Paddle stopping control method and equipment of electric aircraft and storage medium

Abstract

The invention provides a propeller stopping control method and device of an electric aircraft and a storage medium. According to the method, the initial angle of a propeller blade is read based on a position sensor, and the offset angle difference is calculated. After an instruction is received, a three-stage process is entered; in a rotating speed stage, a closed-loop strategy is adopted to drive blades to rapidly decelerate; the torque section realizes natural deceleration transition by using air resistance; and the position section calculates an optimal path in real time and drives the paddle to be accurately locked. According to the method, through three-stage decoupling control, efficient braking in the early stage, smooth transition in the middle stage and accurate capturing of the tail end position are ensured. According to the scheme, the problems of slow response, large mechanical impact and the like in the traditional technology are effectively solved, the timeliness and smoothness of propeller stopping can be considered in the face of diversified airflow disturbance, and the safety and reliability of the electric aircraft are remarkably improved.

Description

Technical Field

[0001] This invention relates to the field of electric aircraft, and more particularly to a method, device, and storage medium for controlling the decoy of an electric aircraft. Background Technology

[0002] With the rapid development of electric aviation technologies such as electric vertical takeoff and landing (eVTOL) aircraft, multi-motor collaborative propulsion systems have been widely used in modern aviation due to their significant advantages such as high energy efficiency, low noise, and environmental friendliness. During flight, in order to optimize cruise energy efficiency and reduce air resistance, it is usually necessary to control some of the rotor blades at a specific angle to avoid unnecessary rotation or wobbling, thereby improving flight stability and safety. Currently, traditional electric aircraft rotor deactivation control mainly relies on relative position encoders or timing control logic, attempting to manage the blade position by monitoring pulse signals or preset timing sequences.

[0003] However, existing propeller stop control methods have revealed numerous drawbacks in practical applications. Because traditional methods often employ relative position coding, the stopping position is frequently inconsistent and prone to accumulating errors, making precise initial zero-position alignment difficult. Especially in emergency stops or scenarios requiring precise positioning, traditional control strategies suffer from excessively long stopping paths and slow system response times, failing to respond quickly based on real-time propeller status. This control lag and uncertainty not only affect the flow field coupling between the propeller blades and the power arm but may also induce mechanical shocks under airflow disturbances, seriously threatening flight safety and reducing the lifespan of the motors and propellers.

[0004] In conclusion, developing a fast, accurate, and stable fixed-point stop control method has become an urgent problem to be solved in the field of electric aircraft. Summary of the Invention

[0005] In order to overcome the above-mentioned technical defects, the purpose of this invention is to provide a method, device and storage medium for controlling the stop propeller of an electric aircraft.

[0006] This invention discloses a method for controlling the propeller stop of an electric aircraft, comprising the following steps: During the blade stationary phase: the initial angle of the blade is read based on the position sensor, and the angle difference between the blade angle coordinate system 0 and the power arm coordinate system 0 is calculated; During the pitch-stop phase: After receiving the pitch-stop command, the motor controller enters the pitch-stop mode; Enter the shutdown procedure; the shutdown procedure includes: Speed ​​Stop Section: Obtain the real-time speed of the blades. When the absolute value of the real-time speed is greater than or equal to the first threshold, adopt the speed closed-loop control strategy to drive the blades to decelerate until the absolute value of the real-time speed is reduced to the first threshold. Torque stop section: When the absolute value of the real-time speed is greater than or equal to the second threshold and less than or equal to the first threshold, the torque stop section is entered, and the blades naturally decelerate until the absolute value of the real-time speed decreases to the second threshold. Position stop section: When the absolute value of the real-time rotational speed is less than or equal to the second threshold, calculate the stop path for the blade to reach the target stop angle, and drive the blade to rotate to the target stop angle and lock it according to the stop path.

[0007] Preferably, during the speed-stopping phase, the motor controller generates a speed command based on a preset deceleration curve and adjusts the motor output torque through a PID speed control algorithm so that the blade speed decreases according to the speed command. During the torque shutdown phase, the motor controller controls the motor to output zero torque, so that the blades decelerate naturally under the action of air resistance. During the position stop section, the motor controller switches to position servo mode, calculates the correction torque based on the angle difference between the real-time angle of the blade and the target stop angle, and outputs the correction torque to drive the blade to rotate to the target stop angle and lock it.

[0008] Preferably, the position sensor is a magnetic encoder, which is connected in communication with the motor controller to measure the absolute angle of the blade in real time.

[0009] Preferably, when the motor controller is powered on for the first time, after a preset delay, the initial position of the blade is read; and after calculating the angle difference between the 0 position of the blade angle coordinate system and the 0 position of the power arm coordinate system, the angle difference is recorded in the non-volatile memory of the motor controller.

[0010] Preferably, calculating the stopping path for the blades to reach the target stopping angle, and driving the blades to rotate to the target stopping angle and locking them according to the stopping path includes: Coordinate transformation: Based on the real-time angle θ_encoder and the angle difference between the blade angle coordinate system 0 and the boom coordinate system 0, calculate the blade angle θ_current in the boom coordinate system; θ_current = θ_encoder - θ_bias; Define candidate stopping points: Based on the symmetry of the blades, define multiple stopping points in the boom coordinate system: P1=0° and Pn=360° / n, where n is the number of blades; Calculate the optimal path: Calculate the shortest path from the blade at the angle θ_current in the power arm coordinate system to each stopping point in both clockwise and counterclockwise directions; take the corresponding stopping point with the shortest path as the target stopping angle θ_target for this propeller stop. Drive: Control the motor to drive the propeller to rotate to the target stopping angle θ_target and lock it.

[0011] Preferably, the propeller stop control method further includes: verifying the effect after completing the propeller stop procedure to determine whether the propeller stop was successful; If the propeller stop is determined to be successful, the motor enters the holding state and reports the successful propeller stop and the motor status. If the propeller shutdown fails, the motor controller will re-enter the propeller shutdown procedure.

[0012] Preferably, after completing the propeller shutdown procedure, the effect is verified to determine whether the propeller shutdown was successful, including: After the position stop section ends, the motor controller continuously monitors the real-time angle of the propeller blades and calculates the angle deviation between the real-time angle and the target stop angle. If the absolute value of the angle deviation is less than or equal to the threshold value for N consecutive control cycles, the propeller stop is considered successful.

[0013] Preferably, if the propeller shutdown fails, the motor controller re-enters the propeller shutdown process including: When the motor controller first enters the stop process, an attempt counter is initialized to 0; after each stop path calculation is completed, the attempt count is incremented by one. A maximum number of retries is set for the counter. When the number of attempts by the counter is greater than or equal to the maximum number of retries, the current pitching failure is determined, the pitching process is terminated, and an error is reported.

[0014] A second aspect of the invention discloses a deplane control device. The device includes a memory and a processor. The memory stores a program. The processor executes the program to implement the deplane control method for an electric aircraft as described above.

[0015] A third aspect of the present invention discloses a storage medium on which a computer program is stored. When executed by a processor, the computer program implements the rotor control method for any of the preceding claims for an electric aircraft.

[0016] Compared with existing technologies, the above technical solution has the following advantages: 1. The propeller deactivation control method for electric aircraft provided in this application has the core advantage of an innovative three-stage decoupled control strategy. In the initial stage, efficient reverse braking torque is provided through closed-loop speed control, enabling a rapid decrease in propeller speed. In the middle stage, a torque deactivation phase is introduced, releasing propeller control and using air resistance to smoothly dissipate kinetic energy, ensuring smooth mode switching. In the later stage, precise propeller control and locking are performed based on the optimal path calculated in real time. This method ensures that the system can maintain high timeliness of propeller deactivation, smooth operation, and accurate final position acquisition even when facing diverse airflow disturbances or load fluctuations, effectively solving the technical problems of slow response and large mechanical impact inherent in traditional solutions. 2. This invention achieves deep engineering-level optimization through the coordination of a refined control mode and an absolute position detection unit. It outputs zero torque during the torque-stopping phase, aiming to utilize natural deceleration to create a physical buffer, eliminating torque surges caused by abrupt control mode switching and fundamentally preventing gear breakage or mechanical fatigue in the deceleration mechanism. Combined with the absolute position feedback provided by the magnetic encoder, the system can directly sense the magnetic field phase to determine the physical coordinates, completely eliminating the accumulated errors and signal loss caused by traditional relative encoding methods. This ensures that the blade position can still be accurately read even after long-term operation, thus precisely positioning itself at the geometric center of the power arm to minimize cruise resistance. 3. In terms of execution efficiency and algorithm logic, the path planning algorithm defines multiple equivalent stopping points and uses bidirectional exhaustive comparison to calculate in real time the specific rotation angle of the propeller to each target point in the clockwise and counterclockwise directions, ensuring that the propeller always completes its return to position using the shortest physical path. Simultaneously, the system incorporates an active power-on delay to filter out circuit fluctuation interference and records the determined coordinate offset parameters in non-volatile memory. This design not only improves the robustness of initialization but also allows for direct retrieval of stored parameters upon the next power-on without repeated calibration calculations, significantly accelerating system response speed. 4. Finally, the steady-state judgment criterion based on multi-cycle continuous error monitoring effectively filters out instantaneous jitter caused by external gusts or high-frequency noise, ensuring the authenticity and reliability of the locking action. If the judgment fails, the system's controlled retry logic can specifically address convergence failures caused by sudden load changes or slight slippage, and terminates and reports in a timely manner after exceeding a threshold, avoiding the risk of motor overheating. Combined with an efficient hardware and software integration architecture, the system achieves a closed-loop process from single-machine locking to overall machine status feedback, greatly enhancing the electric aircraft's environmental adaptability and propeller stop success rate under complex operating conditions. Attached Figure Description

[0017] Figure 1 A schematic flowchart of the rotor stop control method for the electric aircraft provided in this application; Figure 2 A schematic diagram illustrating the relationship between the rotational speed and control phases of the rotor stop control method for the electric aircraft provided in this application; Figure 3 A comparative diagram of the encoder coordinate system and the power arm coordinate system in the rotor stop control method for the electric aircraft provided in this application; Figure 4 A schematic diagram illustrating the method for selecting the optimal path in the rotor control method for the electric aircraft provided in this application.

[0018] Figure label: Detailed Implementation

[0019] The advantages of the present invention will be further illustrated below with reference to the accompanying drawings and specific embodiments.

[0020] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0021] The terminology used in this disclosure is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. The singular forms “a,” “the,” and “the” as used in this disclosure and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any and all possible combinations of one or more of the associated listed items.

[0022] It should be understood that although the terms first, second, third, etc., may be used in this disclosure to describe various information, such information should not be limited to these terms. These terms are used only to distinguish information of the same type from one another. For example, without departing from the scope of this disclosure, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if," as used herein, can be interpreted as "when," "in response to determination," or "when," or "in the event of a determination." In the description of this invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0023] In the description of this invention, unless otherwise specified and limited, it should be noted that the terms "installation", "connection" and "linking" should be interpreted broadly. For example, they can refer to mechanical or electrical connections, or internal connections between two components. They can be direct connections or indirect connections through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms according to the specific circumstances.

[0024] In the following description, suffixes such as "module," "part," or "unit" used to denote elements are used only for the convenience of the description of the invention and have no specific meaning in themselves. Therefore, "module" and "part" can be used interchangeably.

[0025] Please see Figures 1-2 , Figure 1 A schematic flowchart of the rotor stop control method for the electric aircraft provided in this application; Figure 2 A schematic diagram illustrating the relationship between the rotational speed and control phases of the rotor stop control method for the electric aircraft provided in this application.

[0026] This invention discloses a method for controlling the propeller stop of an electric aircraft, comprising the following steps: During the blade stationary phase: the initial angle of the blade is read based on the position sensor, and the angle difference between the blade angle coordinate system 0 and the power arm coordinate system 0 is calculated; During the pitch-stop phase: After receiving the pitch-stop command, the motor controller enters the pitch-stop mode; Enter the shutdown procedure; the shutdown procedure includes: Speed ​​stop section (marked as spdctrl in the figure): The real-time speed of the blade is obtained. When the absolute value of the real-time speed is greater than or equal to the first threshold (marked as spdref1 in the figure), the speed closed-loop control strategy is adopted to drive the blade to decelerate until the absolute value of the real-time speed is reduced to the first threshold. Torque stop section (marked as trqctrl in the figure): When the absolute value of the real-time speed is greater than or equal to the second threshold (marked as spdref2 in the figure) and less than or equal to the first threshold, the torque stop section is entered, and the blades naturally decelerate until the absolute value of the real-time speed decreases to the second threshold. Position stop section (marked as angctrl in the figure): When the absolute value of the real-time rotational speed is less than or equal to the second threshold, calculate the stop path for the blade to reach the target stop angle, and drive the blade to rotate to the target stop angle and lock it according to the stop path.

[0027] The control method provided in this application includes an innovative three-stage decoupled control strategy. In the initial stage, efficient reverse braking torque is provided through closed-loop speed control, enabling a rapid decrease in blade speed. In the middle stage, a torque shutdown phase is introduced, releasing blade control and utilizing air resistance to smoothly dissipate kinetic energy, ensuring smooth mode switching. In the final stage, precise blade control and locking are performed based on the optimal path calculated in real time. This method ensures that the system can maintain high timeliness of blade shutdown, smooth operation, and accurate final position acquisition even when facing diverse airflow disturbances or load fluctuations, effectively solving the technical problems of slow response and large mechanical shock in traditional solutions.

[0028] The above is an explanation of the basic concept of this application. The specific implementation of each component will be explained below with reference to the accompanying drawings.

[0029] First, there is no limitation on the specific control algorithm used to execute the propeller stop.

[0030] In one possible implementation, during the speed-stopping phase, the motor controller generates a speed command based on a preset deceleration curve and adjusts the motor output torque through a PID speed control algorithm so that the blade speed decreases according to the speed command. During the torque shutdown phase, the motor controller controls the motor to output zero torque, so that the blades decelerate naturally under the action of air resistance. During the position stop section, the motor controller switches to position servo mode, calculates the correction torque based on the real-time angle of the blade and the stop path, and outputs the correction torque to drive the blade to rotate to the target stop angle and lock it.

[0031] In the speed range, a PID closed-loop system provides efficient reverse braking force to limit deceleration time. The torque range outputs zero torque, designed to utilize air resistance for physical buffering, eliminating torque spikes caused by mode switching and fundamentally preventing gear breakage or fatigue damage to the reduction gear mechanism. Switching to position servo mode in the position range ensures the blades can overcome minor airflow disturbances and maintain a stable preset angle, achieving a deep integration of control efficiency and hardware protection.

[0032] Please see Figures 3-4 , Figure 3 A comparative diagram of the encoder coordinate system and the power arm coordinate system in the rotor stop control method for the electric aircraft provided in this application; Figure 4 A schematic diagram illustrating the method for selecting the optimal path in the rotor control method for the electric aircraft provided in this application.

[0033] like Figures 3-4 As shown, further, the position stopping section includes: coordinate transformation: based on the real-time angle θ_encoder and the angle difference between the blade angle coordinate system 0 and the boom coordinate system 0, the angle θ_current of the blade in the boom coordinate system is calculated; θ_current = θ_encoder - θ_bias; Define candidate stopping points: Based on the symmetry of the blades, define multiple stopping points in the boom coordinate system: P1=0° and Pn=360° / n, where n is the number of blades; Calculate the optimal path: Calculate the shortest path from the blade at the angle θ_current in the power arm coordinate system to each stopping point in both clockwise and counterclockwise directions; take the corresponding stopping point with the shortest path as the target stopping angle θ_target for this propeller stop. Drive: Control the motor to drive the propeller to rotate to the target stopping angle θ_target and lock it.

[0034] This can be understood as, for example Figures 3-4As shown, firstly, the real-time blade angle θ_encoder read by the position sensor (such as a magnetic encoder) needs to be transformed from the magnetic encoder coordinate system to the boom coordinate system to achieve coordinate system unification. Then, based on the symmetrical structural characteristics of the blades, multiple equivalent reasonable stopping points P1=0° and Pn=360° / n are defined in the boom coordinate system. Taking a symmetrical double blade as an example, with P1=0° and P2=180°, the absolute angle differences Δθ1 and Δθ2 reaching P1 and P2 are calculated. Considering the periodicity of circular motion (i.e., paths exceeding 180° may be shorter when calculated from the other direction), the stopping point corresponding to the point with the smallest absolute angle value among (Δθ1, 360°-Δθ1, Δθ2, and 360°-Δθ2) is selected as the target stopping angle θ_target for this stopping operation. This ensures that the blade stops at a stable position with the minimum rotation angle. Finally, the blade is controlled to rotate to the desired position and then locked based on the found target stopping angle θ_target.

[0035] This step, through geometric transformation and innovative algorithms, optimizes the propeller stopping path at the distance level, ensuring that the propeller always returns to its position via the shortest physical path, greatly reducing execution time and energy consumption.

[0036] Secondly, there are no restrictions on the specific type of position sensor.

[0037] In one possible implementation, the position sensor is a magnetic encoder, which is connected in communication with the motor controller to measure the absolute angle of the blades in real time.

[0038] By employing a magnetic encoder as the feedback core, the system is provided with an absolute physical coordinate reference that remains unchanged regardless of operating time or environmental interference. Compared to traditional Hall effect counting or relative encoding methods, the magnetic encoder directly senses the magnetic field phase, completely eliminating accumulated errors caused by signal loss or cyclic motor operation. This ensures that the system can still acquire true and unique blade angle data after long-term flight, guaranteeing the accuracy of subsequent propeller stop control data.

[0039] Furthermore, when the motor controller is powered on for the first time, after a preset delay, the initial position of the blade is read by the magnetic encoder; and after calculating the angle difference between the 0 position of the blade angle coordinate system and the 0 position of the power arm coordinate system, the angle difference is recorded in the non-volatile memory of the motor controller.

[0040] This can be understood as follows: After the motor controller is powered on, when the main control chip and various sensors complete the basic initialization, voltage fluctuations or signal jitter at the moment of power-on may cause blade vibration or inaccurate data reading. Therefore, by setting an active delay Ts, it can be ensured that the power supply and signal output of the magnetic encoder reach a completely stable state, and the blades are basically in a stable state, avoiding the reading of incorrect angle data due to voltage fluctuations or signal jitter at the moment of power-on.

[0041] The above is a complete description of the propeller stop control method provided in this application. Those skilled in the art will understand that further refinement of the judgment logic for effect verification can achieve even better propeller stop results.

[0042] In one possible implementation, the propeller control method further includes: verifying the effect after completing the propeller stop procedure to determine whether the propeller stop was successful; If the propeller stop is determined to be successful, the motor enters the holding state and reports the successful propeller stop and the motor status. If the propeller shutdown fails, the motor controller will re-enter the propeller shutdown procedure.

[0043] Those skilled in the art will understand that the success-reporting logic enables the host computer to synchronously confirm the locking status of the propulsion unit, ensuring cruise safety. If the determination is unsuccessful, the system provides a retry opportunity, which effectively addresses the unique characteristics of electric aircraft, such as sudden changes in atmospheric load or slight slippage in the transmission system, leading to single-attempt position convergence failures. This flexible fault-tolerant mechanism avoids false alarms caused by occasional interference, significantly improving the completion rate of propeller stoppage missions under complex operating conditions.

[0044] Furthermore, there are no restrictions on the method for determining whether the propeller stop is successful.

[0045] In one possible implementation, verifying the effect after completing the propeller shutdown process to determine whether the propeller shutdown was successful includes: After the position stop section ends, the motor controller continuously monitors the real-time angle of the propeller blades and calculates the angle deviation value e between the real-time angle and the target stop angle. If the absolute value of the angle deviation value is less than or equal to the threshold ε (ε can be arbitrarily set by those skilled in the art as needed) within N consecutive control cycles, the propeller stop is determined to be successful.

[0046] By introducing error monitoring for N consecutive control cycles, a high-confidence steady-state judgment standard was established for the system. By requiring the angle deviation to continuously meet the threshold condition, rather than momentarily exceeding the target point, the system can effectively filter out signal jitter caused by airflow gusts or high-frequency noise from sensors. This ensures that when the system confirms "successful propeller stop," the propeller blades have entered a true physical equilibrium state, providing an extremely high positional accuracy boundary for the aircraft to enter high-speed cruise mode.

[0047] Similarly, there are no restrictions on the handling methods after a failed propeller stop.

[0048] In one possible implementation, if the propeller shutdown fails, the motor controller re-enters the propeller shutdown process, including: When the motor controller first enters the stop process, an attempt counter is initialized to 0; after each stop path calculation is completed, the attempt count is incremented by one. A maximum allowed number of retries N_MAX is set for the counter. When the number of attempts by the counter is greater than or equal to the maximum allowed number of retries N_MAX, the current propeller stop is determined to be a failure, the propeller stop process is terminated and an error is reported.

[0049] The combination of the counter and the maximum retry threshold N_MAX defines a safety boundary for the system's self-healing capability. Within a limited number of remedial attempts, the system can maximally correct positioning deviations caused by external disturbances, improving system robustness. However, if the threshold is reached without success, the process terminates and an error is reported, preventing the motor from overheating or consuming unnecessary power due to ineffective, infinite retries. This achieves a comprehensive optimization between system reliability and hardware protection.

[0050] A second aspect of the invention discloses a deplane control device. The device includes a memory and a processor. The memory stores a program. The processor executes the program to implement the deplane control method for an electric aircraft as described above.

[0051] The integrated architecture of the processor and memory provides computational support for complex three-stage control and dynamic path selection. This hardware-level support ensures high-precision coordinate transformation and output within microsecond-level control cycles, a physical prerequisite for rapid initial deceleration and precise subsequent acquisition. It ensures that the propulsion system can generate timely response commands under various operating conditions, guaranteeing the real-time performance of the flight control system.

[0052] A third aspect of the present invention discloses a storage medium on which a computer program is stored. When executed by a processor, the computer program implements the rotor control method for any of the preceding claims for an electric aircraft.

[0053] By storing computer programs on storage media, the core logic of the propeller stop control system is deployed in a standardized manner. This ensures a high degree of consistency in the execution of the propeller stop strategy across different aircraft models or multiple power units of the same aircraft model. This approach facilitates the batch pre-installation of control algorithms and subsequent version maintenance, ensuring stable storage and reliable retrieval of the program throughout the entire lifecycle of the aircraft. It is an important means of improving the standardization level of aviation propulsion systems.

[0054] It should be noted that the embodiments of the present invention have better implementability and are not intended to limit the present invention in any way. Any person skilled in the art may use the above-disclosed technical content to change or modify it into equivalent effective embodiments. However, any modifications or equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention shall still fall within the scope of the technical solution of the present invention.

Claims

1. A method for controlling the deceleration of a propeller in an electric aircraft, characterized in that, Includes the following steps: During the blade stationary phase: the initial angle of the blade is read based on the position sensor, and the angle difference between the blade angle coordinate system 0 and the power arm coordinate system 0 is calculated; During the pitch-stop phase: After receiving the pitch-stop command, the motor controller enters the pitch-stop mode; Initiate the propeller shutdown procedure; The shutdown procedure includes: Speed ​​Stop Section: The real-time speed of the blade is obtained. When the absolute value of the real-time speed is greater than or equal to the first threshold, a speed closed-loop control strategy is adopted to drive the blade to decelerate until the absolute value of the real-time speed is reduced to the first threshold. Torque stop section: When the absolute value of the real-time rotational speed is greater than or equal to the second threshold and less than or equal to the first threshold, the torque stop section is entered, and the blades naturally decelerate until the absolute value of the real-time rotational speed decreases to the second threshold. Position stopping segment: When the absolute value of the real-time rotational speed is less than or equal to the second threshold, calculate the stopping path for the blade to reach the target stopping angle, and drive the blade to rotate to the target stopping angle according to the stopping path and lock it.

2. The rotor deactivation control method for an electric aircraft as described in claim 1, characterized in that, During the speed-stopping phase, the motor controller generates a speed command based on a preset deceleration curve and adjusts the motor output torque through a PID speed control algorithm so that the speed of the blade decreases according to the speed command. During the torque shutdown phase, the motor controller controls the motor to output zero torque, so that the blades naturally decelerate under the action of air resistance; During the stop section, the motor controller switches to position servo mode, calculates the correction torque based on the angle difference between the real-time angle of the blade and the target stop angle, and outputs the correction torque to drive the blade to rotate to the target stop angle and lock it.

3. The rotor deactivation control method for an electric aircraft as described in claim 1, characterized in that, The position sensor is a magnetic encoder, which is communicatively connected to the motor controller and is used to measure the absolute angle of the blade in real time.

4. The rotor deactivation control method for an electric aircraft as described in claim 3, characterized in that, When the motor controller is powered on for the first time, after a preset delay, the initial position of the blade is read; and after calculating the angle difference between the 0 position of the blade angle coordinate system and the 0 position of the power arm coordinate system, the angle difference is recorded in the non-volatile memory of the motor controller.

5. The rotor deactivation control method for an electric aircraft as described in claim 1, characterized in that, The calculation of the stopping path for the propeller blade to reach the target stopping angle, and the driving of the propeller blade to rotate to the target stopping angle according to the stopping path and locking it, includes: Coordinate transformation: Based on the real-time angle θ_encoder and the angle difference between the blade angle coordinate system 0 and the boom coordinate system 0, calculate the angle θ_current of the blade in the boom coordinate system; θ_current = θ_encoder - θ_bias; Define candidate stopping points: Based on the symmetry of the blades, define multiple stopping points in the boom coordinate system: P1=0° and Pn=360° / n, where n is the number of blades; Calculate the optimal path: Calculate the shortest path from the blade to each stopping point in both clockwise and counterclockwise directions, based on the angle θ_current of the propeller blade in the power arm coordinate system; take the stopping point corresponding to the shortest path as the target stopping angle θ_target for this propeller stop. Drive: Control the motor to drive the blades to rotate to the target stopping angle θ_target and lock them.

6. The rotor deactivation control method for an electric aircraft as described in claim 1, characterized in that, The pitch control method further includes: verifying the effect after completing the pitch control process to determine whether the pitch control was successful; If the propeller stop is successful, the motor enters the holding state and reports the successful propeller stop and the motor status. If the propeller stop fails, the motor controller re-enters the propeller stop procedure.

7. The rotor deactivation control method for an electric aircraft as described in claim 6, characterized in that, After completing the aforementioned propeller shutdown procedure, the effect is verified to determine whether the propeller shutdown was successful, including: After the stop segment at the specified position ends, the motor controller continuously monitors the real-time angle of the propeller blades and calculates the angle deviation between the real-time angle and the target stop angle. If the absolute value of the angle deviation is less than or equal to the threshold value for N consecutive control cycles, the propeller stop is considered successful.

8. The rotor deactivation control method for an electric aircraft as described in claim 6, characterized in that, If the propeller shutdown process fails, the motor controller will re-enter the propeller shutdown procedure, including: When the motor controller first enters the propeller stop process, an attempt count counter is initialized to 0; after each stop path calculation is completed, the attempt count is incremented by one. The counter is set with a maximum allowed number of retries. When the number of attempts by the counter is greater than or equal to the maximum allowed number of retries, the current propeller stop is determined to be a failure, the propeller stop process is terminated, and an error is reported.

9. A propeller stop control device, characterized in that, include: Memory and processor; The memory is used to store programs; The processor is used to execute the program to implement the rotor control method for an electric aircraft as described in any one of claims 1-8.

10. A storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the rotor control method for the electric aircraft as described in any one of claims 1-8.

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