the multirotor aircraft is small, and the absolute value of the disturbance climb acceleration of the multirotor aircraft is also small, then it is considered that a blade shield with a matching model has been installed on the multirotor aircraft. Conversely, if the theoretical climb rate of the multirotor aircraft differs significantly from the detected climb rate, or if the absolute value of the disturbance climb acceleration of the multirotor aircraft is large, it is considered that the multirotor aircraft is not equipped with a blade shield of a matching model. The absence of a blade shield of a matching model on the multirotor aircraft includes: the multirotor aircraft is equipped with a blade shield of a model that does not match the model of the multirotor aircraft; the multirotor aircraft is equipped with a blade shield of a model that matches the model of the multirotor aircraft but is damaged; or the multirotor aircraft is not equipped with a blade shield.

[0080] Conversely, if the theoretical climb rate and the detected climb rate of the multirotor are relatively close, and the absolute value of the disturbance climb acceleration of the multirotor is also relatively small, then it is assumed that the multirotor is equipped with a blade protection cover of a matching model.

[0081] In one embodiment of this disclosure, determining whether the model of the multirotor aircraft matches the model of the blade shield installed on the multirotor aircraft based on the theoretical climb rate and the disturbed climb acceleration includes:

[0082] If the absolute value of the average difference between the theoretical climb rate and the detected climb rate of the multirotor aircraft at multiple detection times is less than or equal to a preset climb rate difference threshold, and the absolute value of the average disturbance climb acceleration of the multirotor aircraft at multiple detection times is less than or equal to a preset disturbance climb acceleration threshold, then the model of the multirotor aircraft is determined to match the model of the blade protective cover installed on the multirotor aircraft.

[0083] Conversely, if the absolute value of the average difference between the theoretical climb rate and the detected climb rate of the multirotor aircraft at multiple detection times is greater than the preset climb rate difference threshold, or if the absolute value of the average disturbance climb acceleration of the multirotor aircraft at multiple detection times is greater than the preset disturbance climb acceleration threshold, then it is determined that the model of the multirotor aircraft does not match the model of the blade protection cover installed on the multirotor aircraft.

[0084] The absolute value of the average difference between the theoretical climb speed and the detected climb speed of the multirotor aircraft at multiple detection moments can be obtained by calculating the difference between the theoretical climb speed and the detected climb speed at each detection moment, then calculating the average of the differences at multiple detection moments, and finally calculating the absolute value of the average.

[0085] According to the technical solution provided in this disclosure, the detection moving speed, detection acceleration, and detection angular velocity of the multi-rotor aircraft are obtained at multiple detection moments. If the multi-rotor aircraft is determined to be in a stable hovering state based on the detection moving speed, detection acceleration, and detection angular velocity, the detection climb speed and blade rotation speed of the multi-rotor aircraft at multiple detection moments are obtained. The nominal weight of the multi-rotor aircraft is obtained, and the theoretical climb acceleration of the multi-rotor aircraft at multiple detection moments is obtained based on the blade rotation speed and nominal weight. Based on the detection climb speed and theoretical climb acceleration, the theoretical climb speed and disturbed climb acceleration of the multi-rotor aircraft at multiple detection moments are obtained. Based on the theoretical climb speed and disturbed climb acceleration, it is determined whether the model of the multi-rotor aircraft matches the model of the blade protective cover installed on the multi-rotor aircraft. The theoretical climb rate is the climb rate inferred from the detected blade rotation speed, assuming a matching blade shield is installed on the multirotor aircraft. The disturbed climb acceleration is the acceleration component in the multirotor aircraft's climb acceleration caused by the non-control input factor of the mismatch between the multirotor's model and the model of the blade shield installed on it. When the multirotor aircraft is in a stable climb state, if a matching blade shield is installed, the theoretical climb rate approaches the detected climb rate, and the disturbed climb acceleration approaches zero. Therefore, if the theoretical climb rate and the detected climb rate of a multi-rotor aircraft are similar, and the absolute value of the disturbance climb acceleration is also small, it is assumed that the multi-rotor aircraft is equipped with a blade protector of the same model, and no further reminder to the multi-rotor aircraft operator is needed. Conversely, if the theoretical climb rate and the detected climb rate of a multi-rotor aircraft are significantly different, or the absolute value of the disturbance climb acceleration is large, it is assumed that the multi-rotor aircraft is not equipped with a blade protector of the same model, and it is convenient to further remind the multi-rotor aircraft operator to replace the blade protector to avoid loss of control and crash, thus improving the user experience.

[0086] In one embodiment of this disclosure, if it is determined that the multirotor aircraft is in a stable hovering state based on the detected moving speed, detected acceleration, and detected angular velocity, then the detected climb speed and blade rotation speed of the multirotor aircraft at multiple detection moments are obtained, including:

[0087] If the detected moving speed of the multi-rotor aircraft at multiple detection moments is less than or equal to the average moving speed, the absolute value of the detected acceleration of the multi-rotor aircraft at multiple detection moments is less than or equal to a preset acceleration threshold, and the absolute value of the detected angular velocity of the multi-rotor aircraft at multiple detection moments is less than or equal to a preset first angular velocity threshold, then it is determined that the multi-rotor aircraft is in a stable hovering state, and the detected climb speed and blade rotation speed of the multi-rotor aircraft at multiple detection moments are obtained.

[0088] The theoretical climb acceleration of the multirotor aircraft at multiple test moments was obtained based on the blade rotation speed and nominal weight, including:

[0089] The highest and lowest blade speeds are determined from the blade speeds detected at multiple detection times of the multirotor aircraft.

[0090] If the difference between the highest and lowest blade speeds is less than or equal to the blade speed difference threshold, the theoretical climb acceleration of the multirotor aircraft at multiple detection moments is obtained based on the blade speeds and nominal weight.

[0091] According to the technical solution provided in this disclosure, when the detected moving speed of the multi-rotor aircraft at multiple detection moments is less than or equal to the average moving speed, the absolute value of the detected acceleration of the multi-rotor aircraft at multiple detection moments is less than or equal to a preset acceleration threshold, and the absolute value of the detected angular velocity of the multi-rotor aircraft at multiple detection moments is less than or equal to a preset first angular velocity threshold, it is determined that the multi-rotor aircraft is in a stable hovering state. Obtaining the detected climb speed and blade rotation speed of the multi-rotor aircraft at multiple detection moments can improve the accuracy of determining that the multi-rotor aircraft is in a stable hovering state, avoid the interference of additional movement generated by the multi-rotor aircraft on the detection of climb speed and blade rotation speed, and help improve the accuracy of the detected climb speed and blade rotation speed. By determining the highest and lowest blade speeds among the blade speeds detected at multiple testing moments of a multirotor aircraft, and when the difference between the highest and lowest blade speeds is less than or equal to a blade speed difference threshold, the theoretical climb acceleration of the multirotor aircraft at multiple testing moments can be obtained based on the blade speeds and nominal weight. This avoids introducing more errors when calculating the theoretical climb acceleration due to excessive changes in blade speed, thus improving the accuracy of the theoretical climb acceleration.

[0092] In one embodiment of this disclosure, the method further includes:

[0093] Based on the blade rotation speeds detected at multiple testing moments of the multirotor aircraft and the thrust coefficients of blades matching the model of the multirotor aircraft, the theoretical blade thrust of the multirotor aircraft at multiple testing moments is obtained.

[0094] The theoretical weight of the multirotor aircraft is obtained based on the theoretical blade thrust at multiple test moments.

[0095] If the absolute value of the average difference between the theoretical climb rate and the detected climb rate of the multirotor aircraft at multiple detection moments is less than or equal to a preset climb rate difference threshold, and the absolute value of the average disturbance climb acceleration of the multirotor aircraft at multiple detection moments is less than or equal to a preset disturbance climb acceleration threshold, then it is determined that the model of the multirotor aircraft matches the model of the blade shield installed on the multirotor aircraft, including:

[0096] If the absolute value of the average difference between the theoretical climb speed and the detected climb speed of the multirotor aircraft at multiple detection times is less than or equal to a preset climb speed difference threshold, the absolute value of the average disturbance climb acceleration of the multirotor aircraft at multiple detection times is less than or equal to a preset disturbance climb acceleration threshold, and the weight difference between the theoretical weight and the nominal weight of the multirotor aircraft is less than or equal to a preset weight difference threshold, then it is determined that the model of the multirotor aircraft matches the model of the blade protective cover installed on the multirotor aircraft.

[0097] According to the technical solution provided in this disclosure, the theoretical blade thrust of the multirotor aircraft is obtained based on the blade rotation speed detected at multiple detection times. The theoretical weight of the multirotor aircraft is then obtained based on the theoretical blade thrust at these multiple detection times. If the difference between the theoretical weight and the nominal weight of the multirotor aircraft is too large, it can be determined that the theoretical blade thrust used to calculate the theoretical weight is inaccurate. Since the theoretical blade thrust is calculated based on the blade rotation speed and the thrust coefficient of blades matching the model of the multirotor aircraft, and considering the high accuracy of the blade rotation speed, it can be assumed that the model of the blade shield installed on the multirotor aircraft is mismatched with the model of the multirotor aircraft. In this case, the blade shield generates resistance to the blade thrust beyond the design specifications, resulting in excessive loss of blade thrust. Therefore, by determining that the model of the multirotor aircraft matches the model of the blade shield installed on the multirotor aircraft when the absolute value of the average difference between the theoretical climb rate and the detected climb rate of the multirotor aircraft at multiple detection times is less than or equal to a preset climb rate difference threshold, the absolute value of the average disturbance climb acceleration of the multirotor aircraft at multiple detection times is less than or equal to a preset disturbance climb acceleration threshold, and the weight difference between the theoretical weight and the nominal weight of the multirotor aircraft is less than or equal to a preset weight difference threshold, the accuracy of determining the matching between the model of the multirotor aircraft and the model of the blade shield installed on the multirotor aircraft can be improved.

[0098] In one embodiment of this disclosure, the method further includes:

[0099] Obtain the angular velocity detected by the multi-rotor aircraft at multiple detection moments.

[0100] Based on the angular velocities detected by the multirotor aircraft at multiple detection times, the vibration amplitude of the multirotor aircraft in the 5Hz-20Hz frequency band at multiple detection times is obtained.

[0101] Obtain the mean and standard deviation of the vibration amplitude.

[0102] If the absolute value of the average difference between the theoretical climb rate and the detected climb rate of the multirotor aircraft at multiple detection moments is less than or equal to a preset climb rate difference threshold, the absolute value of the average disturbance climb acceleration of the multirotor aircraft at multiple detection moments is less than or equal to a preset disturbance climb acceleration threshold, and the weight difference between the theoretical weight and the nominal weight of the multirotor aircraft is less than or equal to a preset weight difference threshold, then it is determined that the model of the multirotor aircraft matches the model of the blade protective cover installed on the multirotor aircraft, including:

[0103] If the absolute value of the average difference between the theoretical climb rate and the detected climb rate of the multirotor aircraft at multiple detection times is less than or equal to a preset climb rate difference threshold, the absolute value of the average disturbance climb acceleration of the multirotor aircraft at multiple detection times is less than or equal to a preset disturbance climb acceleration threshold, the weight difference between the theoretical weight and the nominal weight of the multirotor aircraft is less than or equal to a preset weight difference threshold, the average vibration amplitude belongs to a preset vibration amplitude average range, and the standard deviation of the vibration amplitude belongs to a preset vibration amplitude standard deviation range, then it is determined that the model of the multirotor aircraft matches the model of the blade protective cover installed on the multirotor aircraft.

[0104] According to the technical solution provided in this disclosure, when the model of the multirotor aircraft does not match the model of the blade protective cover installed on the multirotor aircraft, the mean value of the vibration amplitude of the multirotor aircraft in the 5Hz-20Hz frequency band will deviate significantly from the preset vibration amplitude mean range, and the standard deviation of the vibration amplitude of the multirotor aircraft in the 5Hz-20Hz frequency band will also deviate significantly from the preset vibration amplitude standard deviation range. Therefore, by ensuring that the absolute value of the mean difference between the theoretical climb speed and the detected climb speed of the multirotor aircraft at multiple detection times is less than or equal to a preset climb speed difference threshold, and by ensuring that the mean value of the difference between the theoretical climb speed and the detected climb speed of the multirotor aircraft at multiple detection times is less than or equal to a preset climb speed difference threshold, the multirotor aircraft at multiple... When the absolute value of the mean of the disturbance climb acceleration at the detection time is less than or equal to the preset disturbance climb acceleration threshold, the weight difference between the theoretical weight and the nominal weight of the multirotor aircraft is less than or equal to the preset weight difference threshold, the mean of the vibration amplitude belongs to the preset vibration amplitude mean range, and the standard deviation of the vibration amplitude belongs to the preset vibration amplitude standard deviation range, it can be determined that the model of the multirotor aircraft matches the model of the blade protector installed on the multirotor aircraft. This can further improve the accuracy of determining the matching between the model of the multirotor aircraft and the model of the blade protector installed on the multirotor aircraft.

[0105] In one embodiment of this disclosure, the method further includes:

[0106] If it is determined that the model of the multirotor aircraft does not match the model of the blade protector installed on the multirotor aircraft, an error message indicating that the model of the multirotor aircraft does not match the model of the blade protector installed on the multirotor aircraft will be output.

[0107] In one implementation of this disclosure, the blade protector installation error message can be displayed via a terminal compatible with the multirotor aircraft. For example, the terminal can play a corresponding audio prompt via its speaker, or display a video, image, or text corresponding to the error message on its screen. Alternatively, the message can also be displayed via the multirotor aircraft itself. For instance, the multirotor aircraft can play a corresponding audio prompt via its speaker, or its lights can flash at a frequency corresponding to the error message.

[0108] According to the technical solution provided in this disclosure, when it is determined that the model of the multirotor aircraft does not match the model of the blade protector installed on the multirotor aircraft, an error message indicating that the model of the multirotor aircraft does not match the model of the blade protector installed on the multirotor aircraft is output. This can promptly remind the user to replace the blade protector, avoid loss of control and damage to the multirotor aircraft, and thus improve the user experience.

[0109] In one embodiment of this disclosure, determining whether the model of the multirotor aircraft matches the model of the blade shield installed on the multirotor aircraft based on the theoretical climb rate and the disturbed climb acceleration includes:

[0110] The theoretical climb rate and the disturbed climb acceleration are sent to the blade shield detection terminal. The blade shield detection terminal is used to obtain the model of the multi-rotor aircraft, determine the pre-trained blade shield detection model corresponding to the model of the multi-rotor aircraft, receive the theoretical climb rate and the disturbed climb acceleration, input the theoretical climb rate and the disturbed climb acceleration into the blade shield detection model, obtain the blade shield detection result output by the blade shield detection model, and send the blade shield detection result.

[0111] Receive the test results of the blade protector and determine whether the model of the multirotor aircraft matches the model of the blade protector installed on the multirotor aircraft based on the test results.

[0112] In one implementation of this disclosure, the blade shield detection model can be pre-stored in the blade shield detection terminal, or it can be obtained by the blade shield detection terminal from other devices or systems. The blade shield detection model can be a neural network (NN) model, a convolutional neural network (CNN) model, or a long short-term memory (LSTM) model, etc.

[0113] According to the technical solution provided in this disclosure, the theoretical climb rate and disturbed climb acceleration are sent to the blade shield detection terminal, and the blade shield detection results returned by the blade shield detection terminal are received. Based on the blade shield detection results, it is determined whether the model of the multi-rotor aircraft matches the model of the blade shield installed on the multi-rotor aircraft. The blade shield detection terminal is used to obtain the model of the multi-rotor aircraft, determine the pre-trained blade shield detection model corresponding to the model of the multi-rotor aircraft, receive the theoretical climb rate and disturbed climb acceleration, and input the theoretical climb rate and disturbed climb acceleration into the blade shield detection model to obtain the blade shield detection results output by the blade shield detection model. The accuracy of the blade shield detection results is high. Therefore, this solution can improve the accuracy of determining whether the model of the multi-rotor aircraft matches the model of the blade shield installed on the multi-rotor aircraft.

[0114] In one embodiment of this disclosure, the method further includes:

[0115] Based on the test results of the blade shield, determine whether the multirotor aircraft was subjected to external drag at multiple test times, or determine whether the wind speed of the ambient wind in the environment where the multirotor aircraft is located at multiple test times is greater than or equal to the preset wind speed threshold.

[0116] If it is determined that the multirotor aircraft is being dragged by external forces at multiple detection times, a "Do Not Drag" message will be output to indicate that dragging the multirotor aircraft by external forces is prohibited.

[0117] If it is determined that the wind speed in the environment where the multirotor is located is greater than or equal to a preset wind speed threshold at multiple detection times, then a warning message will be output to indicate that the current wind speed affects the flight safety of the multirotor.

[0118] In one implementation of this disclosure, the "Do Not Drag" warning message and wind speed warning message can be displayed through a terminal compatible with the multi-rotor aircraft. For example, the terminal can play a corresponding audio prompt through its speaker, or display a video, image, or text message corresponding to the warning message on its screen. Alternatively, the warning message can also be displayed through the multi-rotor aircraft itself. For example, the multi-rotor aircraft can play a corresponding audio prompt through its speaker, or its lights can flash at a frequency corresponding to the warning message.

[0119] According to the technical solution provided in this disclosure, the system determines whether a multi-rotor aircraft is being dragged by an external force at multiple detection times based on the blade shield detection results, or determines whether the wind speed in the environment where the multi-rotor aircraft is located at multiple detection times is greater than or equal to a preset wind speed threshold based on the blade shield detection results. If it is determined that the multi-rotor aircraft is being dragged by an external force at multiple detection times, a "No Dragging" warning message is output to indicate that dragging the multi-rotor aircraft by external force is prohibited. If it is determined that the wind speed in the environment where the multi-rotor aircraft is located at multiple detection times is greater than or equal to a preset wind speed threshold, a wind speed warning message is output to indicate that the current wind speed affects the flight safety of the multi-rotor aircraft. This facilitates reminding users not to drag the multi-rotor aircraft by external force when it is being dragged by an external force, or reminding users to pay attention to the wind when the multi-rotor aircraft is affected by excessively high wind speeds, thus preventing the multi-rotor aircraft from going out of control and being damaged, thereby improving the user experience.

[0120] In one embodiment of this disclosure, the method further includes:

[0121] If it is determined that the model of the multirotor aircraft does not match the model of the blade shield installed on the multirotor aircraft, the control commands received by the multirotor aircraft are retrieved.

[0122] After executing control commands, obtain at least one of the following: expected pitch angle, expected roll angle, expected yaw angle, expected angular velocity, expected blade speed, expected speed, and expected position of the multirotor aircraft.

[0123] If at least one of the following conditions is met: the expected pitch angle is greater than or equal to a preset pitch angle threshold; the expected roll angle is greater than or equal to a preset roll angle threshold; the expected yaw angle is greater than or equal to a preset yaw angle threshold; the expected angular velocity is greater than or equal to a preset second angular velocity threshold; the expected blade speed is greater than or equal to a preset blade speed threshold; the expected moving speed is greater than or equal to a preset moving speed threshold; or the distance between the expected position and the takeoff position of the multirotor aircraft is greater than or equal to a preset distance threshold, then the control multirotor aircraft will not execute the control command and will display a prompt message indicating that the control command has not been executed.

[0124] According to the technical solution provided in this disclosure, if it is determined that the model of the multirotor aircraft does not match the model of the blade shield installed on the multirotor aircraft, the control commands received by the multirotor aircraft are obtained. At least one of the following is obtained after the control commands are executed: the expected pitch angle, expected roll angle, expected yaw angle, expected angular velocity, expected blade rotation speed, expected speed, and expected position of the multirotor aircraft. If at least one of the following conditions is met: the expected pitch angle is greater than or equal to a preset pitch angle threshold; the expected roll angle is greater than or equal to a preset roll angle threshold; the expected yaw angle is greater than or equal to a preset yaw angle threshold; the expected angular velocity is greater than or equal to a preset second angular velocity threshold; the expected blade speed is greater than or equal to a preset blade speed threshold; the expected moving speed is greater than or equal to a preset moving speed threshold; or the distance between the expected position and the takeoff position of the multirotor aircraft is greater than or equal to a preset distance threshold, it can be considered that the multirotor aircraft will perform actions that are likely to cause the multirotor aircraft to lose control after executing the control command, or be in an attitude that is likely to cause the multirotor aircraft to lose control. Therefore, by controlling the multirotor aircraft not to execute the control command and displaying a prompt message to indicate that the control command has not been executed, the loss of control and damage of the multirotor aircraft can be avoided, thus improving the user experience.

[0125] Figure 2 A structural block diagram of a blade protector detection device according to an embodiment of the present disclosure is shown. This device can be implemented as part or all of an electronic device through software, hardware, or a combination of both.

[0126] like Figure 2 As shown, the blade protection cover detection device 200 includes:

[0127] The movement speed acquisition module 201 is configured to acquire the detected movement speed, detected acceleration and detected angular velocity of the multi-rotor aircraft at multiple detection times.

[0128] The climb rate acquisition module 202 is configured to acquire the detected climb rate and blade rotation speed of the multirotor aircraft at multiple detection moments if the multirotor aircraft is determined to be in a stable hovering state based on the detected moving speed, detected acceleration and detected angular velocity.

[0129] The theoretical acceleration acquisition module 203 is configured to acquire the nominal weight of the multirotor aircraft and acquire the theoretical climb acceleration of the multirotor aircraft at multiple detection moments based on the blade rotation speed and the nominal weight.

[0130] The disturbance acceleration acquisition module 204 is configured to acquire the theoretical climb rate and disturbance climb acceleration of the multirotor aircraft at multiple detection moments based on the detected climb rate and theoretical climb acceleration.

[0131] Among them, the theoretical climb rate is the climb rate inferred from the detected blade rotation speed, assuming that a blade shield of the same model is installed on the multirotor aircraft; the disturbed climb acceleration is the acceleration component in the climb acceleration of the multirotor aircraft caused by the non-control input factor of the mismatch between the model of the multirotor aircraft and the model of the blade shield installed on the multirotor aircraft.

[0132] The blade protector detection module 205 is configured to determine whether the model of the multirotor aircraft matches the model of the blade protector installed on the multirotor aircraft based on the theoretical climb rate and the disturbance climb acceleration.

[0133] According to the technical solution provided in this disclosure, the detection moving speed, detection acceleration, and detection angular velocity of the multi-rotor aircraft are obtained at multiple detection moments. If the multi-rotor aircraft is determined to be in a stable hovering state based on the detection moving speed, detection acceleration, and detection angular velocity, the detection climb speed and blade rotation speed of the multi-rotor aircraft at multiple detection moments are obtained. The nominal weight of the multi-rotor aircraft is obtained, and the theoretical climb acceleration of the multi-rotor aircraft at multiple detection moments is obtained based on the blade rotation speed and nominal weight. Based on the detection climb speed and theoretical climb acceleration, the theoretical climb speed and disturbed climb acceleration of the multi-rotor aircraft at multiple detection moments are obtained. Based on the theoretical climb speed and disturbed climb acceleration, it is determined whether the model of the multi-rotor aircraft matches the model of the blade protective cover installed on the multi-rotor aircraft. The theoretical climb rate is the climb rate inferred from the detected blade rotation speed, assuming a matching blade shield is installed on the multirotor aircraft. The disturbed climb acceleration is the acceleration component in the multirotor aircraft's climb acceleration caused by the non-control input factor of the mismatch between the multirotor's model and the model of the blade shield installed on it. When the multirotor aircraft is in a stable climb state, if a matching blade shield is installed, the theoretical climb rate approaches the detected climb rate, and the disturbed climb acceleration approaches zero. Therefore, if the theoretical climb rate and the detected climb rate of a multi-rotor aircraft are similar, and the absolute value of the disturbance climb acceleration is also small, it is assumed that the multi-rotor aircraft is equipped with a blade protector of the same model, and no further reminder to the multi-rotor aircraft operator is needed. Conversely, if the theoretical climb rate and the detected climb rate of a multi-rotor aircraft are significantly different, or the absolute value of the disturbance climb acceleration is large, it is assumed that the multi-rotor aircraft is not equipped with a blade protector of the same model, and it is convenient to further remind the multi-rotor aircraft operator to replace the blade protector to avoid loss of control and crash, thus improving the user experience.

[0134] This disclosure also discloses an electronic device, Figure 3 A structural block diagram of an electronic device according to an embodiment of the present disclosure is shown.

[0135] like Figure 3 As shown, the electronic device includes a memory and a processor, wherein the memory is used to store one or more computer instructions, wherein the one or more computer instructions are executed by the processor to implement the method according to embodiments of the present disclosure.

[0136] This disclosure provides a method for detecting a blade protective cover, including:

[0137] The detection speed, acceleration, and angular velocity of the multi-rotor aircraft are obtained at multiple detection moments.

[0138] If the multirotor is determined to be in a stable hovering state based on the detected moving speed, detected acceleration, and detected angular velocity, then the detected climb speed and blade rotation speed of the multirotor at multiple detection moments are obtained.

[0139] Obtain the nominal weight of the multirotor aircraft, and based on the blade speed and nominal weight, obtain the theoretical climb acceleration of the multirotor aircraft at multiple test moments.

[0140] Based on the detected climb rate and theoretical climb acceleration, the theoretical climb rate and disturbed climb acceleration of the multirotor aircraft at multiple detection moments are obtained.

[0141] Among them, the theoretical climb rate is the climb rate inferred from the detected blade rotation speed, assuming that a blade shield of the same model is installed on the multirotor aircraft; the disturbed climb acceleration is the acceleration component in the climb acceleration of the multirotor aircraft caused by the non-control input factor of the mismatch between the model of the multirotor aircraft and the model of the blade shield installed on the multirotor aircraft.

[0142] The model of the multirotor aircraft and the model of the blade shield installed on the multirotor aircraft are determined based on the theoretical climb rate and the disturbed climb acceleration.

[0143] In one embodiment of this disclosure, if it is determined that the multirotor aircraft is in a stable hovering state based on the detected moving speed, detected acceleration, and detected angular velocity, then the detected climb speed and blade rotation speed of the multirotor aircraft at multiple detection moments are obtained, including:

[0144] If the detected moving speed of the multi-rotor aircraft at multiple detection moments is less than or equal to the average moving speed, the absolute value of the detected acceleration of the multi-rotor aircraft at multiple detection moments is less than or equal to a preset acceleration threshold, and the absolute value of the detected angular velocity of the multi-rotor aircraft at multiple detection moments is less than or equal to a preset first angular velocity threshold, then it is determined that the multi-rotor aircraft is in a stable hovering state, and the detected climb speed and blade rotation speed of the multi-rotor aircraft at multiple detection moments are obtained.

[0145] The theoretical climb acceleration of the multirotor aircraft at multiple test moments was obtained based on the blade rotation speed and nominal weight, including:

[0146] The highest and lowest blade speeds are determined from the blade speeds detected at multiple detection times of the multirotor aircraft.

[0147] If the difference between the highest and lowest blade speeds is less than or equal to the blade speed difference threshold, the theoretical climb acceleration of the multirotor aircraft at multiple detection moments is obtained based on the blade speeds and nominal weight.

[0148] In one embodiment of this disclosure, determining whether the model of the multirotor aircraft matches the model of the blade shield installed on the multirotor aircraft based on the theoretical climb rate and the disturbed climb acceleration includes:

[0149] If the absolute value of the average difference between the theoretical climb rate and the detected climb rate of the multirotor aircraft at multiple detection times is less than or equal to a preset climb rate difference threshold, and the absolute value of the average disturbance climb acceleration of the multirotor aircraft at multiple detection times is less than or equal to a preset disturbance climb acceleration threshold, then the model of the multirotor aircraft is determined to match the model of the blade protective cover installed on the multirotor aircraft.

[0150] In one embodiment of this disclosure, the method further includes:

[0151] Based on the blade rotation speeds detected at multiple testing moments of the multirotor aircraft and the thrust coefficients of blades matching the model of the multirotor aircraft, the theoretical blade thrust of the multirotor aircraft at multiple testing moments is obtained.

[0152] The theoretical weight of the multirotor aircraft is obtained based on the theoretical blade thrust at multiple test moments.

[0153] If the absolute value of the average difference between the theoretical climb rate and the detected climb rate of the multirotor aircraft at multiple detection moments is less than or equal to a preset climb rate difference threshold, and the absolute value of the average disturbance climb acceleration of the multirotor aircraft at multiple detection moments is less than or equal to a preset disturbance climb acceleration threshold, then it is determined that the model of the multirotor aircraft matches the model of the blade shield installed on the multirotor aircraft, including:

[0154] If the absolute value of the average difference between the theoretical climb speed and the detected climb speed of the multirotor aircraft at multiple detection times is less than or equal to a preset climb speed difference threshold, the absolute value of the average disturbance climb acceleration of the multirotor aircraft at multiple detection times is less than or equal to a preset disturbance climb acceleration threshold, and the weight difference between the theoretical weight and the nominal weight of the multirotor aircraft is less than or equal to a preset weight difference threshold, then it is determined that the model of the multirotor aircraft matches the model of the blade protective cover installed on the multirotor aircraft.

[0155] In one embodiment of this disclosure, the method further includes:

[0156] Obtain the angular velocity detected by the multi-rotor aircraft at multiple detection moments.

[0157] Based on the angular velocities detected by the multirotor aircraft at multiple detection times, the vibration amplitude of the multirotor aircraft in the 5Hz-20Hz frequency band at multiple detection times is obtained.

[0158] Obtain the mean and standard deviation of the vibration amplitude.

[0159] If the absolute value of the average difference between the theoretical climb rate and the detected climb rate of the multirotor aircraft at multiple detection moments is less than or equal to a preset climb rate difference threshold, the absolute value of the average disturbance climb acceleration of the multirotor aircraft at multiple detection moments is less than or equal to a preset disturbance climb acceleration threshold, and the weight difference between the theoretical weight and the nominal weight of the multirotor aircraft is less than or equal to a preset weight difference threshold, then it is determined that the model of the multirotor aircraft matches the model of the blade protective cover installed on the multirotor aircraft, including:

[0160] If the absolute value of the average difference between the theoretical climb rate and the detected climb rate of the multirotor aircraft at multiple detection times is less than or equal to a preset climb rate difference threshold, the absolute value of the average disturbance climb acceleration of the multirotor aircraft at multiple detection times is less than or equal to a preset disturbance climb acceleration threshold, the weight difference between the theoretical weight and the nominal weight of the multirotor aircraft is less than or equal to a preset weight difference threshold, the average vibration amplitude belongs to a preset vibration amplitude average range, and the standard deviation of the vibration amplitude belongs to a preset vibration amplitude standard deviation range, then it is determined that the model of the multirotor aircraft matches the model of the blade protective cover installed on the multirotor aircraft.

[0161] In one embodiment of this disclosure, the method further includes:

[0162] If it is determined that the model of the multirotor aircraft does not match the model of the blade protector installed on the multirotor aircraft, an error message indicating that the model of the multirotor aircraft does not match the model of the blade protector installed on the multirotor aircraft will be output.

[0163] In one embodiment of this disclosure, determining whether the model of the multirotor aircraft matches the model of the blade shield installed on the multirotor aircraft based on the theoretical climb rate and the disturbed climb acceleration includes:

[0164] The theoretical climb rate and the disturbed climb acceleration are sent to the blade shield detection terminal. The blade shield detection terminal is used to obtain the model of the multi-rotor aircraft, determine the pre-trained blade shield detection model corresponding to the model of the multi-rotor aircraft, receive the theoretical climb rate and the disturbed climb acceleration, input the theoretical climb rate and the disturbed climb acceleration into the blade shield detection model, obtain the blade shield detection result output by the blade shield detection model, and send the blade shield detection result.

[0165] Receive the test results of the blade protector and determine whether the model of the multirotor aircraft matches the model of the blade protector installed on the multirotor aircraft based on the test results.

[0166] In one embodiment of this disclosure, the method further includes:

[0167] Based on the test results of the blade shield, determine whether the multirotor aircraft was subjected to external drag at multiple test times, or determine whether the wind speed of the ambient wind in the environment where the multirotor aircraft is located at multiple test times is greater than or equal to the preset wind speed threshold.

[0168] If it is determined that the multirotor aircraft is being dragged by external forces at multiple detection moments, a "Do Not Drag" message will be output to indicate that dragging the multirotor aircraft by external forces is prohibited.

[0169] If it is determined that the wind speed in the environment where the multirotor is located is greater than or equal to a preset wind speed threshold at multiple detection times, then a warning message will be output to indicate that the current wind speed affects the flight safety of the multirotor.

[0170] In one embodiment of this disclosure, the method further includes:

[0171] If it is determined that the model of the multirotor aircraft does not match the model of the blade shield installed on the multirotor aircraft, the control commands received by the multirotor aircraft are retrieved.

[0172] After executing control commands, obtain at least one of the following: expected pitch angle, expected roll angle, expected yaw angle, expected angular velocity, expected blade speed, expected speed, and expected position of the multirotor aircraft.

[0173] If at least one of the following conditions is met: the expected pitch angle is greater than or equal to a preset pitch angle threshold; the expected roll angle is greater than or equal to a preset roll angle threshold; the expected yaw angle is greater than or equal to a preset yaw angle threshold; the expected angular velocity is greater than or equal to a preset second angular velocity threshold; the expected blade speed is greater than or equal to a preset blade speed threshold; the expected moving speed is greater than or equal to a preset moving speed threshold; or the distance between the expected position and the takeoff position of the multirotor aircraft is greater than or equal to a preset distance threshold, then the control multirotor aircraft will not execute the control command and will display a prompt message indicating that the control command has not been executed.

[0174] Figure 4 A schematic diagram of the structure of a computer system suitable for implementing the method according to embodiments of the present disclosure is shown.

[0175] like Figure 4 As shown, the computer system includes a processing unit that can execute various methods described above based on a program stored in a read-only memory (ROM) or a program loaded from a storage portion into a random access memory (RAM). The RAM also stores various programs and data required for the operation of the computer system. The processing unit, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0176] The following components are connected to the I / O interface: input sections including keyboards, mice, etc.; output sections including cathode ray tubes (CRTs), liquid crystal displays (LCDs), and speakers; storage sections including hard disks; and communication sections including network interface cards such as LAN cards and modems. The communication sections perform communication processes via networks such as the Internet. Drives are also connected to the I / O interface as needed. Removable media, such as disks, optical disks, magneto-optical disks, semiconductor memories, etc., are installed on the drive as needed so that computer programs read from them can be installed into the storage section as needed. The processing unit can be implemented as a CPU, GPU, TPU, FPGA, NPU, etc.

[0177] In particular, according to embodiments of this disclosure, the methods described above can be implemented as computer software programs. For example, embodiments of this disclosure include a computer program product comprising a computer program tangibly embodied on a machine-readable medium, the computer program containing program code for performing the methods described above. In such embodiments, the computer program can be downloaded and installed from a network via a communication component, and / or installed from a removable medium.

[0178] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0179] The units or modules described in the embodiments of this disclosure can be implemented in software or programmable hardware. The described units or modules can also be located in a processor, and the names of these units or modules do not necessarily constitute a limitation on the unit or module itself.

[0180] In another aspect, this disclosure also provides a computer-readable storage medium, which may be a computer-readable storage medium included in the electronic device or computer system described above. It may also be a standalone computer-readable storage medium not assembled into a device. The computer-readable storage medium stores one or more programs that are used by one or more processors to perform the methods described in this disclosure.

[0181] The above description is merely a preferred embodiment of this disclosure and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of the invention involved in this disclosure is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the inventive concept. For example, technical solutions formed by substituting the above-described features with (but not limited to) technical features disclosed in this disclosure that have similar functions.

Claims

1. A method for detecting a propeller blade protective cover, characterized in that, include: Acquire the detection velocity, detection acceleration, and detection angular velocity of the multi-rotor aircraft at multiple detection moments; If the multirotor aircraft is determined to be in a stable hovering state based on the detected moving speed, the detected acceleration, and the detected angular velocity, then the detected climb speed and blade rotation speed of the multirotor aircraft at multiple detection moments are obtained. The nominal weight of the multirotor aircraft is obtained, and the theoretical climb acceleration of the multirotor aircraft at the multiple detection times is obtained based on the blade rotation speed and the nominal weight. Based on the detected climb rate and the theoretical climb acceleration, the theoretical climb rate and the disturbed climb acceleration of the multirotor aircraft at the multiple detection times are obtained; wherein, the theoretical climb rate is the climb rate inferred from the detected blade rotation speed, assuming that a blade shield of the same model is installed on the multirotor aircraft; the disturbed climb acceleration is the acceleration component in the climb acceleration of the multirotor aircraft caused by the non-control input factor of the mismatch between the model of the multirotor aircraft and the model of the blade shield installed on the multirotor aircraft; Based on the theoretical climb rate and the disturbed climb acceleration, determine whether the model of the multirotor aircraft matches the model of the blade shield installed on the multirotor aircraft.

2. The method for detecting the blade protective cover according to claim 1, characterized in that, If the multirotor aircraft is determined to be in a stable hovering state based on the detected moving speed, the detected acceleration, and the detected angular velocity, then the detected climb speed and blade rotation speed of the multirotor aircraft at multiple detection moments are obtained, including: If the detected moving speed detected by the multi-rotor aircraft at multiple detection times is less than or equal to the average moving speed, the absolute value of the detected acceleration detected by the multi-rotor aircraft at multiple detection times is less than or equal to a preset acceleration threshold, and the absolute value of the detected angular velocity detected by the multi-rotor aircraft at multiple detection times is less than or equal to a preset first angular velocity threshold, then it is determined that the multi-rotor aircraft is in a stable hovering state, and the detected climb speed and blade rotation speed detected by the multi-rotor aircraft at multiple detection times are obtained; The process of obtaining the theoretical climb acceleration of the multi-rotor aircraft at multiple detection moments based on the blade rotation speed and the nominal weight includes: The highest and lowest blade speeds are determined from the blade speeds detected by the multirotor aircraft at multiple detection times. If the difference between the highest blade speed and the lowest blade speed is less than or equal to the blade speed difference threshold, then the theoretical climb acceleration of the multirotor aircraft at the multiple detection times is obtained based on the blade speed and the nominal weight.

3. The method for detecting the blade protective cover according to claim 1, characterized in that, The step of determining whether the model of the multirotor aircraft matches the model of the blade shield installed on the multirotor aircraft based on the theoretical climb rate and the disturbed climb acceleration includes: If the absolute value of the average difference between the theoretical climb speed and the detected climb speed of the multirotor aircraft at multiple detection times is less than or equal to a preset climb speed difference threshold, and the absolute value of the average disturbance climb acceleration of the multirotor aircraft at multiple detection times is less than or equal to a preset disturbance climb acceleration threshold, then it is determined that the model of the multirotor aircraft matches the model of the blade protection cover installed on the multirotor aircraft.

4. The method for detecting the blade protective cover according to claim 3, characterized in that, The method further includes: Based on the blade rotation speed detected by the multirotor at multiple detection times and the thrust coefficient of the blades matching the model of the multirotor, the theoretical blade thrust of the multirotor at multiple detection times is obtained. The theoretical weight of the multirotor aircraft is obtained based on the theoretical blade thrust of the multirotor aircraft at the multiple detection times. If the absolute value of the average difference between the theoretical climb rate and the detected climb rate of the multirotor aircraft at multiple detection times is less than or equal to a preset climb rate difference threshold, and the absolute value of the average disturbance climb acceleration of the multirotor aircraft at multiple detection times is less than or equal to a preset disturbance climb acceleration threshold, then it is determined that the model of the multirotor aircraft matches the model of the blade shield installed on the multirotor aircraft, including: If the absolute value of the average difference between the theoretical climb speed and the detected climb speed of the multirotor aircraft at multiple detection times is less than or equal to a preset climb speed difference threshold, the absolute value of the average disturbance climb acceleration of the multirotor aircraft at multiple detection times is less than or equal to a preset disturbance climb acceleration threshold, and the weight difference between the theoretical weight and the nominal weight of the multirotor aircraft is less than or equal to a preset weight difference threshold, then it is determined that the model of the multirotor aircraft matches the model of the blade protective cover installed on the multirotor aircraft.

5. The method for detecting the blade protective cover according to claim 3, characterized in that, The method further includes: Obtain the angular velocity detected by the multi-rotor aircraft at the multiple detection times; Based on the angular velocity detected by the multirotor aircraft at the multiple detection times, the vibration amplitude of the multirotor aircraft in the 5Hz-20Hz frequency band at the multiple detection times is obtained; Obtain the mean of the vibration amplitude and the standard deviation of the vibration amplitude; If the absolute value of the average difference between the theoretical climb rate and the detected climb rate of the multirotor aircraft at multiple detection times is less than or equal to a preset climb rate difference threshold, the absolute value of the average disturbance climb acceleration of the multirotor aircraft at multiple detection times is less than or equal to a preset disturbance climb acceleration threshold, and the weight difference between the theoretical weight and the nominal weight of the multirotor aircraft is less than or equal to a preset weight difference threshold, then it is determined that the model of the multirotor aircraft matches the model of the blade protective cover installed on the multirotor aircraft, including: If the absolute value of the average difference between the theoretical climb speed and the detected climb speed of the multirotor aircraft at multiple detection times is less than or equal to a preset climb speed difference threshold, the absolute value of the average disturbance climb acceleration of the multirotor aircraft at multiple detection times is less than or equal to a preset disturbance climb acceleration threshold, the weight difference between the theoretical weight and the nominal weight of the multirotor aircraft is less than or equal to a preset weight difference threshold, the average vibration amplitude belongs to a preset vibration amplitude average range, and the standard deviation of the vibration amplitude belongs to a preset vibration amplitude standard deviation range, then it is determined that the model of the multirotor aircraft matches the model of the blade protective cover installed on the multirotor aircraft.

6. The method for detecting the blade protective cover according to claim 1, characterized in that, The method further includes: If it is determined that the model of the multirotor aircraft does not match the model of the blade protector installed on the multirotor aircraft, an error message indicating that the model of the multirotor aircraft does not match the model of the blade protector installed on the multirotor aircraft will be output.

7. The method for detecting the blade protective cover according to claim 1, characterized in that, The step of determining whether the model of the multirotor aircraft matches the model of the blade shield installed on the multirotor aircraft based on the theoretical climb rate and the disturbed climb acceleration includes: The theoretical climb rate and the disturbed climb acceleration are sent to the blade shield detection terminal, wherein the blade shield detection terminal is used to obtain the model of the multi-rotor aircraft, determine the pre-trained blade shield detection model corresponding to the model of the multi-rotor aircraft, receive the theoretical climb rate and the disturbed climb acceleration, input the theoretical climb rate and the disturbed climb acceleration into the blade shield detection model, obtain the blade shield detection result output by the blade shield detection model, and send the blade shield detection result; Receive the test results of the blade protector, and determine whether the model of the multi-rotor aircraft matches the model of the blade protector installed on the multi-rotor aircraft based on the test results of the blade protector.

8. The method for detecting the blade protective cover according to claim 7, characterized in that, The method further includes: Based on the detection results of the blade protection cover, determine whether the multi-rotor aircraft is subjected to external drag at the multiple detection times, or based on the detection results of the blade protection cover, determine whether the wind speed of the ambient wind in the environment where the multi-rotor aircraft is located is greater than or equal to a preset wind speed threshold at the multiple detection times. If it is determined that the multirotor aircraft is being dragged by an external force at the multiple detection times, a "prohibit dragging" message is output to indicate that dragging the multirotor aircraft by an external force is prohibited. If it is determined that the wind speed in the environment where the multirotor is located is greater than or equal to a preset wind speed threshold at the multiple detection times, a prompt message is output to indicate that the current wind speed affects the flight safety of the multirotor.

9. The method for detecting the blade protective cover according to claim 1, characterized in that, The method further includes: If it is determined that the model of the multirotor aircraft does not match the model of the blade protective cover installed on the multirotor aircraft, the control commands received by the multirotor aircraft are obtained. After executing the control command, obtain at least one of the following: expected pitch angle, expected roll angle, expected yaw angle, expected angular velocity, expected blade speed, expected speed, and expected position of the multirotor aircraft. If at least one of the following conditions is met: the expected pitch angle is greater than or equal to a preset pitch angle threshold; the expected roll angle is greater than or equal to a preset roll angle threshold; the expected yaw angle is greater than or equal to a preset yaw angle threshold; the expected angular velocity is greater than or equal to a preset second angular velocity threshold; the expected blade rotation speed is greater than or equal to a preset blade rotation speed threshold; the expected moving speed is greater than or equal to a preset moving speed threshold; or the distance between the expected position and the takeoff position of the multirotor aircraft is greater than or equal to a preset distance threshold, then the multirotor aircraft is controlled not to execute the control command, and a prompt message is displayed to indicate that the control command has not been executed.

10. A blade protection cover detection device, characterized in that, include: The movement speed acquisition module is configured to acquire the detected movement speed, detected acceleration, and detected angular velocity of the multirotor aircraft at multiple detection moments; The climb rate acquisition module is configured to acquire the detected climb rate and blade rotation speed of the multirotor aircraft at multiple detection moments if it is determined that the multirotor aircraft is in a stable hovering state based on the detected moving speed, the detected acceleration and the detected angular velocity. The theoretical acceleration acquisition module is configured to acquire the nominal weight of the multirotor aircraft and acquire the theoretical climb acceleration of the multirotor aircraft at multiple detection times based on the blade rotation speed and the nominal weight. The disturbance acceleration acquisition module is configured to acquire the theoretical climb rate and disturbance climb acceleration of the multirotor aircraft at multiple detection times based on the detected climb rate and the theoretical climb acceleration. The theoretical climb rate is the climb rate inferred from the detected blade rotation speed, assuming a matching blade shield is installed on the multirotor aircraft. The disturbance climb acceleration is the acceleration component in the multirotor aircraft's climb acceleration caused by the non-control input factor of a mismatch between the model of the multirotor aircraft and the model of the blade shield installed on it. The blade protector detection module is configured to determine whether the model of the multirotor aircraft matches the model of the blade protector installed on the multirotor aircraft based on the theoretical climb rate and the disturbance climb acceleration.

11. An electronic device, characterized in that, It includes a memory and a processor; wherein the memory is used to store one or more computer instructions, wherein the one or more computer instructions are executed by the processor to implement the method of any one of claims 1-9.

12. A computer-readable storage medium storing computer instructions thereon, characterized in that, When executed by a processor, the computer instructions implement the method of any one of claims 1-9.

Images