A throttle control method, device and equipment of a flying device

Abstract

The application discloses a throttle control method, device and equipment of a flight device, and the method comprises the following steps: determining the throttle control state at the current time according to the current throttle position of the throttle control component and the preset soft stop point position. In the soft stop state, the soft stop distance between the throttle position at the next time and the soft stop point position is calculated according to the determined external applied force, and the throttle control component is controlled accurately according to the soft stop distance. In the non-soft stop state, the compensation force is generated according to the position of the control component to assist the pilot in throttle control. The interaction between the automatic throttle control system and the pilot in the active driving mode is fully considered, and the most suitable auxiliary throttle control is provided according to different control states. The driving experience of the pilot is effectively improved, and to some extent, the flight quality of the flight device is also improved, and good life and health protection is provided for the members in the flight device.

Description

Technical Field

[0001] This application belongs to the field of propulsion control technology, and in particular relates to a throttle control method, device and equipment for flight equipment. Background Technology

[0002] With the development of science and technology, the technology of automatic throttle control system has become more and more mature. It has many benefits and wide applications in the aviation field. The practical application of this technology can be seen in flight equipment such as airplanes, helicopters and aircraft.

[0003] Currently, most mainstream methods for achieving automatic throttle control of flight equipment use a three-ring throttle system, which does indeed enable a certain degree of automatic control. However, this control method lacks consideration for interaction with the pilot and cannot flexibly and proactively adapt to the pilot's actions. This negatively impacts the pilot's driving experience and operational feel during flight, and in severe cases, may even affect the pilot's driving skills, thereby negatively impacting the normal execution of flight missions and endangering the health and safety of the crew members.

[0004] Therefore, how to achieve automatic throttle control for flight equipment that fully considers the pilot's operation is a very important issue today. Summary of the Invention

[0005] This application provides a throttle control method, apparatus, and device for flight equipment, which can realize automatic throttle control of flight equipment that fully considers the pilot's operation, thereby improving the piloting experience and flight quality.

[0006] In a first aspect, embodiments of this application provide a throttle control method for a flight device, the method comprising: Obtain the external force applied to the throttle control component and the current throttle position at the current moment; Determine the throttle control status based on the current throttle position and soft stop point position; When the throttle control is in a soft stop state, the soft stop distance between the throttle position and the soft stop point is determined based on the externally applied force at the next moment. Based on the soft stop distance, the throttle control component moves to the throttle position at the next moment.

[0007] Secondly, embodiments of this application provide a throttle control device for flight equipment, the device comprising: The acquisition module is used to acquire the external force applied to the throttle control component and the current throttle position at the current moment; The state determination module is used to determine the throttle control state based on the current throttle position and the soft stop point position. The throttle control state is either a soft stop state or a non-soft stop state. The soft stop module is used to determine the soft stop distance between the throttle position and the soft stop point position at the next moment based on the externally applied force when the throttle control state is in the soft stop state. The throttle control module is used to move the throttle control components to the next throttle position based on the soft stop distance.

[0008] Thirdly, embodiments of this application provide an electronic device, which includes a processor, a memory, and a program or instructions stored in the memory and executable on the processor. When the program or instructions are executed by the processor, they implement the steps of the throttle control method of any flight device in the embodiments of this application.

[0009] Fourthly, embodiments of this application provide a readable storage medium on which a program or instructions are stored. When the program or instructions are executed by a processor, they implement the steps of the throttle control method of any flight device according to embodiments of this application.

[0010] Fifthly, embodiments of this application provide a computer program product in which instructions, when executed by a processor of an electronic device, enable the electronic device to perform the steps of the throttle control method for any flight device according to embodiments of this application.

[0011] The technical solutions provided by the embodiments of this application bring at least the following beneficial effects: This application provides a throttle control method for a flight device, which includes: first, accurately determining the throttle control state at the current moment based on the current throttle position of the throttle control component and the preset soft stop point position.

[0012] In the soft stop state, the soft stop distance between the throttle position and the soft stop point can be accurately calculated based on the acquired external force. This distance is then used to precisely control the throttle control components, successfully achieving the soft stop function in active-pilot automatic throttle control systems. Furthermore, in the non-soft stop state, compensating forces can be generated based on the position of the control components to assist the pilot in throttle control, providing a better piloting experience and flight quality.

[0013] The technical solution provided in this application fully considers the interaction between the automatic throttle control system and the driver in active driving mode, and provides the most suitable auxiliary throttle control according to different operating states. This effectively improves the driver's driving experience and, to a certain extent, enhances the flight quality of the flight equipment, providing better life and health protection for the crew members.

[0014] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0015] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 A flowchart illustrating a throttle control method for a flight device according to one embodiment of this application; Figure 2 This application provides a schematic diagram of the structure of an automatic throttle control system according to one embodiment. Figure 3 A schematic diagram illustrating the process of determining the current throttle position according to an embodiment of this application; Figure 4 A schematic diagram illustrating the gear range distribution of an automatic throttle control system according to an embodiment of this application; Figure 5 A circuit connection diagram illustrating a soft stop distance determination process provided in one embodiment of this application; Figure 6 A schematic block diagram of motor vector control in a soft stop state provided in one embodiment of this application; Figure 7 A circuit connection diagram illustrating a throttle compensation force determination process provided in one embodiment of this application; Figure 8 A schematic diagram illustrating the process of implementing throttle control in an automatic throttle control system according to an embodiment of this application; Figure 9 A schematic diagram of the throttle control device for a flight device provided in another embodiment of this application; Figure 10 This is a schematic diagram of the structure of a terminal device provided in yet another embodiment of this application. Detailed Implementation

[0017] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0018] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0019] With the rapid development and progress of science and technology, automatic throttle control technology in the aviation field has become increasingly mature and widely used in aviation, with significant benefits. It has been widely applied to various aircraft such as airplanes and helicopters.

[0020] While traditional automatic throttle control methods (such as three-ring position control) can achieve a certain degree of automatic control of flight equipment, they still have shortcomings. Specifically, they lack the ability to accurately interact with and flexibly adapt to the pilot's active control of the flight equipment's flight system.

[0021] Due to these issues, the automatic throttle control system may fail to dynamically and flexibly adjust to the driver's real-time input and control, thus failing to coordinate with the driver's actual operation and provide sufficient assistance. This can further affect the driver's driving experience and operational feel. In severe cases, these problems may even interfere with the driver's normal operation, hindering the effective execution of flight missions and potentially endangering the health and safety of the crew members on board.

[0022] To address the aforementioned technical issues, embodiments of this application provide a throttle control method, apparatus, and device for flight equipment. The method specifically includes: accurately determining the current throttle control state based on the current throttle position of the throttle control component and a preset soft stop point position.

[0023] When the throttle control is in a soft-stop state, the soft-stop distance between the throttle position and the soft-stop point can be accurately calculated based on the external force applied by the driver to the throttle control components. Based on this soft-stop distance, the throttle control components can be precisely moved, successfully realizing the soft-stop function of the driver's active driving automatic throttle control system.

[0024] Furthermore, in the non-soft stop state, throttle compensation force can be flexibly generated based on the movement position of the control components. This provides precise and effective assistance to the pilot in throttle control during the non-soft stop state, offering a better piloting experience and improving the flight quality of the flight equipment.

[0025] The technical solution provided in this application can fully consider and automatically adapt to the interaction state between the driver and the automatic throttle control system in active driving mode, and provide the most suitable auxiliary throttle control according to the changes in the control state. The technical solution provided in this application can achieve reasonable control of the flight equipment, while effectively improving the pilot's driving experience, significantly improving the flight quality of the flight equipment, and providing sufficient life safety and physical and mental health protection for the passengers in the flight equipment.

[0026] Regarding the execution entity used in the embodiments of this application, it can specifically be a terminal device, such as a desktop computer or laptop computer, or a remote device, such as a server. In addition, the execution entity used in the embodiments of this application can also be a software execution entity, such as a client or software program installed on a terminal device. The specific type of execution entity used in applying the technical solutions provided in the embodiments of this application is not strictly limited here; it can be flexibly selected and applied according to the actual application scenario and actual needs.

[0027] The actual application scenarios corresponding to the throttle control method, device and equipment of the flight equipment provided in the embodiments of this application are not strictly limited in this application, but can be limited according to actual needs and the specific type of flight equipment.

[0028] For example, in real-world scenarios where the pilot needs to actively control the throttle during flight operations, such as go-arounds, wind shear recovery, and attitude adjustments, the technical solution provided in this application can determine the throttle control state based on the current position of the throttle control component (e.g., throttle lever) of the automatic throttle control system when the pilot actively controls it.

[0029] When the automatic throttle control system of the flight equipment is determined to be in a soft stop state, the soft stop distance between the throttle position and the soft stop point at the next moment can be accurately calculated based on the external force applied by the pilot. Based on the determined soft stop distance, the position of the throttle control components at the next moment can be accurately determined and controlled. This position control method provides the pilot with a gentle sense of resistance, preventing over-limit operations due to improper operation, which could lead to throttle malfunctions and other problems, thus improving flight safety and ensuring the normal execution of flight missions.

[0030] In the non-soft stop state, the throttle compensation force can be calculated based on the current position of the throttle control components, thereby providing the pilot with flexible and practical control assistance, improving the pilot's driving experience and the flight quality of the flight equipment, and thus better completing the flight mission to be performed.

[0031] It should be noted that the application scenarios described in the above embodiments of this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided by the embodiments of this application. Those skilled in the art will understand that with the emergence of new application scenarios, the technical solutions provided by the embodiments of this application are also applicable to similar technical problems. The throttle control method for flight equipment provided in the embodiments of this application can be applied to various application scenarios that require the pilot to actively control the throttle of the flight equipment.

[0032] Figure 1 This is a flowchart illustrating a throttle control method for a flight device according to one embodiment of this application.

[0033] like Figure 1 As shown in the figure, the throttle control method for the flight equipment provided in this application embodiment includes steps S101 to S104.

[0034] S101: Obtain the external applied force and current throttle position of the throttle control component at the current moment.

[0035] In step S101, the technical solution provided in this application embodiment can acquire, for example, the external force applied by the driver to the throttle control component in the active mode of the automatic throttle control system using a force sensor. Simultaneously, angle data corresponding to the throttle control component can be obtained using a Rotary Variable Differential Transformer (RVDT), and the current throttle position corresponding to the throttle control component can be further determined based on the angle data.

[0036] Specifically, the throttle operating component can be, for example, a throttle lever in an automatic throttle control system. By installing a connected force sensor, the force applied by the driver to the throttle lever in active mode can be acquired as the external applied force. For ease of understanding, an automatic throttle control system capable of implementing the technical solutions provided in this application will be illustrated using a throttle lever as the throttle operating component. For a detailed system structure, please refer to... Figure 2 As shown in the image.

[0037] Figure 2 This is a schematic diagram of an automatic throttle control system provided in one embodiment of this application.

[0038] Among them, 201 is the left and right throttle levers, which serve as the throttle operation components of the automatic throttle control system; 202 is the throttle gear switching switch for the left and right throttle levers; 203 and 204 are the electromagnetic locks for the left and right throttle levers; 205 is the mode switching switch for the automatic throttle control system; 206 is the attitude adjustment switch for the automatic throttle control system; 207 are force sensors connected to the left and right throttle levers respectively, used to collect the external force applied by the driver to the throttle levers in active mode; 208 is the angular displacement sensor that transmits power between the left and right throttle levers; 209 is the transmission device connected to the left and right angular displacement sensors; 210 is the electromagnetic clutch for the left and right sides; 211 is the motor for the left and right sides; 212 is the rotary transformer for the left and right sides, which can measure the rotation angle; and 213 is the attitude adjustment motor, which can be used to adjust the attitude of the automatic throttle control system according to the attitude adjustment switch.

[0039] like Figure 2 As shown, after the driver switches the system mode to active mode via mode switch 205, or the host computer directly issues a switch command for active mode, the force sensor 206 can accurately collect the external force applied by the driver to the accelerator lever. Through the coordinated work of the angular displacement sensor 208 and other components, the current accelerator position corresponding to the accelerator lever can be further determined.

[0040] Regarding the different control modes of the automatic throttle control system and the switching between modes, this application provides an embodiment in which a mode selection command can be obtained after the automatic throttle control system is started, and the throttle control mode can be determined according to the mode selection command.

[0041] Specifically, the mode selection command can be generated and issued by a host computer connected to the automatic throttle control system, which is responsible for issuing control commands. In the technical solution provided in this application, the throttle control modes corresponding to the automatic throttle control system can include passive control mode, automatic control mode, and active control mode.

[0042] like Figure 2In the example of the automatic throttle control system shown, in passive control mode, motor 211 is not working, electromagnetic locks 203 and 204 are disengaged, and electromagnetic clutch 210 is engaged. The entire system does not participate in throttle control; it only provides feedback on the external force and position information of the throttle lever to the host computer that sends control commands based on data collected by force sensor 207 and angular displacement sensor 208.

[0043] In active or automatic control mode, electromagnetic locks 203 and 204 engage, electromagnetic clutch 210 disengages, and motor 211 engages in throttle control. In automatic mode, the automatic throttle control system receives throttle control commands from the host computer and adjusts the position of the throttle control components (such as the throttle lever). In this mode, the driver does not need to manually control the throttle.

[0044] In active mode, the pilot of the flight equipment can apply external force to the throttle control components to manually control the throttle of the flight equipment. In this mode, a soft stop function can be implemented in the method provided in the subsequent steps of this application, i.e., by means of, Figure 2 Before the throttle gear selector switch 202 is used to select a gear, the throttle lever 201 cannot move beyond the corresponding soft stop point. Only after the driver manually selects a gear can the throttle lever 201 continue to move, and the automatic throttle control system can enter the next gear range.

[0045] In this embodiment, the flexible switching of throttle control modes effectively ensures that the automatic throttle control system can flexibly adapt to various flight scenarios and diverse control requirements. This effectively enhances the system's applicability and flexibility, and rationally allocates the human-machine interface. It retains the pilot's ultimate control over the flight equipment in performing flight missions, while also enabling the flexible application of automation technology on the flight equipment, reducing the pilot's operational burden, improving the driving experience, and ensuring flight quality and safety.

[0046] In addition, regarding the determination of the current throttle position of the throttle control component, specifically, in one embodiment provided in this application, the current throttle position can be accurately mapped based on the angle data collected by the angular displacement sensor. Taking the throttle control component as a throttle lever as an example, the specific process for determining the current throttle position can be referred to... Figure 3 As shown in the image.

[0047] Figure 3 This is a schematic diagram illustrating the process of determining the current throttle position according to an embodiment of this application.

[0048] Wherein, 301 is the throttle handle, i.e., the throttle control component; 302 is the throttle platform, on which the throttle handle can move horizontally; and 303 is the first transmission link connected to the throttle handle, the length of which can be set to... 304 is the second transmission link connected to the throttle handle, and its length can be set to... 305 is the first reduction mechanism connected to the angular displacement sensor, which is responsible for changing the angle of the second transmission link. 306 is the second reduction mechanism connected to the motor, which is responsible for transmitting the rotation angle of the motor to the first reduction mechanism.

[0049] Figure 3 middle The accelerator pedal position (the parking position) can be understood as the initial position. The initial position of the connection point between the first and second transmission links is given. A represents the current position of the throttle handle, and B represents the current position of the connection point between the first and second transmission links. The angle between the current and initial positions of the second transmission link is the same as the rotation angle of the first reduction mechanism (i.e., the angle collected by the angular displacement sensor). This is the rotation angle of the second reduction mechanism, which is the same as the motor's rotation angle. The angle measured by the angular displacement sensor... With the rotation angle of the motor There is a relationship between them: , where i is the transmission ratio between the first reduction mechanism and the second reduction mechanism. The angle between the second transmission link and the negative x-axis of a two-dimensional Cartesian coordinate system with the connection point O between the second transmission link and the first reduction mechanism as the origin, at the initial position. The displacement distance of the throttle handle can be used as the current throttle position and can be set as follows. Figure 3 The L shown.

[0050] like Figure 3 As shown, a Cartesian coordinate system is established with the connection point O between the second transmission link and the first reduction mechanism as the origin. The current position A of the throttle handle can correspond to ( , ), the position of the accelerator lever in the parking space It can correspond to ( , ), where is a known quantity, it can be determined that , Therefore, as long as it is determined that... Then, the current throttle position L corresponding to the throttle lever can be calculated.

[0051] Acquisition angle of angular displacement sensor Given a known quantity, and according to Figure 3 The coordinate relationship diagram shown indicates that... ,in , as well as The specific calculation process can be referred to the following formulas (1) to (3): Formula (1) Formula (2) Formula (3) Based on the above formulas (1) to (3) and The relationship between various angles can be precisely determined. By calculating the relationship between the known quantities, the acquisition angle of the angular displacement sensor can be accurately obtained. Functional relationship between the current throttle position L corresponding to the throttle lever .based on This allows for precise determination of the current throttle position corresponding to the throttle control components at every moment.

[0052] S102: Determine the throttle control state based on the current throttle position and soft stop point position.

[0053] In step S102, the technical solution provided in this application embodiment can accurately determine whether the throttle control component operated by the driver in active mode is in a soft stop state at this moment based on the current throttle position determined by the embodiment in step S101.

[0054] Specifically, in one embodiment provided in this application, the throttle control state of the automatic throttle control system can be determined by judging whether the position difference between the current throttle position of the throttle control component and the preset soft stop point position is less than a preset difference threshold.

[0055] Throttle control states can be divided into soft stop states and non-soft stop states. A soft stop state indicates that in active mode, the driver's throttle control component is close to the current gear's limit, i.e., close to the soft stop point. A non-soft stop state indicates that in active mode, the distance between the driver's current throttle position and the soft stop point is not close to a preset threshold.

[0056] When the position difference between the current throttle position and the soft stop point position of the throttle control component is less than a preset difference threshold, the throttle control state can be determined to be a soft stop state. Conversely, when the position difference between the current throttle position and the soft stop point position is not less than the preset difference threshold, the throttle control state can be determined to be a non-soft stop state.

[0057] The specific settings for the soft stop point position and the preset difference threshold values ​​are not strictly limited in this application. They can be flexibly set according to the specific gear settings of the flight equipment and the specific component type and structure of the throttle control unit. For ease of understanding, the setting and specific position representation of the soft stop point are illustrated below. For details, please refer to [reference needed]. Figure 4 As shown in the image.

[0058] Figure 4 This is a schematic diagram of the gear range distribution of an automatic throttle control system provided in one embodiment of this application.

[0059] like Figure 4 As shown in the figures, in some embodiments, the automatic throttle control system responsible for implementing the technical solutions provided in the embodiments of this application can be divided into five gear ranges, namely... Figure 4 The terms "parking space", "slow parking space", "middle space", "minimum acceleration space" and "maximum acceleration space" are shown in the diagram.

[0060] When the current throttle position corresponding to the throttle control component is within the preset difference threshold of the soft stop point, the current throttle control state can be considered as a soft stop state. The preset difference threshold is only set on one side of the soft stop point. That is, when the driver presses the gear shift switch, if the throttle control component moves beyond the soft stop point, the position judgment in the above embodiment will no longer be performed for the soft stop point that has been exceeded.

[0061] By accurately determining the current throttle position and the preset difference threshold, the current throttle control state of the automatic throttle control system can be precisely identified. Subsequent steps can then address different throttle control states with targeted processing and throttle control. This embodiment effectively implements the soft-stop function of the automatic throttle control system, providing the pilot with a more precise driving experience and control feedback, improving flight quality, and ultimately ensuring the safety and reliability of flight missions.

[0062] S103: When the throttle control state is in the soft stop state, determine the soft stop distance between the throttle position and the soft stop point position at the next moment based on the externally applied force.

[0063] In step S103, the technical solution provided in this application embodiment can accurately determine the soft stop distance between the throttle position and the soft stop point position of the throttle control component based on the external force applied by the driver to the throttle control component when the throttle control state is determined to be in a soft stop state.

[0064] Specifically, in one embodiment provided in this application, the actual force on the throttle control component can be calculated based on the acquired external applied force and the actuator feedback force applied by the throttle actuator corresponding to the throttle control component. Then, the soft stop distance can be calculated using the soft stop distance formula based on the actual force and preset soft stop parameters.

[0065] Regarding the calculation of the soft stop distance formula, in one embodiment provided in this application, the soft stop distance formula can be specifically referred to as the following formula (4): Formula (4) in, Used to indicate the soft stop distance between the throttle control component at the corresponding throttle position and the soft stop point position. Frequency domain representation used to indicate soft stop distance. Used to represent the actuator feedback force applied by the throttle actuator to the throttle control components. Used to indicate externally applied force. For the frequency domain representation of the actuator feedback force, The frequency domain representation of the externally applied force. , as well as These are the preset soft stop parameters, where, It can be used to represent the soft stop quality coefficient. It can be used to represent the damping coefficient of a soft stop. It can be used to represent the soft stop stiffness coefficient. For Laplace variables.

[0066] The above formula (4) can accurately calculate the soft stop distance between the throttle position and the soft stop point of the throttle control component at the next moment based on the externally applied force, providing a practical reference for the actual operation of the throttle control component. By accurately controlling the soft stop distance, the automatic throttle control system can achieve the soft stop function when the driver actively controls it, improving the actual interaction with the driver, enhancing the driver's driving experience and the flight quality of the flight equipment.

[0067] In addition, for the derivation process of the above formula (4) and the function corresponding to the frequency domain function in the time domain, please refer to the following formula (5): Formula (5) in, Used to represent the actuator feedback force applied by the throttle actuator to the throttle control components. Used to indicate externally applied force. , as well as The preset soft stop parameter is the same as that in formula (4) above. The desired position is the location corresponding to the soft stop point in the current soft stop state. The specific location, representing the driving position, is not strictly limited in this application and can be, for example, as described above. Figure 3 The coordinate data corresponding to the given coordinate system. According to The determined speed at which the throttle control components normally move to the soft stop point. According to The acceleration at which the throttle control components normally move to the soft stop point. The unknown quantity that needs to be solved by formula (5) can represent the throttle position of the throttle control component at the next moment. and These correspond to the speed and acceleration of the throttle control component at the next moment, respectively.

[0068] Equation (5) can be converted from the time domain to the frequency domain to obtain the soft stop distance shown in Equation (4). The method for determining the soft stop distance. According to formulas (4) and (5), the soft stop distance... The position of the throttle at the next moment corresponds to the position of the soft stop. The difference can be calculated more efficiently in the frequency domain by formula (4) to determine the distance between the soft stop point and the soft stop point at each moment in the soft stop state, so as to achieve efficient soft stop control in subsequent steps.

[0069] To facilitate understanding of the process of determining the soft stop distance of the throttle control component in the next instant under the soft stop state, the following example, using signal transmission and interaction between actual hardware circuit components, provides a further illustration of the soft stop distance determination process. For details, please refer to... Figure 5 As shown in the image.

[0070] Figure 5 This is a circuit connection diagram illustrating a soft stop distance determination process provided in one embodiment of this application.

[0071] Among them, 501 is an admittance controller, which is used to determine and output the calculated soft stop distance of the throttle control component at the next moment; 502 is a position controller, which is used to adjust the position of the throttle control component according to the soft stop distance input by the admittance controller and the preset soft stop point position; 503 is a throttle control component, which may be, for example, the throttle handle in the above embodiment; and 504 is a throttle actuator, which is used to apply actuator feedback force to the throttle handle.

[0072] like Figure 5As shown, the above formulas (4) and (5) can be specifically applied to the admittance controller 501. The admittance controller 501 can accurately calculate the soft stop distance of the throttle control component corresponding to the current moment based on the above formulas (4) and (5), according to the external force applied by the driver to the throttle control component collected by the force sensor and the actuator feedback force data provided by the throttle actuator 504. and the position corresponding to the soft stop point. The information is input into the position controller 502.

[0073] Position controller 502 based on the received soft stop distance The position corresponding to the soft stop point The system uses feedback from the throttle control components to determine the current throttle position, accurately identifying the next throttle position and providing a practical basis for subsequent throttle control steps. The magnitude of the actuator feedback force applied by the throttle actuator 504 to the throttle lever can be flexibly adjusted according to the current throttle position. The position controller 502 can select from methods such as second-order linear active disturbance rejection control (ADRC), current loop, and space vector modulation (SVPWM) to precisely control the drive motor in the automatic throttle control system.

[0074] In addition, this application also provides a schematic block diagram of motor vector control in a soft stop state for an automatic throttle control system applying the technical solution of this application embodiment. For details, please refer to... Figure 6 As shown in the image.

[0075] Figure 6 This is a schematic block diagram of motor vector control in a soft stop state provided in one embodiment of this application.

[0076] Among them, 601 is a position regulator, used to adjust the output current of the current regulator according to the input current data; 602 is a current regulator, used to adjust the motor current and input the determined voltage command to the inverse coordinate rotation transformation module; 603 is an inverse coordinate rotation transformation module, used to perform inverse coordinate rotation transformation on the voltage command input by the current regulator and input the transformed voltage command to the space vector pulse width modulation (SVPWM) module; and 604 is a space vector pulse width modulation module, used to output a pulse width modulation signal to the drive bridge according to the received voltage command.

[0077] 605 is the drive axle module, used to input three-phase current to the drive motor of the automatic throttle control system and the three-phase to two-phase stationary coordinate transformation module (ClarkeTransformation) based on the pulse width modulation signal received from the space vector pulse width modulation module. 606 is the three-phase to two-phase stationary coordinate transformation module, used to convert the received three-phase current into current in a two-phase stationary coordinate system and output it to the coordinate rotation transformation module (Park Transformation).

[0078] 607 is a coordinate rotation transformation module, used to perform a coordinate system transformation of the current data by combining the rotor position predicted by the position determination module. 608 is a drive motor, used to receive the three-phase current sent by the drive axle, and to output the motor rotation angle and position to the position determination module. 609 is a position determination module, used to input the d-axis current setpoint to the position regulator based on the motor input data, and simultaneously input the predicted rotor position to the coordinate rotation transformation module.

[0079] like Figure 6 The motor vector control structure shown allows the position adjuster 601 to adjust based on the input d-axis current reference value. and the d-axis current setting value input from the position determination module. The corresponding q-axis current reference value is calculated using the soft stop distance determination method described in the above embodiments. And input it into the current regulator 602.

[0080] The current regulator 602 can adjust the input d-axis current reference value. (and (Same), the actual d-axis current value input to the coordinate rotation transformation module 607 and actual q-axis current value and the q-axis current reference value input to the position adjuster. The voltage command obtained by adjusting the base current output by the reverse coordinate rotation transformation module 603 is used. and The reverse coordinate rotation transformation module 603 can be used for voltage commands. and Perform a reverse coordinate rotation transformation to determine and output the voltage command in the stationary coordinate system. and .

[0081] The space vector pulse width modulation module 604 generates a corresponding pulse width modulation signal (PWM signal) based on the received voltage command and outputs it to the drive bridge 605. The drive bridge 605 then generates a three-phase current based on the received pulse width modulation signal. , as well as The system controls the drive motor 608 and outputs data to the three-phase to two-phase stationary coordinate transformation module 606. The three-phase to two-phase stationary coordinate transformation module 606 performs the transformation based on the received three-phase current data to determine the corresponding two-phase stationary current. and The data is then input to the coordinate rotation transformation module 607. The coordinate rotation transformation module 607 determines the actual d-axis current value input to the current regulator 602 based on the received current data. and actual q-axis current value The drive motor 608 drives the throttle control components according to the voltage applied by the drive axle 605. The position determination module 609 performs position detection and rotor position estimation based on the motor's rotation angle and position, and determines the d-axis current setpoint. and the estimated rotor position The inputs are respectively fed into the position adjuster 601, the reverse coordinate rotation transformation module 603, and the coordinate rotation transformation module 607, ultimately forming a continuous closed-loop operation of the entire vector control structure.

[0082] The methods described in the above embodiments successfully enable the automatic throttle control system using the technical solutions provided in this application to achieve a soft stop function in the pilot's active control mode. This effectively realizes human-machine interaction with the pilot when manually operating the throttle control components, significantly improving the pilot's driving experience. Furthermore, the implementation of the soft stop function can effectively ensure the operational safety of flight equipment, optimize equipment performance and energy utilization efficiency, and thus improve flight quality.

[0083] S104: Based on the soft stop distance, move the throttle control component to the throttle position at the next moment.

[0084] In step S104, the technical solution provided in this application embodiment can move the throttle control component to the corresponding throttle position at the next moment by position control based on the soft stop distance of the throttle control component in the soft stop state determined in step S103.

[0085] The above describes the specific method and embodiments of the automatic throttle control system in active mode, where the system achieves soft braking based on external force applied by the driver. In addition, regarding the human-machine interaction process in active mode without soft braking, in another embodiment provided in this application, when the throttle control state is determined to be non-soft braking based on the current throttle position of the throttle control component, the throttle displacement distance of the throttle control component at the next moment can be predicted based on the externally applied force. Then, based on the throttle displacement distance and the current throttle position, the throttle compensation force for the throttle control component can be determined, thereby assisting the driver in performing smoother throttle control in non-soft braking states.

[0086] The throttle compensation force is used to offset the difference between the external force applied by the driver to the throttle control component and the movement resistance of the throttle control component itself, allowing the driver to operate the throttle control component more smoothly. Regarding the specific determination process of the throttle compensation force, in one embodiment provided in this application, the current throttle displacement velocity and current throttle displacement acceleration of the throttle control system can be calculated based on the current throttle position determined in step S101. Simultaneously, the predicted throttle displacement velocity and predicted displacement acceleration for the next moment can be calculated based on the throttle displacement distance predicted based on the externally applied force.

[0087] Then, the throttle compensation force can be calculated based on the preset non-soft start parameters for the non-soft stop state, the determined current throttle position, current throttle displacement speed, current throttle displacement acceleration, throttle displacement distance, predicted displacement speed, and predicted displacement acceleration.

[0088] In one embodiment, the specific determination and calculation process of the throttle compensation force can be referred to the following formula (6): Formula (6) in, Used to indicate the throttle compensation force applied to the throttle control components. Used to indicate the current throttle position Used to represent the predicted throttle position at the next moment, determined based on the throttle displacement distance and the current throttle position. Used to indicate the current throttle displacement speed Used to represent predicted displacement velocity Used to represent the current throttle displacement acceleration. Used to represent predicted displacement acceleration. , as well as These are preset non-soft start parameters for non-soft stop states. It can be used to represent the quality coefficient of non-soft stop. It can be used to represent the damping coefficient of non-soft stop. It can be used to represent the stiffness coefficient of non-soft stop.

[0089] In formula (6), excluding throttle compensation force All external variables are known quantities or variables that can be calculated based on known quantities. The calculation process shown in formula (6) can accurately calculate the throttle compensation force that can be applied to the throttle control component when the driver applies an external force to the throttle control component in the non-soft stop state, so that the throttle control component can move smoothly under the influence of the applied force, the throttle compensation force and the moving resistance.

[0090] Through the above embodiments and corresponding formulas, the throttle compensation force for the throttle control components in non-soft stop states can be accurately determined and executed. Applying the throttle compensation force can make the control process smoother and more stable, regardless of whether the pilot applies excessive force or the throttle control components themselves have high movement resistance. This significantly improves the pilot's control experience in non-soft stop states, thereby enhancing the flight quality of the flight equipment and the safety of the flight process.

[0091] To facilitate understanding of the determination and practical application of throttle compensation force in the above embodiments, the following example, using signal transmission and interaction between actual hardware circuit components, further illustrates the process of determining throttle compensation force. For details, please refer to... Figure 7 As shown in the image.

[0092] Figure 7 This is a circuit connection diagram illustrating a throttle compensation force determination process according to an embodiment of this application.

[0093] Among them, 701 is an impedance controller for the throttle control component in the non-soft stop state, which is used to predict the throttle position and the current throttle position of the throttle control component based on the calculated next moment, and to determine and output the throttle compensation force in the above embodiment. 702 is a force controller for the throttle control component, which is used to apply force to the throttle control component with its own movement resistance based on the external force applied by the pilot and the throttle compensation force input by the impedance controller, thereby realizing movement. 703 is the throttle control component, specifically, for example, the throttle handle in the above embodiment, which is used to passively move according to the force applied by the force controller, thereby realizing the flight control of the flight equipment.

[0094] like Figure 7As shown, the throttle control component 703 can accurately determine the current throttle position by acquiring angle data from an angular displacement sensor and output it to the impedance controller 701. The impedance controller 701 can determine the throttle compensation force based on the predicted throttle position corresponding to the next moment calculated based on the externally applied force and the current throttle position determined from the throttle control component 703, using the method described in the above embodiment. This force, along with the externally applied force, acts on the force controller 702.

[0095] The force controller 702 can precisely apply force to the throttle control components based on the interaction and direction of the received forces. This allows the pilot to maintain a smooth and stable operation when controlling the throttle components, even in a non-soft stop state, improving the piloting experience, enhancing flight quality, and improving the performance of flight equipment in performing flight missions. The force controller can precisely control the drive motor in the automatic throttle control system through methods such as proportional-integral controller (PI), current loop, and space vector pulse width modulation (SVPWM).

[0096] Regarding the motor vector control block diagram under non-soft stop conditions, its essence is similar to... Figure 6 The schematic diagram of motor vector control in the soft stop state shown is similar, except that the position adjuster is replaced by a force adjuster. By calculating and processing the pulse width modulation signal, the force applied by the drive motor to the throttle control component is flexibly adjusted. The specific content is roughly the same as... Figure 6 Similar to what is shown, so I won't go into too much detail here.

[0097] In addition to the above, the technical solutions provided in this application can be implemented in practical applications using hardware devices corresponding to an automatic throttle control system. For details on the implementation process, please refer to... Figure 8 As shown in the image.

[0098] Figure 8 This application provides a flowchart illustrating an automatic throttle control system for throttle control in one embodiment, including steps S801 to S805.

[0099] S801: The automatic throttle control system is performing system initialization.

[0100] S802: The automatic throttle control system collects angle data through an angular displacement sensor and collects externally applied force through a force sensor.

[0101] S803: Determines the throttle control mode based on the mode selection command issued by the host computer or the driver's manual switching operation.

[0102] In step S803, in passive mode, the position of the throttle control component determined based on the collected data is reported to the host computer. In automatic and active modes, the electromagnetic lock engages and the electromagnetic clutch disengages. In automatic mode, the driver does not participate in the operation of the throttle control component; the system moves the throttle control component according to the control commands issued by the host computer. In active mode, the throttle control status is determined based on the current throttle position.

[0103] S804: When the current throttle position indicates a soft stop state, the soft stop distance is determined based on the external force applied by the driver, and the soft stop function is implemented at the corresponding soft stop point before the gear shift switch is pressed.

[0104] S805: When the current throttle position is determined to be in a non-soft stop state, the throttle compensation force is calculated based on the current throttle position and the predicted throttle position at the next moment, so that the throttle control component can perform control displacement under the action of throttle compensation force, externally applied force and its own movement resistance.

[0105] The automatic throttle control system can perform throttle control of the flight equipment in a manner that fully meets the human-machine interaction requirements through the above steps S801 to S805. The specific implementation methods and corresponding embodiments for each of the above steps are described in detail in steps S101 to S104, and will not be repeated here.

[0106] The above describes the specific implementation of the throttle control method for flight equipment provided in this application. The technical solution provided in this application fully considers and adapts to the interaction state between the pilot and the automatic throttle control system in active driving mode, and provides the most suitable auxiliary throttle control based on changes in the control state, such as the implementation of the soft stop function in the above method, and the application of throttle compensation force.

[0107] The technical solutions provided by the embodiments of this application can realize reasonable control of flight equipment and effectively improve the pilot's driving experience, thereby significantly improving the flight quality of the flight equipment and providing full protection for the life safety and physical and mental health of the crew members in the flight equipment.

[0108] Based on the beam weight configuration method provided in the above embodiments, this application also provides an embodiment of a throttle control device for flight equipment.

[0109] Figure 9 This is a schematic diagram of the structure of a throttle control device for a flight device provided in another embodiment of this application.

[0110] like Figure 9As shown in the figure, this application embodiment also provides a throttle control device 900 for flight equipment, applied to electronic devices. The throttle control device 900 for flight equipment includes: The acquisition module 901 is used to acquire the external force applied to the throttle control component at the current moment and the current throttle position; The state determination module 902 is used to determine the throttle control state based on the current throttle position and the soft stop point position. The throttle control state is either a soft stop state or a non-soft stop state. The soft stop module 903 is used to determine the soft stop distance between the throttle position and the soft stop point position at the next moment based on the externally applied force when the throttle control state is in the soft stop state. The throttle control module 904 is used to control the throttle control component to move to the throttle position at the next moment based on the soft stop distance.

[0111] Optionally, the throttle control device 900 further includes: a non-soft stop module 905, comprising: When the throttle control is in a non-soft stop state, the throttle displacement distance at the next moment is predicted based on the externally applied force. Based on the throttle displacement distance and the current throttle position, the throttle compensation force is determined. The throttle compensation force is used to eliminate the difference between the externally applied force and the moving resistance of the throttle control components. A throttle compensation force is applied to the throttle control component, causing the throttle control component to move under the influence of the externally applied force, the throttle compensation force, and the moving resistance.

[0112] Optionally, the acquisition module 901 mentioned above includes: Get mode selection command; Based on the mode selection command, the throttle control mode is determined. The throttle control modes include passive control mode, automatic control mode and active control mode. Obtain the external force applied to the throttle control component and the current throttle position at the current moment, including: When the throttle control mode is active control mode, the external force applied to the throttle control component at the current moment and the current throttle position are obtained.

[0113] Optionally, the aforementioned state determination module 902 includes: Determine whether the position difference between the current throttle position and the soft stop point position is less than a preset difference threshold. If so, confirm that the throttle control is in a soft stop state; If not, confirm that the throttle control is in a non-soft stop state.

[0114] Optionally, the soft stop module 903 mentioned above includes: Calculate the actual force on the throttle control component based on the externally applied force and the feedback force from the actuator of the throttle control component; The soft stop distance is determined based on the actual force and the preset soft stop parameters.

[0115] Optional soft stop parameters include soft stop stiffness coefficient, soft stop damping coefficient, and soft stop mass coefficient; The aforementioned soft stop module 903 includes: The soft stop distance is determined based on the externally applied force, the actuator feedback force, the soft stop stiffness coefficient, the soft stop damping coefficient, and the soft stop mass coefficient, using the soft stop distance formula. The soft stop distance formula includes: in, Used to indicate soft stop distance Frequency domain representation used to represent soft stop distance Used to represent the feedback force of the actuator. Used to indicate externally applied force. For the frequency domain representation of the actuator feedback force, The frequency domain representation of the externally applied force. Used to represent the quality coefficient of soft stop. Used to represent the soft stop damping coefficient. Used to represent the soft stop stiffness coefficient For Laplace variables.

[0116] Optionally, the aforementioned non-soft stop module 905 includes: Based on the current throttle position, determine the current throttle displacement velocity and current throttle displacement acceleration; and based on the throttle displacement distance, determine the predicted throttle displacement velocity and predicted displacement acceleration at the next moment. The throttle compensation force is determined based on the preset non-soft start parameters, current throttle position, current throttle displacement speed, current throttle displacement acceleration, throttle displacement distance, predicted displacement speed, and predicted displacement acceleration.

[0117] Optional non-soft stop parameters include non-soft stop stiffness coefficient, non-soft stop damping coefficient, and non-soft stop mass coefficient; The aforementioned non-soft stop module 905 includes: Based on preset non-soft start parameters, current throttle position, current throttle displacement velocity, current throttle displacement acceleration, throttle displacement distance, predicted displacement velocity, and predicted displacement acceleration, the throttle compensation force is determined using the non-soft stop throttle compensation force formula. The non-soft stop throttle compensation force formula includes: in, Used to indicate throttle compensation force Used to indicate the current throttle position Used to represent the predicted throttle position determined based on the throttle displacement distance and the current throttle position. Used to indicate the current throttle displacement speed Used to represent predicted displacement velocity Used to represent the current throttle displacement acceleration. Used to represent predicted displacement acceleration Used to represent the quality coefficient of non-soft stop. Used to represent the non-soft stop damping coefficient. Used to represent the stiffness coefficient of non-soft stop.

[0118] Figure 10 This is a schematic diagram of the hardware structure of a terminal device provided in yet another embodiment of this application.

[0119] The terminal device may include a processor 1001 and a memory 1002 storing computer program instructions.

[0120] Specifically, the processor 1001 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0121] Memory 1002 may include mass storage for data or instructions. For example, and not limitingly, memory 1002 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 1002 may include removable or non-removable (or fixed) media. Where appropriate, memory 1002 may be internal or external to the integrated gateway disaster recovery device. In a particular embodiment, memory 1002 is non-volatile solid-state memory.

[0122] In a specific embodiment, the memory 1002 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1002 can store the operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1002 and is called and executed by the processor 1001. The processor 1001 reads and executes the computer program instructions stored in the memory 1002 to implement any of the throttle control methods for flight equipment in the above embodiments.

[0123] In one example, the terminal device may also include a communication interface 1003 and a bus 1010. Wherein, for example... Figure 10 As shown, the processor 1001, memory 1002, and communication interface 1003 are connected through bus 1010 and complete communication with each other.

[0124] The communication interface 1003 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0125] Bus 1010 includes hardware, software, or both, that couples components of an online data traffic metering device together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 1010 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, any suitable bus or interconnect is contemplated herein.

[0126] Furthermore, in conjunction with the throttle control method for the flight equipment in the above embodiments, this application embodiment can provide a computer storage medium for implementation. This computer storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the throttle control methods for the flight equipment in the above embodiments.

[0127] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0128] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the throttle control method of the flight equipment as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0129] This application also provides a computer program product, including a computer program that, when executed, implements the throttle control method for any of the flight devices described in the above embodiments.

[0130] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0131] The functional blocks shown in the above-described structural diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0132] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0133] The aspects of this disclosure have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by special-purpose hardware performing the specified functions or actions, or can be implemented by a combination of special-purpose hardware and computer instructions.

[0134] The above description is merely a specific implementation of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A throttle control method for a flight device, characterized in that, include: Obtain the external force applied to the throttle control component and the current throttle position at the current moment; The throttle control state is determined based on the current throttle position and the soft stop point position. When the throttle control state is in a soft stop state, the soft stop distance between the throttle position and the soft stop point position at the next moment is determined according to the externally applied force. Based on the soft stop distance, the throttle control component is moved to the throttle position at the next moment; When the throttle control state is not in a soft stop state, the throttle displacement distance at the next moment is predicted based on the externally applied force. Based on the throttle displacement distance and the current throttle position, a throttle compensation force is determined. The throttle compensation force is used to eliminate the difference between the externally applied force and the moving resistance of the throttle control component. The throttle compensation force is applied to the throttle control component, causing the throttle control component to move under the influence of the externally applied force, the throttle compensation force, and the moving resistance.

2. The method according to claim 1, characterized in that, Before acquiring the externally applied force and current throttle position of the throttle control component at the current moment, the method further includes: Get mode selection command; According to the mode selection command, the throttle control mode is determined, which includes passive control mode, automatic control mode and active control mode; Obtain the external force applied to the throttle control component and the current throttle position at the current moment, including: When the throttle control mode is the active control mode, the external force applied to the throttle operation component at the current moment and the current throttle position are obtained.

3. The method according to claim 1, characterized in that, Based on the current throttle position and the soft stop point position, the throttle control state is determined, including: Determine whether the position difference between the current throttle position and the soft stop point position is less than a preset difference threshold. If so, determine that the throttle control state is the soft stop state; If not, the throttle control state is determined to be a non-soft stop state.

4. The method according to claim 1, characterized in that, Based on the externally applied force, the soft stop distance between the throttle position and the soft stop point position at the next moment is determined, including: The actual force on the throttle control component is calculated based on the externally applied force and the feedback force from the actuator of the throttle control component. The soft stop distance is determined based on the actual force and the preset soft stop parameters.

5. The method according to claim 4, characterized in that, The soft stop parameters include the soft stop stiffness coefficient, the soft stop damping coefficient, and the soft stop mass coefficient. The soft stop distance is determined based on the actual force and preset soft stop parameters, including: The soft stop distance is determined based on the externally applied force, the feedback force of the actuator, the soft stop stiffness coefficient, the soft stop damping coefficient, and the soft stop mass coefficient, according to the soft stop distance formula, which includes: Among them, the Used to represent the soft stop distance, the The frequency domain representation used to represent the soft stop distance, the Used to represent the feedback force of the actuator, the Used to represent the externally applied force, the The frequency domain representation of the feedback force of the actuator, the The frequency domain representation of the externally applied force, the The soft stop mass coefficient is used to represent the soft stop mass coefficient. Used to represent the soft stop damping coefficient, the The soft stop stiffness coefficient is used to represent the soft stop stiffness coefficient. For Laplace variables.

6. The method according to claim 1, characterized in that, Based on the throttle displacement distance and the current throttle position, the throttle compensation force is determined, including: Based on the current throttle position, determine the current throttle displacement velocity and current throttle displacement acceleration; and based on the throttle displacement distance, determine the predicted throttle displacement velocity and predicted displacement acceleration at the next moment. The throttle compensation force is determined based on preset non-soft start parameters, the current throttle position, the current throttle displacement velocity, the current throttle displacement acceleration, the throttle displacement distance, the predicted displacement velocity, and the predicted displacement acceleration.

7. The method according to claim 6, characterized in that, The non-soft stop parameters include the non-soft stop stiffness coefficient, the non-soft stop damping coefficient, and the non-soft stop mass coefficient. The throttle compensation force is determined based on preset non-soft-start parameters, the current throttle position, the current throttle displacement velocity, the current throttle displacement acceleration, the throttle displacement distance, the predicted displacement velocity, and the predicted displacement acceleration, including: Based on preset non-soft start parameters, the current throttle position, the current throttle displacement velocity, the current throttle displacement acceleration, the throttle displacement distance, the predicted displacement velocity, and the predicted displacement acceleration, the throttle compensation force is determined using a non-soft stop throttle compensation force formula, which includes: Among them, the Used to represent the throttle compensation force, the Used to indicate the current throttle position, Used to represent the predicted throttle position determined based on the throttle displacement distance and the current throttle position, the Used to represent the current throttle displacement speed, Used to represent the predicted displacement velocity, Used to represent the current throttle displacement acceleration, Used to represent the predicted displacement acceleration, The non-soft stop mass coefficient is used to represent the following: Used to represent the non-soft stop damping coefficient, the Used to represent the non-soft stop stiffness coefficient.

8. A throttle control device for flight equipment, characterized in that, The device includes: The acquisition module is used to acquire the external force applied to the throttle control component and the current throttle position at the current moment; The state determination module is used to determine the throttle control state based on the current throttle position and the soft stop point position, wherein the throttle control state is either a soft stop state or a non-soft stop state. The soft stop module is used to determine the soft stop distance between the throttle position and the soft stop point position at the next moment based on the externally applied force when the throttle control state is the soft stop state. The throttle control module is used to control the throttle control component to move to the throttle position at the next moment based on the soft stop distance; A non-soft stop module is used to predict the throttle displacement distance at the next moment based on the externally applied force when the throttle control state is in a non-soft stop state; determine a throttle compensation force based on the throttle displacement distance and the current throttle position, the throttle compensation force being used to eliminate the difference between the externally applied force and the movement resistance of the throttle control component; and apply the throttle compensation force to the throttle control component, so that the throttle control component moves under the influence of the externally applied force, the throttle compensation force, and the movement resistance.

9. A throttle control device for a flight device, characterized in that, The device includes: a processor and a memory storing computer program instructions; When the processor executes the computer program instructions, it implements the throttle control method for the flight equipment as described in any one of claims 1-7.

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