Aircraft control method and device, storage medium and electronic device

Abstract

The invention provides an aircraft control method and device, a storage medium and an electronic device, and the method comprises the steps: detecting a control instruction of an aircraft; the flight mode of the aircraft is determined according to the control instruction, the real-time residual capacity of an energy storage unit is detected, the aircraft comprises a driving motor, a hydrogen internal combustion engine, a power generation motor and the energy storage unit, the hydrogen internal combustion engine provides power for the power generation motor in the starting stage, the power generation motor charges the energy storage unit, and the energy storage unit is connected with the driving motor. The power generation motor and the energy storage unit provide electric energy for the driving motor; and controlling the working states of the hydrogen internal combustion engine, the driving motor and the power generation motor according to the flight mode and the real-time residual capacity. According to the embodiment of the invention, the technical problem of low energy utilization rate of an aircraft in the prior art is solved, and meanwhile, the requirements of the aircraft on the aspects of light weight, long endurance and high safety are met.

Description

TECHNICAL FIELD

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

[0002] In the related art, the current low-altitude aircraft field power system mainly faces several core technical problems. One is the contradiction between the low energy density of pure electric drive batteries and the endurance bottleneck. The second is that the drive motor needs to consider high power density and lightweight, but the high-speed motor has outstanding heat dissipation and material strength problems. The lightweight and efficiency of the power system are contradictory.

[0003] In view of the above problems existing in the related art, an efficient and accurate solution has not been found. SUMMARY

[0004] The present application provides a control method and device of an aircraft, a storage medium and an electronic device to solve the technical problems in the related art.

[0005] According to an embodiment of the present application, a control method of an aircraft is provided, comprising: detecting a control instruction of the aircraft; determining a flight mode of the aircraft according to the control instruction, and detecting a real-time residual capacity of an energy storage unit, wherein the aircraft comprises: a drive motor, a hydrogen internal combustion engine, a generator motor, and the energy storage unit, the hydrogen internal combustion engine provides power for the generator motor in the starting stage, the generator motor charges the energy storage unit, and the generator motor and the energy storage unit provide electric energy for the drive motor; controlling the working state of the hydrogen internal combustion engine, the drive motor and the generator motor according to the flight mode and the real-time residual capacity.

[0006] Optionally, if the flight mode is a vertical take-off mode, controlling the working states of the hydrogen internal combustion engine, the driving motor and the power generator according to the flight mode and the real-time residual capacity comprises: in a take-off preparation stage, controlling the hydrogen internal combustion engine to start and run to a hybrid working condition, and controlling the power generator to charge the energy storage unit according to the real-time residual capacity, wherein the energy storage unit comprises a battery and a capacitor, and the hydrogen internal combustion engine comprises a start-up working condition, an economic working condition, a hybrid working condition and a high-power working condition in an order of increasing rotation speed; in a take-off start stage after the take-off preparation stage, controlling the power generator and the battery to simultaneously provide electric energy for the driving motor; in a take-off flight stage after the take-off start stage, monitoring the real-time residual capacity of the battery; judging whether the real-time residual capacity is less than or equal to a first preset capacity; if the real-time residual capacity is less than or equal to the first preset capacity, switching the hydrogen internal combustion engine from the hybrid working condition to the high-power working condition, and controlling the power generator to separately provide electric energy for the driving motor; if the real-time residual capacity is greater than the first preset capacity, maintaining the current state until the aircraft reaches a specified height.

[0007] Optionally, controlling the power generator to charge the energy storage unit according to the real-time residual capacity comprises: judging whether a first residual capacity of the battery is less than or equal to a first preset capacity, wherein the real-time residual capacity comprises the first residual capacity of the battery and a second residual capacity of the capacitor; if the first residual capacity is less than or equal to the first preset capacity, controlling the power generator to charge the battery to a second preset capacity, wherein the second preset capacity is greater than the first preset capacity; if the first residual capacity is greater than the first preset capacity, judging whether the second residual capacity of the capacitor is less than or equal to a third preset capacity; if the second residual capacity of the capacitor is less than or equal to the third preset capacity, controlling the power generator to charge the capacitor to a full-load capacity.

[0008] Optionally, if the flight mode is a deceleration and landing mode, controlling the working states of the hydrogen internal combustion engine, the driving motor and the power generator according to the flight mode and the real-time residual capacity comprises: judging whether a real-time residual capacity of a battery in the energy storage unit is greater than or equal to a fourth preset capacity; if the real-time residual capacity is greater than or equal to the fourth preset capacity, controlling the battery to separately provide electric energy for the driving motor; if the real-time residual capacity is less than the fourth preset capacity, judging whether the hydrogen internal combustion engine has started; if the hydrogen internal combustion engine has started, controlling the hydrogen internal combustion engine to enter an economic working condition, and controlling the power generator to separately provide electric energy for the driving motor; if the hydrogen internal combustion engine has not started, controlling the hydrogen internal combustion engine to enter a start-up working condition and run to an economic working condition, and controlling the power generator and the battery to simultaneously provide electric energy for the driving motor until the aircraft completes landing.

[0009] Optionally, if the flight mode is the constant speed level flight mode, the controlling the working states of the hydrogen internal combustion engine, the driving motor and the power generation motor according to the flight mode and the real-time residual capacity comprises: monitoring the real-time residual capacity of the battery in the energy storage unit; judging whether the real-time residual capacity is greater than or equal to a fifth preset capacity; if the real-time residual capacity is greater than or equal to the fifth preset capacity, controlling the battery to provide power for the driving motor alone; if the real-time residual capacity is less than the fifth preset capacity, judging whether the hydrogen internal combustion engine has been started; controlling the working states of the hydrogen internal combustion engine and the power generation motor according to the starting state of the hydrogen internal combustion engine.

[0010] Optionally, the controlling the working states of the hydrogen internal combustion engine and the power generation motor according to the starting state of the hydrogen internal combustion engine comprises: if the hydrogen internal combustion engine has been started, controlling the hydrogen internal combustion engine to enter a mixed working condition, controlling the power generation motor to charge the battery, and simultaneously controlling the power generation motor to provide power for the driving motor alone until the real-time residual capacity of the battery increases to a sixth preset capacity, then shutting down the hydrogen internal combustion engine and controlling the battery to provide power for the driving motor alone; if the hydrogen internal combustion engine has not been started, controlling the hydrogen internal combustion engine to start and enter a starting working condition, and controlling the power generation motor and the battery to provide power for the driving motor simultaneously; controlling the hydrogen internal combustion engine to run from the starting working condition to the mixed working condition, controlling the power generation motor to charge the battery, and simultaneously controlling the power generation motor to provide power for the driving motor alone until the real-time residual capacity of the battery increases to the sixth preset capacity, then shutting down the hydrogen internal combustion engine and controlling the battery to provide power for the driving motor alone.

[0011] Optionally, if the flight mode is the accelerating level flight mode, the controlling the working states of the hydrogen internal combustion engine, the driving motor and the power generation motor according to the flight mode and the real-time residual capacity comprises: controlling the hydrogen internal combustion engine to enter a starting working condition, and judging whether the real-time residual capacity of the battery in the energy storage unit is less than or equal to a seventh preset capacity; if the real-time residual capacity is less than or equal to the seventh preset capacity, prohibiting the aircraft from accelerating, and controlling the hydrogen internal combustion engine to run from the starting working condition to a high-power working condition, and controlling the power generation motor to charge the battery, and simultaneously controlling the power generation motor to provide power for the driving motor alone; if the real-time residual capacity is greater than the seventh preset capacity, controlling the working states of the hydrogen internal combustion engine and the power generation motor according to the acceleration type of the accelerating level flight mode.

[0012] Optionally, the controlling the working states of the hydrogen internal combustion engine and the generator according to the acceleration type of the acceleration cruise mode comprises: determining the acceleration type of the acceleration cruise mode, wherein the acceleration type comprises a first acceleration mode and a second acceleration mode, the average acceleration of the first acceleration mode is greater than the average acceleration of the second acceleration mode; if the acceleration type is the first acceleration mode, controlling the hydrogen internal combustion engine to run from the starting working condition to the high-power working condition, and controlling the battery and the generator to simultaneously provide the driving motor with electric energy; if the acceleration type is the second acceleration mode, controlling the hydrogen internal combustion engine to run from the starting working condition to the hybrid working condition, and controlling the battery and the generator to simultaneously provide the driving motor with electric energy.

[0013] Optionally, if the flight mode is the escape mode, the controlling the working states of the hydrogen internal combustion engine, the driving motor and the generator according to the flight mode and the real-time residual capacity comprises: controlling the hydrogen internal combustion engine to enter the hybrid working condition, judging whether the real-time residual capacity of the battery in the energy storage unit is less than or equal to an eighth preset capacity; if the real-time residual capacity is less than or equal to the eighth preset capacity, controlling the hydrogen internal combustion engine to run from the hybrid working condition to the high-power working condition, and controlling the capacitor and the generator to simultaneously provide the driving motor with electric energy, wherein the energy storage unit comprises the battery and the capacitor; judging whether the aircraft has escaped; if the aircraft has escaped, controlling the generator to charge the capacitor and the battery, while the generator alone provides the driving motor with electric energy; if the aircraft has not escaped, controlling the capacitor, the battery and the generator to simultaneously provide the driving motor with electric energy.

[0014] Optionally, after judging whether the real-time residual capacity is less than or equal to the eighth preset capacity, the method further comprises: if the real-time residual capacity is greater than the eighth preset capacity, controlling the capacitor, the battery and the generator to simultaneously provide the driving motor with electric energy; judging whether the aircraft has escaped; if the aircraft has escaped, controlling the generator to charge the capacitor and the battery, while the generator alone provides the driving motor with electric energy; if the aircraft has not escaped, switching the hydrogen internal combustion engine from the hybrid working condition to the high-power working condition, and controlling the capacitor, the battery and the generator to simultaneously provide the driving motor with electric energy.

[0015] According to another embodiment of the present application, a control device of an aircraft is provided, comprising: a detection module configured to detect a control instruction of the aircraft; a determination module configured to determine a flight mode of the aircraft according to the control instruction, and detect a real-time residual capacity of an energy storage unit, wherein the aircraft comprises: a driving motor, a hydrogen internal combustion engine, a power generation motor, the energy storage unit, the hydrogen internal combustion engine provides power for the power generation motor in a starting phase, the power generation motor charges the energy storage unit, and the power generation motor and the energy storage unit provide electric energy for the driving motor; and a control module configured to control working states of the hydrogen internal combustion engine, the driving motor and the power generation motor according to the flight mode and the real-time residual capacity.

[0016] According to another aspect of the embodiments of the present application, a storage medium is also provided, which comprises a stored program, and the program performs the steps described above when running.

[0017] According to another aspect of the embodiments of the present application, an electronic device is also provided, which comprises a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory complete mutual communication through the communication bus; the memory is used to store a computer program; and the processor is used to execute the steps in the above method by running the program stored in the memory.

[0018] The embodiments of the present application also provide a computer program product comprising instructions which, when executed on a computer, cause the computer to perform the steps of the above method.

[0019] The present application has the following beneficial effects: 1. Five different modes are proposed for the special hydrogen internal combustion engine and the range-extended power system of the aircraft, the energy management strategies of various modes comprehensively consider the current conditions of the power demand of the aircraft and the characteristics of the actual power system subsystems to make optimal energy management, the characteristics of the power battery pack can help the hydrogen internal combustion engine to avoid high fuel consumption and high emission areas and only work in the high-efficiency area, and the characteristics of the high instantaneous power of the capacitor can help the auxiliary battery and the hydrogen internal combustion engine to meet the demand for instantaneous strong power of the aircraft in special scenarios, and the overall characteristics of the battery, the capacitor and the hydrogen internal combustion engine are combined to realize the complementation of respective disadvantages, so as to meet the power demand of the aircraft in multiple scenarios, improve the energy utilization rate of the aircraft, and meet the needs of the aircraft in terms of lightweight, long endurance and high safety; 2. The capacitor energy unit is added, compared with the high-capacity battery, the capacitor can instantaneously output greater power under small power conditions, and can complement the battery in a specific demand environment to provide more robust and secure guarantee for the power demand of the aircraft. BRIEF DESCRIPTION OF DRAWINGS

[0020] The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiments of the application and together with the description serve to explain the application. In the drawings: Figure 1 is a hardware structure block diagram of an aircraft according to an embodiment of the application; Figure 2 is a flow chart of a control method of an aircraft according to an embodiment of the application; Figure 3 is a schematic diagram of a range-extending power system of an aircraft according to an embodiment of the application; Figure 4 is a control flow chart of a vertical take-off mode according to an embodiment of the application; Figure 5 is a control flow chart of a decelerating landing mode according to an embodiment of the application; Figure 6 is a control flow chart of a constant-speed cruising mode according to an embodiment of the application; Figure 7 is a control flow chart of an accelerating cruising mode according to an embodiment of the application; Figure 8 is a control flow chart of an escape mode according to an embodiment of the application; Figure 9 is a structure block diagram of a control device of an aircraft according to an embodiment of the application. DETAILED DESCRIPTION

[0021] In order to enable persons skilled in the art to better understand the schemes of the present application, the technical schemes in the embodiments of the present application will be described clearly and completely below in combination with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor should fall within the scope of protection of the present application. It should be noted that, in the case of no conflict, the embodiments in the present application and the features in the embodiments can be combined with each other.

[0022] It is to be understood that the terminology "first", "second" and the like used in the specification and the claims of the application as well as the appended drawings is merely intended to distinguish between similar objects and not necessarily for describing a special order or sequence. It is to be understood that the data used in this way can be interchanged, where appropriate, so that embodiments of the application described herein can be carried out in other than the order shown or described herein. Furthermore, the terms "comprise" and "comprising" and any variations thereof are intended to cover a non-exclusive inclusion, for example, a process, method, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements that are expressly listed, but can include additional steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

[0023] Embodiment 1 The method embodiments provided by the embodiments of the application can be executed in an aircraft, a computer, a controller, a processor or similar processing device. Taking the case of running on an aircraft, Figure 1 is a hardware structure block diagram of an aircraft according to an embodiment of the application. As shown in Figure 1 , the aircraft can include one or more (only one is shown in Figure 1 ) processor 102 (the processor 102 can include but is not limited to a processing device such as a microprocessor MCU or a programmable logic device FPGA) and a memory 104 for storing data, and optionally, a transmission device 106 for communication functions and an input / output device 108. Those skilled in the art can understand that Figure 1 The structure shown is only schematic, which does not limit the structure of the aircraft. For example, the aircraft can include more or fewer components than those shown in Figure 1 , or have a different configuration than that shown in Figure 1 .

[0024] The memory 104 can be used to store aircraft programs, such as software programs of application software and modules, such as aircraft programs corresponding to the control method of an aircraft according to an embodiment of the application. The processor 102 executes various functional applications and data processing by running the aircraft programs stored in the memory 104, i.e. implements the method described above. The memory 104 can include a high-speed random access memory, and can also include a non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some examples, the memory 104 can further include a memory remotely located with respect to the processor 102, which can be connected to the aircraft through a network. Examples of the network include but are not limited to the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0025] The transmission device 106 is configured to receive or send data via a network. The network can include a wireless network provided by a communication provider of the aircraft. In one example, the transmission device 106 includes a network interface controller (NIC) that can be connected to other network devices through a base station to communicate with the Internet. In one example, the transmission device 106 can be a radio frequency (RF) module configured to communicate with the Internet via a wireless manner.

[0026] In the present embodiment, a control method of an aircraft is provided, Figure 2 is a flow chart of a control method of an aircraft according to an embodiment of the present application, as shown in the figure, the flow includes the following steps: Figure 2 Step S201, detecting a control instruction of the aircraft; Optionally, the control instruction can be triggered based on a system operation logic of the aircraft or a user instruction, and is used to indicate a flight mode to be entered by the aircraft.

[0027] Step S202, determining a flight mode of the aircraft according to the control instruction, and detecting a real-time residual capacity of an energy storage unit, wherein the aircraft includes a driving motor, a hydrogen internal combustion engine, a power generation motor, and the energy storage unit, the hydrogen internal combustion engine provides power for the power generation motor in a starting stage, the power generation motor charges the energy storage unit, and the power generation motor and the energy storage unit provide electric energy for the driving motor. Optionally, the energy storage unit includes a battery and a capacitor. The hydrogen internal combustion engine in the present embodiment can also be replaced by other types of internal combustion engines, such as a fuel engine.

[0028] Figure 3 ​Fig. 1 is a schematic diagram of a range-extended power system of an aircraft according to an embodiment of the present application, comprising: a hydrogen internal combustion engine 01, a hydrogen internal combustion engine air intake regulating valve 02, a hydrogen internal combustion engine air intake air compressor 03, a mechanical connection shaft 04 between the hydrogen internal combustion engine and the generator, a generator 05, a capacitor 06, an aircraft drive motor set 07 (comprising a plurality of parallel-connected drive motors), a battery 08, the hydrogen internal combustion engine 01 and the generator 05 being mechanically connected through the connection shaft 04, the generator 05 being high-voltage connected with the capacitor 06 and the battery 08, there also being a high-voltage connection between the battery and the capacitor, the battery, the capacitor and the generator collectively providing electric energy for the drive motor 07, realizing electric drive to provide power for the aircraft, the hydrogen internal combustion engine air compressor 03 compressing intake air to provide compressed air for the hydrogen internal combustion engine on demand by using the electric energy provided by the battery, the hydrogen internal combustion engine air intake regulating valve 02 being used to regulate the intake demand of the hydrogen internal combustion engine, the specific number of drive motors 07 being determined according to the actual aircraft setting demand, and the power demand of the aircraft being determined, the hydrogen internal combustion engine converting the chemical energy of hydrogen into mechanical energy, which is converted into electric energy by the motor to be stored in the battery and the capacitor, and also to provide energy for the drive motor, and the capacitor can be provided with energy on the premise that the battery has sufficient electric energy, and is used for energy storage of the capacitor.

[0029] In step S203, the working states of the hydrogen internal combustion engine, the drive motor and the generator are controlled according to the flight mode and the real-time residual capacity.

[0030] Through the above steps, a control instruction of an aircraft is detected, a flight mode of the aircraft is determined according to the control instruction, and a real-time residual capacity of an energy storage unit is detected, wherein the aircraft comprises a drive motor, a hydrogen internal combustion engine, a generator, and the energy storage unit, the hydrogen internal combustion engine provides power for the generator in a starting stage, the generator charges the energy storage unit, and the generator and the energy storage unit provide electric energy for the drive motor; the working states of the hydrogen internal combustion engine, the drive motor and the generator are controlled according to the flight mode and the real-time residual capacity, thereby solving the technical problem of low energy utilization rate of the aircraft in the prior art, and meeting the needs of the aircraft in lightweight, long endurance and high safety.

[0031] The aircraft of the embodiment comprises multiple flight modes corresponding to different flight scenes or flight states, such as a vertical take-off mode, a deceleration landing mode, a constant-speed straight flight mode, an acceleration straight flight mode and a escape mode, different modes are switched according to input signals provided by an aircraft control monitoring system, triggered based on user instructions or system instructions, and an optimal energy management is made by comprehensively considering the power demand of the aircraft and the current conditions of the characteristics of each subsystem of the actual power system, which is illustrated herein.

[0032] In one implementation scenario of the embodiment, if the flight mode is a vertical take-off mode, controlling the working states of the hydrogen internal combustion engine, the driving motor and the power generation motor according to the flight mode and the real-time residual capacity includes: in a take-off preparation stage, controlling the hydrogen internal combustion engine to start and run to a hybrid working condition, and controlling the power generation motor to charge the energy storage unit according to the real-time residual capacity, wherein the energy storage unit includes a battery and a capacitor, and the hydrogen internal combustion engine includes a start working condition, an economic working condition, a hybrid working condition and a high-power working condition in which the rotation speed is sequentially increased; in a take-off start stage after the take-off preparation stage, controlling the power generation motor and the battery to simultaneously provide electric energy for the driving motor; in a take-off flight stage after the take-off start stage, monitoring the real-time residual capacity of the battery; judging whether the real-time residual capacity is less than or equal to a first preset capacity; if the real-time residual capacity is less than or equal to the first preset capacity, switching the hydrogen internal combustion engine from the hybrid working condition to the high-power working condition, and controlling the power generation motor to independently provide electric energy for the driving motor; and if the real-time residual capacity is greater than the first preset capacity, maintaining the current state until the aircraft reaches a specified height.

[0033] The vertical take-off mode includes a take-off preparation stage, a take-off start stage and a take-off flight stage.

[0034] The hydrogen internal combustion engine of the embodiment can be operated in multiple working conditions. The rotation speed and output power of the hydrogen internal combustion engine are different in different working conditions. The aircraft has different power demands for the hydrogen internal combustion engine in different modes. In combination with the performance characteristics and green environmental protection requirements of the hydrogen internal combustion engine, a hydrogen injection strategy is designed for different working conditions corresponding to different output powers of the internal combustion engine, so as to maximize the performance of the hydrogen internal combustion engine. For different injection strategy times (fuel injection times per unit time) corresponding to different rotation speeds, the injection amount and injection interval of each injection can be determined according to the corresponding calibration of the working condition of the internal combustion engine. The injection times are increased in the low-speed stage, so as to improve the low-temperature combustion of the mixed gas in the low-speed stage under the condition of meeting the power output, thereby realizing near-zero emission. Generally, the lower the rotation speed, the longer the corresponding combustion time, and more injection times can be provided. In combination with the high-efficiency rotation speed interval characteristics of the internal combustion engine, three different injection strategies are provided. Here, multiple working conditions of the hydrogen internal combustion engine are described. Working condition one (start working condition): the start stage belongs to a high-emission interval. In this working condition, the battery provides electric energy to reverse the rotation speed of the internal combustion engine to N0 by the power generation motor, and the rotation speed is 0-1500 rpm. Generally, after the rotation speed reaches 1500 rpm, the next working condition with high efficiency is entered. Working condition two (economic working condition): low-speed stage N0-N1, rotation speed 1500-2200 rpm, 3 injection strategies are adopted, which can meet the power required for the driving motor to be independently powered; Case three (mixed case): medium speed stage N1-N2, speed 2200-3000 rpm, 2 injection strategies are adopted, which can meet the power of charging the energy storage unit and providing power for the driving motor at the same time; Case four (high power case): high speed stage N2-N3, speed 3000-4000 rpm, 1 injection strategy is adopted, which can meet the power of charging the energy storage unit and providing power for the driving motor alone in mixed scenarios; Case five: limit case interval, speed greater than N3, speed greater than 4000 rpm, which belongs to the interval of extremely high load and high nitrogen oxide emission of the engine, which is used to output the highest limit power, and it is specified to avoid the internal combustion engine running in this interval as much as possible. The output power of the internal combustion engine in case one, case two, case three, case four and case five increases in turn.

[0035] The energy storage unit of the embodiment increases the capacitor energy unit on the basis of the battery. Compared with the battery, the capacitor can output greater power under small power conditions, and can complement the battery in specific demand environment to provide more stable and safe guarantee for the power demand of the aircraft. In order to further clarify the capacitor energy management strategy, the capacitor power management can be divided into four stages: Stage one: 0-C1, which belongs to the ultra-low power stage, the capacitor is strictly prohibited to output power, and needs to be charged through the power system energy management strategy; Stage two: C1-C2, which belongs to the low power stage, which can output power, but needs to be charged through the power system energy management strategy after instantaneous output; Stage three: C2-100%, which belongs to the high power stage, which can output high instantaneous power, and can temporarily not need to supplement energy after output; Specifically, C1 and C2 are different capacitor power percentages, which are confirmed according to actual capacitor calibration.

[0036] In order to form a complementary energy management strategy with the capacitor and the hydrogen internal combustion engine, the energy management of the battery is further described. According to the current industry mainstream battery characteristics and needs, the energy is divided into four stages, as follows: Stage one: 0-S1 stage, which belongs to the ultra-low energy stage of the battery, the battery is strictly prohibited to output power, and needs to be charged, which allows the hydrogen internal combustion engine to provide power for the battery to charge; Stage two: S1-S2 stage, which belongs to the low energy stage of the battery, the battery can output power, but not as the main power output source of the system, which allows the hydrogen internal combustion engine to provide power for the battery; Stage three: S2-S3 stage, which belongs to the high energy stage of the battery, the battery can output power for a long time, and can be used as the main power output source of the system, and the hydrogen internal combustion engine is allowed to provide power for the battery in this stage; Stage four: S3-100% stage, which belongs to the full energy stage of the battery, the battery can output power for a long time, and can be used as the main power output source of the system, and the hydrogen internal combustion engine is not allowed to provide power for the battery in this stage because the battery charges slowly; Optionally, S1 is between 15% and 25%, S2 is between 30% and 40%, and S3 is between 80% and 90%, and S1, S2 and S3 are different energy percentages, and the size is determined according to the actual battery size.

[0037] The vertical take-off mode is for the aircraft to start and leave the ground, which needs strong power to support the aircraft to leave the ground, and the hydrogen internal combustion engine needs to cooperate with the battery to provide sufficient power demand for the motor in this mode. If the battery and the capacitor are insufficient before take-off, charging needs to be completed before take-off.

[0038] In one example, the control of the generator to charge the energy storage unit according to the real-time residual capacity includes: judging whether the first residual capacity of the battery is less than or equal to a first preset capacity, wherein the real-time residual capacity includes the first residual capacity of the battery and the second residual capacity of the capacitor; if the first residual capacity is less than or equal to the first preset capacity, the generator is controlled to charge the battery to a second preset capacity, wherein the second preset capacity is greater than the first preset capacity; if the first residual capacity is greater than the first preset capacity, it is judged whether the second residual capacity of the capacitor is less than or equal to a third preset capacity; if the second residual capacity of the capacitor is less than or equal to the third preset capacity, the generator is controlled to charge the capacitor to a full load capacity.

[0039] Figure 4 It is a control flowchart of the vertical take-off mode in the embodiment of the application, which includes: Firstly, check the power system, start the hydrogen internal combustion engine to working condition three; Judge the battery capacity, if the battery capacity is less than or equal to S2 (the first preset capacity), select the internal combustion engine or the external charging pile to charge the battery to a capacity greater than S3 (the second preset capacity) based on the location condition of the aircraft; otherwise, if the remaining capacity of the battery is greater than S2, continue to judge the capacity of the capacitor, if the capacity is less than or equal to C2, the capacitor needs to be charged to 100% through the internal combustion engine; Output power to the driving motor through the internal combustion engine and the battery, and start the take-off of the aircraft; During take-off, the battery power continues to be monitored, if the battery capacity ≤ S2 during the ascending process, the internal combustion engine working condition is switched to working condition four, the battery energy supply to the driving motor is cut off, and the internal combustion engine is switched to participate in the aircraft take-off power output; then the original state is maintained until the aircraft reaches the specified height.

[0040] In one implementation scenario of the embodiment, if the flight mode is the deceleration landing mode, controlling the working states of the hydrogen internal combustion engine, the driving motor and the power generator according to the flight mode and the real-time residual capacity includes: judging whether the real-time residual capacity of the battery in the energy storage unit is greater than or equal to a fourth preset capacity; if the real-time residual capacity is greater than or equal to the fourth preset capacity, controlling the battery to provide the driving motor with electric energy alone; if the real-time residual capacity is less than the fourth preset capacity, judging whether the hydrogen internal combustion engine has been started; if the hydrogen internal combustion engine has been started, controlling the hydrogen internal combustion engine to enter the economic working condition, and controlling the power generator to provide the driving motor with electric energy alone; if the hydrogen internal combustion engine has not been started, controlling the hydrogen internal combustion engine to enter the starting working condition and run to the economic working condition, and controlling the power generator and the battery to provide the driving motor with electric energy simultaneously until the aircraft landing is completed.

[0041] The deceleration landing mode is for the stage of landing the aircraft from the air to the ground, and the stage is characterized by not requiring high power demand, so the battery is preferentially selected to provide the driving motor with energy.

[0042] Figure 5 is the control flowchart of the deceleration landing mode in the embodiment, including: Firstly, the battery power is judged, if the battery capacity ≥ S2 (the fourth preset capacity), the driving motor is continuously provided with energy by the battery alone to maintain the flight of the aircraft; Otherwise, it is continuously judged whether the internal combustion engine has been started, if yes, the internal combustion engine working condition is switched to working condition two to provide the energy demand for the aircraft descending stage, and then the battery energy output is cut off; Otherwise, the internal combustion engine is started to working condition one, the battery continues to maintain the energy output to ensure the safe descending of the aircraft, and then the internal combustion engine is continuously adjusted to working condition two to provide the energy demand for the aircraft descending stage, and then the battery energy output is cut off.

[0043] In one implementation scenario of the embodiment, if the flight mode is the constant speed and level flight mode, controlling the working states of the hydrogen internal combustion engine, the driving motor and the power generation motor according to the flight mode and the real-time residual capacity comprises: monitoring the real-time residual capacity of the battery in the energy storage unit; judging whether the real-time residual capacity is greater than or equal to a fifth preset capacity; if the real-time residual capacity is greater than or equal to the fifth preset capacity, controlling the battery to provide power for the driving motor alone; if the real-time residual capacity is less than the fifth preset capacity, judging whether the hydrogen internal combustion engine has been started; and controlling the working states of the hydrogen internal combustion engine and the power generation motor according to the starting state of the hydrogen internal combustion engine.

[0044] The constant speed and level flight mode of the implementation scenario is for the high-altitude constant speed flight phase of the aircraft, which is characterized by no high power requirement, so that the battery is preferentially selected to provide power for the driving motor in this phase, and if the battery power is insufficient, the internal combustion engine needs to be started to charge and continue to fly.

[0045] In one example, controlling the working states of the hydrogen internal combustion engine and the power generation motor according to the starting state of the hydrogen internal combustion engine comprises: if the hydrogen internal combustion engine has been started, controlling the hydrogen internal combustion engine to enter a hybrid working condition, controlling the power generation motor to charge the battery, and simultaneously controlling the power generation motor to provide power for the driving motor alone until the real-time residual capacity of the battery increases to a sixth preset capacity, then shutting down the hydrogen internal combustion engine and controlling the battery to provide power for the driving motor alone; if the hydrogen internal combustion engine has not been started, controlling the hydrogen internal combustion engine to start and enter a starting working condition, and controlling the power generation motor and the battery to provide power for the driving motor simultaneously; controlling the hydrogen internal combustion engine to run from the starting working condition to the hybrid working condition, controlling the power generation motor to charge the battery, and simultaneously controlling the power generation motor to provide power for the driving motor alone until the real-time residual capacity of the battery increases to the sixth preset capacity, then shutting down the hydrogen internal combustion engine and controlling the battery to provide power for the driving motor alone.

[0046] Figure 6 is a control flowchart of the constant speed and level flight mode in the embodiment, which comprises: Firstly, the battery power is judged, if the residual capacity of the battery is greater than or equal to S2 (fifth preset capacity), then the driving motor is continuously provided with power by the battery to maintain the flight of the aircraft; Otherwise, it is continuously judged whether the internal combustion engine has been started, if it has been started, the working condition of the internal combustion engine is switched to working condition three, and power is provided for the driving motor and the battery, and when the capacity of the battery is greater than or equal to S3 (sixth preset capacity), the internal combustion engine is shut down, and the driving motor is provided with power by the battery; If the internal combustion engine is not started, the internal combustion engine is started to the working condition one, the battery continues to maintain the energy output, then the internal combustion engine is switched to the working condition three after the internal combustion engine is started stably, and the energy is provided to the driving motor and the battery, and when the battery capacity is greater than or equal to S3, the internal combustion engine is closed, and the driving motor is provided with the energy by the battery.

[0047] In one implementation scenario of the embodiment, if the flight mode is the accelerating and steady flying mode, controlling the working states of the hydrogen internal combustion engine, the driving motor and the generating motor according to the flight mode and the real-time residual capacity includes: controlling the hydrogen internal combustion engine to enter a starting working condition, judging whether the real-time residual capacity of the battery in the energy storage unit is less than or equal to a seventh preset capacity; if the real-time residual capacity is less than or equal to the seventh preset capacity, the aircraft is prohibited from accelerating flying, the hydrogen internal combustion engine is controlled to run from the starting working condition to a high-power working condition, the generating motor is controlled to charge the battery, and the driving motor is provided with the electric energy by the generating motor alone; if the real-time residual capacity is greater than the seventh preset capacity, the working states of the hydrogen internal combustion engine and the generating motor are controlled according to the acceleration type of the accelerating and steady flying mode.

[0048] The accelerating and steady flying mode in the implementation scenario is for the steady moving stage of the aircraft in high altitude, and the power demand in the stage is higher than that in the starting stage, so the battery is preferentially selected in the stage, and the hydrogen internal combustion engine assists in providing the energy for the driving motor.

[0049] In one example, controlling the working states of the hydrogen internal combustion engine and the generating motor according to the acceleration type of the accelerating and steady flying mode includes: determining the acceleration type of the accelerating and steady flying mode, wherein the acceleration type includes a first acceleration mode and a second acceleration mode, and the average acceleration of the first acceleration mode is greater than that of the second acceleration mode; if the acceleration type is the first acceleration mode, the hydrogen internal combustion engine is controlled to run from the starting working condition to the high-power working condition, and the driving motor is provided with the electric energy by the battery and the generating motor simultaneously; if the acceleration type is the second acceleration mode, the hydrogen internal combustion engine is controlled to run from the starting working condition to a hybrid working condition, and the driving motor is provided with the electric energy by the battery and the generating motor simultaneously.

[0050] Optionally, the first acceleration mode and the second acceleration mode correspond to a slow acceleration mode and a rapid acceleration mode respectively.

[0051] Figure 7 is a control flow chart of the accelerating and steady flying mode in the embodiment, including: First, the internal combustion engine is started to the working condition one, and the battery capacity is determined, if the battery capacity is less than or equal to S2 (the seventh preset capacity), the aircraft is prohibited from accelerating flying, and the working condition of the internal combustion engine is switched to the working condition four, and the energy is provided to the driving motor and the battery; If not, the engine is started to the third working condition, and the battery maintains energy output. If not, the engine is started to the third working condition, and the battery maintains energy output.

[0052] In one implementation scenario of the embodiment, if the flight mode is the escape mode, controlling the working states of the hydrogen engine, the driving motor and the generator according to the flight mode and the real-time residual capacity includes: controlling the hydrogen engine to enter a mixed working condition, judging whether the real-time residual capacity of the battery in the energy storage unit is less than or equal to an eighth preset capacity, if the real-time residual capacity is less than or equal to the eighth preset capacity, controlling the hydrogen engine to run from the mixed working condition to a high-power working condition, and controlling the capacitor and the generator to simultaneously provide electric energy for the driving motor, wherein the energy storage unit includes the battery and the capacitor, judging whether the aircraft has escaped, if the aircraft has escaped, controlling the generator to charge the capacitor and the battery, and simultaneously controlling the generator to provide electric energy for the driving motor alone, and if the aircraft has not escaped, controlling the capacitor, the battery and the generator to simultaneously provide electric energy for the driving motor.

[0053] The escape mode of the implementation scenario is aimed at providing higher power to help the aircraft escape from a special scenario, and the mode is characterized by a large instantaneous power requirement for escaping, but a short duration, so that the capacitor needs to provide instantaneous power in addition to the hydrogen engine and the battery to help the aircraft escape quickly.

[0054] In another aspect of the implementation scenario, after judging whether the real-time residual capacity is less than or equal to the eighth preset capacity, it further includes: if the real-time residual capacity is greater than the eighth preset capacity, controlling the capacitor, the battery and the generator to simultaneously provide electric energy for the driving motor, judging whether the aircraft has escaped, if the aircraft has escaped, controlling the generator to charge the capacitor and the battery, and simultaneously controlling the generator to provide electric energy for the driving motor alone, and if the aircraft has not escaped, switching the hydrogen engine from the mixed working condition to the high-power working condition, and controlling the capacitor, the battery and the generator to simultaneously provide electric energy for the driving motor.

[0055] Figure 8 is a control flowchart of the escape mode in the embodiment, which includes: First, the engine is started to the third working condition, and the battery capacity is judged, if the battery capacity is less than or equal to S2 (the eighth preset capacity), the battery energy output is cut off, the engine working condition is adjusted to the fourth working condition simultaneously, and the capacitor is started to participate in the power output required for escaping. Next step, continue to determine whether to get out of trouble, if not, then switch the engine to working condition four, and provide energy to the drive motor with the battery and the capacitor at the same time. On the contrary, if it has got out of trouble, cut off the capacitor's external output energy, and the internal combustion engine continues to maintain working condition four, providing energy to the drive motor while charging the capacitor to 100% of the power supply, then continue to charge the battery to S3, and then switch the engine working condition to working condition two, and convert to provide energy to the drive motor with the battery. On the other hand, if it enters the escape mode and starts the engine to determine that the battery capacity is greater than S2, then switch the engine to working condition three, and provide energy to the drive motor with the battery and the capacitor at the same time. Next step, continue to determine whether to get out of trouble, if not, then switch the engine to working condition four, and provide energy to the drive motor with the battery and the capacitor at the same time. On the contrary, if it has got out of trouble, cut off the capacitor's external output energy, and the internal combustion engine continues to maintain working condition four, providing energy to the drive motor while charging the capacitor to 100% of the power supply, then continue to charge the battery to S3, and then switch the engine working condition to working condition two, and convert to provide energy to the drive motor with the battery.

[0056] The scheme of the embodiment proposes to use a hydrogen fuel internal combustion engine as a zero-carbon green emission power source, combined with new energy batteries, capacitors, and electric drive technology to meet the lightweight, long endurance, and high safety of low-altitude flight power systems. The embodiment proposes five different modes for the aircraft special hydrogen internal combustion engine and range-extended power system. Different modes are switched according to input signals, and the energy management strategy of each mode comprehensively considers the current conditions of the aircraft power demand and the characteristics of each subsystem of the actual power system to achieve optimal energy management.

[0057] The embodiment provides a hybrid power system and energy management strategy based on a hydrogen fuel internal combustion engine combined with batteries, capacitors, and electric motors for vertical take-off and landing aircraft power systems, and proposes a corresponding logic control strategy. With the characteristics of the power battery pack, the hydrogen internal combustion engine can be avoided to work in the high fuel consumption and high emission area, and only work in the high efficiency area. At the same time, with the characteristics of high instantaneous power of the capacitor, the auxiliary battery and the hydrogen internal combustion engine can provide the demand for instantaneous strong power for the special scene of the aircraft. Overall, by combining the characteristics of the battery, the capacitor, and the hydrogen internal combustion engine, the respective disadvantages are complementary to meet the power demand of the aircraft in multiple scenarios.

[0058] Those skilled in the art can clearly understand that the method according to the above-mentioned embodiments can be realized by means of software and necessary general hardware platform, of course, can also be realized by hardware, but in many cases, the former is a better embodiment. Based on such understanding, the technical solutions of the present application can be embodied in the form of software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk), and includes a plurality of instructions for making a terminal device (which can be a mobile phone, computer, server, or network device, etc.) execute the method described in each embodiment of the present application.

[0059] Embodiment 2 In this embodiment, a control device of an aircraft is also provided, which is used to realize the above-mentioned embodiments and preferred embodiments, and the description of which has been made above. As used below, the term "module" can be a combination of software and / or hardware that realizes a predetermined function. Although the device described in the following embodiments is preferably realized in software, realization of hardware, or a combination of software and hardware is also possible and is contemplated.

[0060] Figure 9 is a structural block diagram of a control device of an aircraft according to an embodiment of the present application, as shown in Figure 9 The device comprises: a detection module 91, configured to detect a control instruction of an aircraft; a determination module 92, configured to determine a flight mode of the aircraft according to the control instruction, and detect a real-time residual capacity of an energy storage unit, wherein the aircraft comprises a driving motor, a hydrogen internal combustion engine, a power generation motor, and the energy storage unit, the hydrogen internal combustion engine provides power for the power generation motor in a starting stage, the power generation motor charges the energy storage unit, and the power generation motor and the energy storage unit provide electric energy for the driving motor; a control module 93, configured to control working states of the hydrogen internal combustion engine, the driving motor and the power generation motor according to the flight mode and the real-time residual capacity.

[0061] Optionally, if the flight mode is vertical take-off mode, the control module comprises: a first control unit, configured to control the hydrogen internal combustion engine to start and run to a hybrid working condition in a take-off preparation stage, and control the power generator to charge the energy storage unit according to the real-time residual capacity, wherein the energy storage unit comprises a battery and a capacitor, and the hydrogen internal combustion engine comprises a start-up working condition, an economic working condition, a hybrid working condition and a high-power working condition in an order of increasing rotation speed; a second control unit, configured to control the power generator and the battery to simultaneously provide electric energy for the drive motor in a take-off start stage after the take-off preparation stage; and a third control unit, configured to monitor the real-time residual capacity of the battery in a take-off flight stage after the take-off start stage, and determine whether the real-time residual capacity is less than or equal to a first preset capacity; if the real-time residual capacity is less than or equal to the first preset capacity, the hydrogen internal combustion engine is switched from the hybrid working condition to the high-power working condition, and the power generator is controlled to provide electric energy for the drive motor alone; and if the real-time residual capacity is greater than the first preset capacity, the current state is maintained until the aircraft reaches a specified height.

[0062] Optionally, the first control unit comprises: a determination subunit, configured to determine whether a first residual capacity of the battery is less than or equal to a first preset capacity, wherein the real-time residual capacity comprises the first residual capacity of the battery and a second residual capacity of the capacitor; a first control subunit, configured to control the power generator to charge the battery to a second preset capacity if the first residual capacity is less than or equal to the first preset capacity, wherein the second preset capacity is greater than the first preset capacity; and a second control subunit, configured to determine whether the second residual capacity of the capacitor is less than or equal to a third preset capacity if the first residual capacity is greater than the first preset capacity; and control the power generator to charge the capacitor to a full-load capacity if the second residual capacity of the capacitor is less than or equal to the third preset capacity.

[0063] Optionally, if the flight mode is deceleration landing mode, the control module comprises: a first determination unit, configured to determine whether a real-time residual capacity of a battery in the energy storage unit is greater than or equal to a fourth preset capacity; a fourth control unit, configured to control the battery to provide electric energy for the drive motor alone if the real-time residual capacity is greater than or equal to the fourth preset capacity; and determine whether the hydrogen internal combustion engine has started if the real-time residual capacity is less than the fourth preset capacity; a fifth control unit, configured to control the hydrogen internal combustion engine to enter an economic working condition and control the power generator to provide electric energy for the drive motor alone if the hydrogen internal combustion engine has started; and control the hydrogen internal combustion engine to run from a start-up working condition to the economic working condition, and control the power generator and the battery to simultaneously provide electric energy for the drive motor until the aircraft completes landing if the hydrogen internal combustion engine has not started.

[0064] Optionally, if the flight mode is the constant speed level flight mode, the control module comprises: a monitoring unit configured to monitor a real-time residual capacity of the battery in the energy storage unit; a second judging unit configured to judge whether the real-time residual capacity is greater than or equal to a fifth preset capacity; and a sixth control unit configured to, if the real-time residual capacity is greater than or equal to the fifth preset capacity, control the battery to provide power for the driving motor alone; if the real-time residual capacity is less than the fifth preset capacity, judge whether the hydrogen internal combustion engine has been started; and control the working states of the hydrogen internal combustion engine and the power generator according to the starting state of the hydrogen internal combustion engine.

[0065] Optionally, the sixth control unit comprises: a first control sub-unit configured to, if the hydrogen internal combustion engine has been started, control the hydrogen internal combustion engine to enter a hybrid working condition, control the power generator to charge the battery, and simultaneously control the power generator to provide power for the driving motor alone until the real-time residual capacity of the battery increases to a sixth preset capacity, then control the hydrogen internal combustion engine to be turned off and control the battery to provide power for the driving motor alone; and a second control sub-unit configured to, if the hydrogen internal combustion engine has not been started, control the hydrogen internal combustion engine to be started and enter a starting working condition, control the power generator and the battery to provide power for the driving motor simultaneously, control the hydrogen internal combustion engine to run from the starting working condition to the hybrid working condition, control the power generator to charge the battery, and simultaneously control the power generator to provide power for the driving motor alone until the real-time residual capacity of the battery increases to the sixth preset capacity, then control the hydrogen internal combustion engine to be turned off and control the battery to provide power for the driving motor alone.

[0066] Optionally, if the flight mode is the accelerating level flight mode, the control module comprises: a seventh control unit configured to control the hydrogen internal combustion engine to enter a starting working condition, and judge whether a real-time residual capacity of the battery in the energy storage unit is less than or equal to a seventh preset capacity; and an eighth control unit configured to, if the real-time residual capacity is less than or equal to the seventh preset capacity, prohibit the aircraft from accelerating flight, and control the hydrogen internal combustion engine to run from the starting working condition to a high-power working condition, control the power generator to charge the battery, and simultaneously control the power generator to provide power for the driving motor alone; if the real-time residual capacity is greater than the seventh preset capacity, control the working states of the hydrogen internal combustion engine and the power generator according to the acceleration type of the accelerating level flight mode.

[0067] Optionally, the eighth control unit comprises: a determination sub-unit, configured to determine an acceleration type of the acceleration and flat flight mode, wherein the acceleration type comprises a first acceleration mode and a second acceleration mode, and an average acceleration of the first acceleration mode is greater than an average acceleration of the second acceleration mode; and a control sub-unit, configured to control the hydrogen internal combustion engine to run from the start-up mode to a high-power mode and control the battery and the generator to simultaneously provide electric energy for the drive motor if the acceleration type is the first acceleration mode, and control the hydrogen internal combustion engine to run from the start-up mode to a hybrid mode and control the battery and the generator to simultaneously provide electric energy for the drive motor if the acceleration type is the second acceleration mode.

[0068] Optionally, if the flight mode is an escape mode, the control module comprises: a third judgment unit, configured to control the hydrogen internal combustion engine to enter the hybrid mode, and judge whether a real-time residual capacity of the battery in the energy storage unit is less than or equal to an eighth preset capacity; a ninth control unit, configured to control the hydrogen internal combustion engine to run from the hybrid mode to the high-power mode and control the capacitor and the generator to simultaneously provide electric energy for the drive motor if the real-time residual capacity is less than or equal to the eighth preset capacity, wherein the energy storage unit comprises the battery and the capacitor; a fourth judgment unit, configured to judge whether the aircraft has escaped; and a tenth control unit, configured to control the generator to charge the capacitor and the battery while the generator alone provides electric energy for the drive motor if the aircraft has escaped, and control the capacitor, the battery and the generator to simultaneously provide electric energy for the drive motor if the aircraft has not escaped.

[0069] Optionally, the control module further comprises: an eleventh control unit, configured to control the capacitor, the battery and the generator to simultaneously provide electric energy for the drive motor if the real-time residual capacity is greater than the eighth preset capacity after the third judgment unit judges whether the real-time residual capacity is less than or equal to the eighth preset capacity; a fifth judgment unit, configured to judge whether the aircraft has escaped; and a twelfth control unit, configured to control the generator to charge the capacitor and the battery while the generator alone provides electric energy for the drive motor if the aircraft has escaped, and control the hydrogen internal combustion engine to switch from the hybrid mode to the high-power mode and control the capacitor, the battery and the generator to simultaneously provide electric energy for the drive motor if the aircraft has not escaped.

[0070] It should be noted that each of the above modules can be implemented by software or hardware, and for the latter, the following implementation manners can be used, but are not limited thereto: all the above modules are located in the same processor; or the above modules are located in different processors in any combination.

[0071] Embodiment 3 The embodiments of the present application also provide a storage medium in which a computer program is stored, wherein the computer program is configured to execute the steps in any of the method embodiments described above when running.

[0072] Optionally, in the embodiment, the storage medium can be configured to store the computer program for executing the following steps: S1, detecting a control instruction of an aircraft; S2, determining a flight mode of the aircraft according to the control instruction, and detecting a real-time residual capacity of an energy storage unit, wherein the aircraft comprises a driving motor, a hydrogen internal combustion engine, a power generation motor, and the energy storage unit, the hydrogen internal combustion engine provides power for the power generation motor in a starting stage, the power generation motor charges the energy storage unit, and the power generation motor and the energy storage unit provide electric energy for the driving motor; S3, controlling working states of the hydrogen internal combustion engine, the driving motor and the power generation motor according to the flight mode and the real-time residual capacity.

[0073] Optionally, in the embodiment, the storage medium can include but is not limited to a U disk, a read-only memory (ROM), a random access memory (RAM), a mobile hard disk, a magnetic disk or an optical disk, and various media that can store computer programs.

[0074] The embodiments of the present application also provide an electronic device comprising a memory in which a computer program is stored and a processor configured to execute the computer program to perform the steps in any of the method embodiments described above.

[0075] Optionally, the electronic device can further comprise a transmission device connected with the processor and an input and output device connected with the processor.

[0076] Optionally, in the embodiment, the processor can be configured to execute the following steps through the computer program: S1, detecting a control instruction of an aircraft; S2, determining a flight mode of the aircraft according to the control instruction, and detecting a real-time residual capacity of an energy storage unit, wherein the aircraft comprises a driving motor, a hydrogen internal combustion engine, a power generation motor, and the energy storage unit, the hydrogen internal combustion engine provides power for the power generation motor in a starting stage, the power generation motor charges the energy storage unit, and the power generation motor and the energy storage unit provide electric energy for the driving motor; S3, controlling operating states of the hydrogen internal combustion engine, the drive motor, and the power generation motor according to the flight mode and the real-time remaining capacity.

[0077] Optionally, specific examples in the embodiments can refer to the examples described in the foregoing embodiments and optional implementation manners. The embodiments will not be described here again.

[0078] The device embodiments described above are only schematic, wherein the units illustrated as separate components may or may not be physically separate, and the components illustrated as units may or may not be physical units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the embodiments.

[0079] Through the description of the foregoing embodiments, a person skilled in the art can clearly understand that each embodiment can be implemented by means of software plus a general hardware platform, and of course can also be implemented by hardware. Based on such understanding, the foregoing technical solutions essentially or in other words the part that contributes to the related art can be embodied in the form of a software product. The computer software product can be stored in a computer readable storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, and the like, and includes a plurality of instructions to cause a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0080] It should be understood that the terms used herein are for the purpose of describing particular example embodiments only and are not intended to be limiting. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms "comprises", "comprising", "includes", "including" and "has" are inclusive and therefore specify the presence of stated features, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and / or groups thereof. The method steps, processes, and operations described herein are not to be construed as necessarily requiring their performance in the particular order in which they are described, unless specifically identified as an order dependent step. It is also to be understood that additional or alternative steps can be employed.

[0081] The above description is merely illustrative of the application and should not be taken as limiting. Numerous variations and modifications will occur to those skilled in the art. The generic principles described herein can be applied to other embodiments and applications without departing from the spirit or scope of the application. Accordingly, the application is not to be limited by what has been presented in the description above, but is to be given the full scope defined by the appended claims and their equivalents.

Claims

1. A control method for an aircraft, characterized in that, include: Detect the control commands of the aircraft; The flight mode of the aircraft is determined according to the control command, and the real-time remaining capacity of the energy storage unit is detected. The aircraft includes: a drive motor, a hydrogen internal combustion engine, a generator motor, and the energy storage unit. During the start-up phase, the hydrogen internal combustion engine provides power to the generator motor, the generator motor charges the energy storage unit, and the generator motor and the energy storage unit provide electrical energy to the drive motor. The operating status of the hydrogen internal combustion engine, the drive motor, and the generator motor is controlled according to the flight mode and the real-time remaining capacity.

2. The method according to claim 1, characterized in that, If the flight mode is a vertical takeoff mode, controlling the operating status of the hydrogen internal combustion engine, the drive motor, and the generator motor according to the flight mode and the real-time remaining capacity includes: During the takeoff preparation phase, the hydrogen internal combustion engine is controlled to start and run to a mixed operating condition. The generator is controlled to charge the energy storage unit according to the real-time remaining capacity. The energy storage unit includes a battery and a capacitor. The hydrogen internal combustion engine includes starting operating condition, economic operating condition, mixed operating condition and high power operating condition with sequentially increasing speed. During the takeoff start phase following the takeoff preparation phase, the generator and the battery are controlled to simultaneously provide power to the drive motor. During the takeoff flight phase following the takeoff initiation phase, the real-time remaining capacity of the battery is monitored; it is determined whether the real-time remaining capacity is less than or equal to a first preset capacity; if the real-time remaining capacity is less than or equal to the first preset capacity, the hydrogen internal combustion engine is switched from the mixed operating condition to the high-power operating condition, and the generator is controlled to provide power to the drive motor alone; if the real-time remaining capacity is greater than the first preset capacity, the current state is maintained until the aircraft reaches the designated altitude.

3. The method according to claim 2, characterized in that, Controlling the generator to charge the energy storage unit based on the real-time remaining capacity includes: Determine whether the first remaining capacity of the battery is less than or equal to a first preset capacity, wherein the real-time remaining capacity includes the first remaining capacity of the battery and the second remaining capacity of the capacitor; If the first remaining capacity is less than or equal to the first preset capacity, the generator is controlled to charge the battery to the second preset capacity, wherein the second preset capacity is greater than the first preset capacity; if the first remaining capacity is greater than the first preset capacity, it is determined whether the second remaining capacity of the capacitor is less than or equal to the third preset capacity. If the second remaining capacity of the capacitor is less than or equal to the third preset capacity, the generator motor is controlled to charge the capacitor to its full capacity.

4. The method according to claim 1, characterized in that, If the flight mode is a deceleration landing mode, controlling the operating states of the hydrogen internal combustion engine, the drive motor, and the generator motor according to the flight mode and the real-time remaining capacity includes: Determine whether the real-time remaining capacity of the battery in the energy storage unit is greater than or equal to the fourth preset capacity; If the real-time remaining capacity is greater than or equal to the fourth preset capacity, control the battery to provide power to the drive motor alone; if the real-time remaining capacity is less than the fourth preset capacity, determine whether the hydrogen internal combustion engine has been started. If the hydrogen internal combustion engine has already started, control the hydrogen internal combustion engine to enter the economic operating condition, and control the generator to provide power to the drive motor alone; if the hydrogen internal combustion engine has not started, control the hydrogen internal combustion engine to enter the starting operating condition and run to the economic operating condition, and control the generator and the battery to provide power to the drive motor simultaneously until the aircraft completes landing.

5. The method according to claim 1, characterized in that, If the flight mode is a constant speed level flight mode, controlling the operating state of the hydrogen internal combustion engine, the drive motor, and the generator motor according to the flight mode and the real-time remaining capacity includes: Monitor the real-time remaining capacity of the batteries in the energy storage unit; Determine whether the real-time remaining capacity is greater than or equal to the fifth preset capacity; If the real-time remaining capacity is greater than or equal to the fifth preset capacity, the battery is controlled to provide power to the drive motor alone; if the real-time remaining capacity is less than the fifth preset capacity, it is determined whether the hydrogen internal combustion engine has been started; the working state of the hydrogen internal combustion engine and the generator motor is controlled according to the starting state of the hydrogen internal combustion engine.

6. The method according to claim 5, characterized in that, Controlling the operating states of the hydrogen internal combustion engine and the generator motor according to the starting state of the hydrogen internal combustion engine includes: If the hydrogen internal combustion engine has been started, control the hydrogen internal combustion engine to enter a mixed working condition, control the generator to charge the battery, and at the same time control the generator to provide power to the drive motor alone until the real-time remaining capacity of the battery increases to the sixth preset capacity, then turn off the hydrogen internal combustion engine and control the battery to provide power to the drive motor alone. If the hydrogen internal combustion engine is not started, control the hydrogen internal combustion engine to start and enter the starting mode, control the generator and the battery to simultaneously provide power to the drive motor; control the hydrogen internal combustion engine to run from the starting mode to the mixed mode, control the generator to charge the battery, and at the same time control the generator to provide power to the drive motor alone, until the real-time remaining capacity of the battery increases to the sixth preset capacity, then shut down the hydrogen internal combustion engine, and control the battery to provide power to the drive motor alone.

7. The method according to claim 1, characterized in that, If the flight mode is an accelerated level flight mode, controlling the operating states of the hydrogen internal combustion engine, the drive motor, and the generator motor according to the flight mode and the real-time remaining capacity includes: Control the hydrogen internal combustion engine to enter the start-up condition, and determine whether the real-time remaining capacity of the battery in the energy storage unit is less than or equal to the seventh preset capacity; If the real-time remaining capacity is less than or equal to the seventh preset capacity, the aircraft is prohibited from accelerating, and the hydrogen internal combustion engine is controlled to operate from the start-up condition to the high-power condition. The generator is controlled to charge the battery, and the generator also provides power to the drive motor separately. If the real-time remaining capacity is greater than the seventh preset capacity, the working state of the hydrogen internal combustion engine and the generator is controlled according to the acceleration type of the acceleration level flight mode.

8. The method according to claim 7, characterized in that, Controlling the operating state of the hydrogen internal combustion engine and the generator motor according to the acceleration type of the acceleration level flight mode includes: The acceleration type of the acceleration level flight mode is determined, wherein the acceleration type includes a first acceleration mode and a second acceleration mode, and the average acceleration of the first acceleration mode is greater than the average acceleration of the second acceleration mode. If the acceleration type is the first acceleration mode, the hydrogen internal combustion engine is controlled to run from the starting condition to the high-power condition, and the battery and the generator motor are controlled to simultaneously provide power to the drive motor; if the acceleration type is the second acceleration mode, the hydrogen internal combustion engine is controlled to run from the starting condition to the mixed condition, and the battery and the generator motor are controlled to simultaneously provide power to the drive motor.

9. The method according to claim 1, characterized in that, If the flight mode is an escape mode, controlling the operating status of the hydrogen internal combustion engine, the drive motor, and the generator motor according to the flight mode and the real-time remaining capacity includes: Control the hydrogen internal combustion engine to enter a mixed operating condition, and determine whether the real-time remaining capacity of the battery in the energy storage unit is less than or equal to the eighth preset capacity; If the real-time remaining capacity is less than or equal to the eighth preset capacity, the hydrogen internal combustion engine is controlled to operate from the mixed working condition to the high-power working condition, and the capacitor and the generator motor are controlled to simultaneously provide power to the drive motor. The energy storage unit includes a battery and a capacitor. Determine whether the aircraft has escaped its predicament; If the aircraft has escaped its predicament, the generator is controlled to charge the capacitor and the battery, while the generator also provides power to the drive motor. If the aircraft has not escaped its predicament, the capacitor, the battery, and the generator are controlled to simultaneously provide power to the drive motor.

10. The method according to claim 9, characterized in that, After determining whether the real-time remaining capacity is less than or equal to the eighth preset capacity, the method further includes: If the real-time remaining capacity is greater than the eighth preset capacity, the capacitor, the battery, and the generator motor are controlled to simultaneously provide power to the drive motor. Determine whether the aircraft has escaped its predicament; If the aircraft has escaped its predicament, the generator is controlled to charge the capacitor and the battery, while the generator also provides power to the drive motor independently. If the aircraft has not escaped its predicament, the hydrogen internal combustion engine is switched from the mixed operating condition to the high-power operating condition, and the capacitor, the battery, and the generator are controlled to simultaneously provide power to the drive motor.

11. A control device for an aircraft, characterized in that, include: The detection module is used to detect the control commands of the aircraft. The determination module is used to determine the flight mode of the aircraft according to the control command, and to detect the real-time remaining capacity of the energy storage unit. The aircraft includes: a drive motor, a hydrogen internal combustion engine, a generator motor, and the energy storage unit. During the start-up phase, the hydrogen internal combustion engine provides power to the generator motor, the generator motor charges the energy storage unit, and the generator motor and the energy storage unit provide electrical energy to the drive motor. The control module is used to control the operating status of the hydrogen internal combustion engine, the drive motor, and the generator motor according to the flight mode and the real-time remaining capacity.

12. A storage medium, characterized in that, The storage medium stores a computer program, wherein the computer program is configured to execute the method described in any one of claims 1 to 10 when it is run.

13. An electronic device comprising a memory and a processor, characterized in that, The memory stores a computer program, and the processor is configured to run the computer program to perform the method as described in any one of claims 1 to 10.

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