A method and system for controlling the blades of an electrically powered aircraft

Abstract

The application discloses a propeller control method and system of an electric aircraft, and the method comprises the following steps: obtaining a target rotating speed instruction and a measured rotating speed and calculating a rotating speed error; obtaining a load torque observation value through a feed-forward driving type load observer; adjusting the rotating speed error through an adaptive variable parameter PI controller and outputting a feedback adjustment torque, and the control parameter is adaptively adjusted according to the operating condition; and generating a motor target torque instruction based on the feedback adjustment torque and the load torque observation value to control the motor operation. The application actively captures and predicts the external load in advance by using the feed-forward driving type load observer, realizes the prospective adjustment torque, cooperates with the dynamic fine adjustment of the adaptive variable parameter PI controller, realizes the high dynamic response and high precision steady-state tracking in the wide operating condition and variable load environment, and improves the flight quality and the stability of the power system.

Description

Technical Field

[0001] This invention relates to the field of electric aircraft, and more particularly to a propeller control method and system for electric aircraft. Background Technology

[0002] In the propulsion architecture of electric aircraft, the speed control system of the propeller motor plays a crucial role as the power center. The motor speed directly maps to the lift and thrust generated by the propeller blades, and is the core execution link for maintaining the aircraft's attitude stability, path tracking, and realizing various complex maneuvers. As aircraft develop towards higher payload and higher dynamics, the propulsion system not only needs to have extremely high response speed to cope with sudden load fluctuations, but also needs to maintain extremely high adjustment accuracy throughout the entire flight envelope, from low-speed hovering to high-speed cruise. It can be said that the precision of speed control directly determines the upper limit of the aircraft's performance and its safety performance in extreme airflow environments, and is the physical basis for ensuring the safe flight control of the aircraft.

[0003] However, existing propeller control methods are clearly inadequate when dealing with a wide range of operating conditions and variable flight environments. On the one hand, fixed-parameter PI controllers, with their control gain fixed at a specific operating point, lack the ability to actively sense and finely adjust operating conditions. When faced with complex conditions involving drastic fluctuations in aircraft lift, this single adjustment mechanism often produces significant side effects: if a large gain is set to pursue response speed, it can easily lead to system overshoot and mechanical oscillations near steady state, reducing reliability; if a small gain is set for stability, it will result in a weak system response and an inability to promptly eliminate speed errors. On the other hand, existing load observation technologies heavily rely on closed-loop feedback signals such as measured motor speeds. Since physical disturbances must first act on the speed and produce deviations before being detected by sensors, this post-feedback-based adjustment logic has an insurmountable time delay bottleneck. This lag means that the observer cannot provide proactive disturbance mitigation when dealing with sudden strong winds or large gradient command switching, often causing severe drops or surges in speed, disrupting flight smoothness and stability.

[0004] In summary, how to break the lag constraints of traditional feedback architecture and improve the controller's fine adjustment capability under a wide range of operating conditions has become a technical problem that currently restricts the leap of electric aircraft power systems towards high performance. Summary of the Invention

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

[0006] This invention discloses a propeller control method for an electric aircraft, comprising the following steps: Obtain the target speed command and the measured speed, and calculate the speed error; Load torque observations are obtained using a feedforward-driven load observer. The speed error is adjusted by an adaptive variable parameter PI controller, which outputs feedback adjustment torque; the control parameters of the PI controller are adaptively adjusted according to the operating conditions, including the speed error. The target torque command for the motor is generated based on control parameters, including feedback regulation torque and load torque observations, to control the motor operation.

[0007] Preferably, the adaptive variable parameter PI controller is configured to adjust based on two independent variable parameters: the target torque command and the speed error. The methods for obtaining the execution parameters of the adaptive variable parameter PI controller include: The basic proportional gain Kp and integral gain Ki are obtained by looking up the absolute value of the rotational speed error |e| in a table. Based on the current target torque command, the corresponding adaptive coefficients ηp and ηi are obtained by looking up the table. The execution parameters are Kp_final = Kp × ηp; Ki_final = Ki × ηi.

[0008] Preferably, obtaining the basic proportional gain Kp and integral gain Ki from a table by looking up the absolute value of the rotational speed error specifically includes: Based on the preset range where the absolute value of the speed error |e| lies, the basic proportional gain Kp and integral gain Ki are determined according to the following logic: When |e|≤ When the error is small, Kp = Kp1; Ki = Ki1; When |e|≥ When the error is large, Kp = Kp2; Ki = Ki2; when ≤|e|≤ During the transition region, linear interpolation is used: in, < ;Kp1<Kp2;Ki1<Ki2。

[0009] Preferably, obtaining the load torque observation value through a feedforward-driven load observer includes: Based on the target speed command, a preset feedforward torque mapping table is queried to obtain the calibrated feedforward torque. ; Calibrate feedforward torque Feedback torque from the motor Dynamic synthesis is performed to obtain the input electromagnetic torque. ; Input electromagnetic torque The dynamic equation of the load observer is input and corrected by combining the deviation between the measured speed and the estimated speed of the load observer, and the load torque observation value is output. Preferably, the calibrated feedforward torque is... Feedback torque from the motor Dynamic synthesis is performed to obtain the input electromagnetic torque. include: make ; Where α is the dynamic coupling coefficient, 0≤α≤1.

[0010] Preferably, when the target speed command is greater than a specific threshold, it is a high dynamic tracking condition, and α approaches 1; When the target speed command is less than a specific threshold, it is a steady-state or fine-tuning condition, and α approaches 0. When calibrating feedforward torque and motor feedback torque When the difference is greater than a threshold, α is continuously reduced until it approaches 0.

[0011] Preferably, the control parameters also include the combined loss and friction compensation torque. ; Combined loss and friction compensation torque = + ; in, The loss torque is determined by looking up a table based on the motor phase current and speed. The friction torque is calculated based on the viscous friction and Coulomb friction models.

[0012] Preferably, the control parameters also include active damping torque. ; ω is the preset active damping coefficient, and ω is the measured rotational speed.

[0013] Preferably, the target torque command for the motor Configured as: ≤ ≤ .

[0014] A second aspect of this application also provides a propeller control system for an electric aircraft, comprising the following methods for performing propeller control of an electric aircraft according to any one of the foregoing claims: An adaptive variable parameter PI controller is used to output feedback-regulated torque; A feedforward-driven load observer is used to output load torque observation values; The integrated loss and friction compensation unit is used to output integrated loss and friction compensation torque; Damping torque unit; used to output active damping torque; The torque integration unit integrates feedback regulation torque, load torque observation value, comprehensive loss and friction compensation torque, and active damping torque to generate the target torque command for the motor.

[0015] Compared with existing technologies, the above technical solution has the following advantages: 1. The propeller motor speed control method for electric aircraft provided in this application introduces a composite control architecture of a feedforward-driven load observer and an adaptive variable-parameter PI controller, solving the inherent lag problem of existing load observers when dealing with complex aerodynamic disturbances at the system level. Using the feedforward-driven load observer, active capture and pre-emptive regulation of external loads can be achieved, resulting in forward-looking torque adjustment. Combined with the dynamic and fine adjustment of speed error by the adaptive variable-parameter PI controller, high dynamic response and high-precision steady-state tracking of the propeller motor are achieved under wide operating conditions and variable load environments. This significantly improves the flight quality of the aircraft during severe maneuvers or sudden wind changes, ensuring the speed stability of the power system in complex airflow environments. 2. The adaptive variable parameter PI controller establishes a two-dimensional parameter mapping mechanism based on the target torque command and speed error, enabling the system to adaptively perceive operating conditions. By superimposing the adaptive operating condition parameters mapped from the target torque command onto a base gain determined by the absolute value of the speed error, the system can more accurately and smoothly adjust execution parameters compared to existing fixed-parameter or one-dimensional variable-parameter PI controllers, ensuring real-time optimal matching of execution parameters with changes in lift level. Furthermore, by dividing the speed error into large error zone, small error zone, and linear interpolation transition zone, the system can quickly eliminate deviations with a larger gain under large errors, reduce gain to suppress overshoot under small errors, and utilize linear interpolation to avoid step disturbances caused by parameter switching, ensuring smooth transition and mechanical stability in the control process. 3. The feedforward-driven load observer introduces a calibrated feedforward torque as the main driving signal. It utilizes prior experience information and dynamic equations to correct deviations in real time, achieving a predictive compensation mechanism that captures load trends before fluctuations in physical rotational speed. The dynamic coupling coefficient α achieves optimal weighted fusion of empirical model predictions and measured physical states, giving the input electromagnetic torque both foresight and physical output capabilities. The system improves prediction speed during high-dynamic tracking, ensures estimation accuracy in steady-state conditions, and includes a safety protection mode. In cases of severe model mismatch, it automatically switches to a feedback-based safety mode, ensuring safety boundaries under extreme operating conditions. 4. By introducing integrated loss and friction compensation torque, the system actively offsets iron losses, copper losses, and mechanical friction within the motor, eliminating the main internal physical causes of steady-state static error and optimizing energy efficiency. The injection of active damping torque enhances the equivalent damping ratio of the closed-loop system, suppressing mechanical resonance and speed oscillations that may be induced when pursuing high dynamic response, thus ensuring the structural safety of the power chain. Finally, the torque integration unit superimposes the feedback regulation torque, load torque observations, and various compensation components in parallel, and, in conjunction with dynamic limiting processing, prevents electrical damage to the hardware, ensuring the complete implementation and efficient coordination of the control strategy at the physical level. Attached Figure Description

[0016] Figure 1 A flowchart illustrating the method for controlling the rotational speed of the propeller motor of an electric aircraft provided in this application; Figure 2 A schematic diagram of the architecture of the electric aircraft propeller motor speed control system provided in this application; Figure 3 A schematic diagram showing the correspondence between the independent variables and control parameters of the adaptive variable parameter PI controller in the electric aircraft propeller motor speed control system provided in this application; Figure 4 A schematic diagram of the functional architecture of the feedforward-driven load observer in the propeller motor speed control system of the electric aircraft provided in this application. Detailed Implementation

[0017] The advantages of the present invention will be further illustrated below with reference to the accompanying drawings and specific embodiments.

[0018] 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.

[0019] 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.

[0020] 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 may be interpreted as "when," "when," or "in response to determination."

[0021] 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.

[0022] 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.

[0023] 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.

[0024] Please see Figures 1-2 Figure 1 A flowchart illustrating the method for controlling the rotational speed of the propeller motor of an electric aircraft provided in this application; Figure 2 A schematic diagram of the architecture of the electric aircraft propeller motor speed control system provided in this application.

[0025] like Figures 1-2 As shown, this invention discloses a propeller control method for an electric aircraft, comprising the following steps: Obtain the target speed command and the measured speed, and calculate the speed error; Load torque observations are obtained using a feedforward-driven load observer. The speed error is adjusted by an adaptive variable parameter PI controller, which outputs feedback adjustment torque; the control parameters of the PI controller are adaptively adjusted according to the operating conditions, including the speed error. The target torque command for the motor is generated based on control parameters, including feedback regulation torque and load torque observations, to control the motor operation.

[0026] This can be understood as follows: Existing control methods often employ fixed-parameter PI controllers and closed-loop load observers. This leads to several issues. First, fixed-parameter PI controllers, with their control gain fixed at a specific operating point, lack the ability to proactively sense and finely adjust operating conditions. When faced with complex conditions involving drastic fluctuations in aircraft lift, this single adjustment mechanism often produces significant side effects: setting a large gain to pursue response speed easily leads to system overshoot and mechanical oscillations near steady state, increasing hardware fatigue; setting a small gain for stability results in a weak system response, failing to promptly eliminate speed errors. Second, existing load observation technologies heavily rely on closed-loop feedback signals from physical feedback signals such as measured motor speeds. Since physical disturbances must first act on the speed and generate deviations before being detected by sensors, this post-feedback-based adjustment logic suffers from an insurmountable time delay bottleneck. This lag prevents the observer from providing proactive disturbance mitigation when dealing with sudden strong winds or large gradient command switching, often causing severe drops or surges in speed, disrupting flight smoothness and stability.

[0027] Therefore, the propeller motor speed control method for electric aircraft provided in this application introduces a composite control architecture of a feedforward-driven load observer and an adaptive variable-parameter PI controller, solving the inherent lag problem of load observers in the prior art when dealing with complex aerodynamic disturbances at the system level. The feedforward-driven load observer directly incorporates a pre-calibrated feedforward torque mapping table. This mapping table encapsulates the steady-state load characteristics of a specific propulsion system at various operating speeds, allowing the system to know the reference torque requirement required to maintain the target speed in advance based on an empirical model the instant the target speed command is issued, without waiting for a physical deviation in speed before adjustment. This predictive load compensation mechanism transforms the observer's role from reactive adjustment to proactive adjustment, thereby eliminating the negative impact of response delay on speed stability at its source.

[0028] The adaptive variable parameter PI controller solves the problem that fixed parameter controllers cannot simultaneously achieve both speed and steady-state accuracy. Its advantage lies in its ability to match optimal control parameters in real time for different operating conditions: achieving explosive response through high gain under large error conditions, automatically reducing gain to smooth and suppress overshoot during small error or steady-state phases, and fine-tuning parameters according to the current lift level. This adaptive variable parameter adjustment strategy ensures that the aircraft can not only quickly follow commands during severe maneuvers or sudden wind changes, but also maintain extremely high steady-state accuracy, thus achieving highly consistent and excellent power system control quality throughout the entire flight process.

[0029] In summary, the electric aircraft propeller motor speed control method provided in this application eliminates the negative impact of response delay on speed stability and can adjust torque quickly and precisely.

[0030] The above is an explanation of the basic concept of this application. The following will provide a further explanation of the specific implementation methods of each step.

[0031] First, there are no restrictions on the specific implementation method of the adaptive variable parameter PI controller.

[0032] Please see Figure 3 , Figure 3 A schematic diagram showing the correspondence between the independent variables and control parameters of the adaptive variable parameter PI controller in the electric aircraft propeller motor speed control system provided in this application.

[0033] like Figures 1-3 As shown, in one possible implementation, the adaptive variable parameter PI controller is configured to adjust based on two independent variable parameters: the target torque command and the speed error. The methods for obtaining the execution parameters of the adaptive variable parameter PI controller include: The basic proportional gain Kp and integral gain Ki are obtained by looking up the absolute value of the rotational speed error |e| in a table. Based on the current target torque command, the corresponding adaptive coefficients ηp and ηi are obtained by looking up the table. The execution parameters are Kp_final = Kp × ηp; Ki_final = Ki × ηi.

[0034] This can be understood as follows: the adaptive variable parameter PI controller establishes a two-dimensional parameter mapping mechanism based on the target torque command and the speed error, enabling the control system to perceive and adapt to flight conditions. By determining the base gain from the absolute value of the speed error and multiplicatively correcting it by adding the condition-adaptive parameters mapped from the target torque command, it ensures that the execution parameters can be optimally matched in real time to changes in the aircraft's lift level (such as hovering, climbing, and cruise). This allows the control system to proactively perceive and adapt to different operating points of the aircraft, maintaining consistent dynamic performance and robustness against interference throughout the entire flight process.

[0035] Those skilled in the art will understand that the aforementioned ηp and ηi can be optimized and calibrated based on the dynamic response test data of the actual system under various operating conditions, thereby ensuring that the parameter correction meets the objective requirements of the actual physical system.

[0036] Furthermore, the parameters can be further subdivided according to different speed error magnitudes to refine the execution parameter settings of the adaptive variable parameter PI controller.

[0037] In one possible implementation, obtaining the basic proportional gain Kp and integral gain Ki from a table by looking up the absolute value of the rotational speed error specifically includes: Based on the preset range where the absolute value of the speed error |e| lies, the basic proportional gain Kp and integral gain Ki are determined according to the following logic: When |e|≤ When the error is small, Kp = Kp1; Ki = Ki1; When |e|≥ When the error is large, Kp = Kp2; Ki = Ki2; when ≤|e|≤ During the transition region, linear interpolation is used: in, < ;Kp1<Kp2;Ki1<Ki2。

[0038] By dividing the absolute value of the speed error into small error region, large error region, and transition region, and obtaining the basic proportional gain Kp and integral gain Ki from a table based on the absolute value of the speed error, the adjustment strategy can be automatically switched according to the system deviation state. A larger gain is used in the large error region to pursue ultimate response speed and quickly eliminate deviation, while a smaller gain is switched in the small error region to suppress overshoot and improve steady-state accuracy. Linear interpolation is introduced in the transition region to effectively avoid step disturbances caused by parameter switching between different ranges, ensuring a smooth transition of the control physical process and the mechanical stability of motor operation.

[0039] The above describes the specific implementation of the adaptive variable parameter PI controller of this application. The following will describe the specific implementation of the feedforward driven load observer provided by this application.

[0040] Please see Figure 4 , Figure 4 A schematic diagram of the functional architecture of the feedforward-driven load observer in the propeller motor speed control system of the electric aircraft provided in this application.

[0041] like Figure 4 As shown, and in combination Figures 1-2 It is understood that, in one possible implementation, obtaining load torque observations via a feedforward-driven load observer includes: Based on the target speed command, a preset feedforward torque mapping table is queried to obtain the calibrated feedforward torque. ; Calibrate feedforward torque Feedback torque from the motor Dynamic synthesis is performed to obtain the input electromagnetic torque. ; Input electromagnetic torque The load torque observation value is output after the deviation between the measured speed and the estimated speed of the load observer is corrected by inputting the dynamic equation of the load observer.

[0042] Understandably, the core feedforward quantity upon which the feedforward-driven load observer relies—the high-confidence feedforward torque map Tff_map—is obtained through a systematic physical bench steady-state calibration process. This process aims to accurately establish a deterministic mapping between the target speed command ωref and the average electromagnetic torque required for the drive system to reach and maintain that steady-state speed.

[0043] Therefore, an exemplary calibration method is provided here: Calibration platform: The complete electric propulsion system (with propeller motor) carrying the target propeller is tested on a high-precision dynamometer.

[0044] Control and Measurement: A high-precision controller is used to enable the system to enter and maintain steady-state operation at the target speed, ensuring that the speed and torque feedback signals are sufficiently stable.

[0045] Data acquisition: Record and calculate the long-term average value of the motor controller output torque command Tcmd under this steady state. This value is the total drive torque required to balance all pneumatic loads and internal system losses at this speed point.

[0046] Mapping table construction: Operating point scanning: Within the full range of speeds allowed by the system, select multiple operating points at preset intervals, repeat the above steady-state test and data acquisition process, and obtain a series of discrete (ωref,Tcmd) data pairs.

[0047] Data processing and table creation: After filtering and validating the collected raw steady-state data, a continuous function relationship Tff_map=f(ωref) from speed to feedforward torque is generated through curve fitting or interpolation algorithms, and finally stored in the controller in the form of a lookup table.

[0048] The technical solution for obtaining load torque observations using a feedforward-driven load observer introduces a calibrated feedforward torque as the main driving signal into the observer structure, breaking the limitation of traditional observers that rely entirely on feedback lag information. By utilizing prior experience information obtained from a target speed command query, and combining this with the load observer's dynamic equations to correct the deviation between the measured speed and the estimated speed in real time, the output load torque observation can capture load change trends before significant fluctuations occur in the physical speed. This predictive load compensation mechanism reduces the system's dynamic recovery time to aerodynamic disturbances, suppressing speed drops at their physical source.

[0049] Specifically, in one possible implementation, the calibrated feedforward torque will be... Feedback torque from the motor Dynamic synthesis is performed to obtain the input electromagnetic torque. include: make ; Where α is the dynamic coupling coefficient, 0≤α≤1.

[0050] This can be understood as follows: by setting a dynamic coupling coefficient α, the optimal weighted fusion of empirical model predictions and measured physical states is achieved. The calibrated feedforward torque provides a high-dynamic reference benchmark reflecting the propeller's steady-state load characteristics, while the motor feedback torque provides real-time correction feedback reflecting actual physical constraints. The combined input electromagnetic torque provides a drive source for the feedforward-driven load observer that is both forward-looking and capable of reflecting actual physical output, laying a solid data foundation for achieving high-confidence load torque observation estimation.

[0051] Furthermore, different dynamic coupling coefficients α can be set under different operating conditions to achieve refined control under each operating condition.

[0052] In one possible implementation, when the target speed command is greater than a certain threshold, it is a high dynamic tracking condition, and α approaches 1. When the target speed command is less than a specific threshold, it is a steady-state or fine-tuning condition, and α approaches 0. When calibrating feedforward torque and motor feedback torque When the difference is greater than a threshold, α is continuously reduced until it approaches 0.

[0053] By dynamically adjusting the trust weight at different operating stages, both high performance and safety of the system are balanced. Under high dynamic tracking conditions, the calibration feedforward torque is increased by gradually increasing α until it approaches 1. The weights are adjusted to unleash the rapid response potential of the calibration feedforward torque, thereby achieving a fast response; in steady state, the calibration feedforward torque is reduced by gradually decreasing α until it approaches 0. The weighting, thus primarily utilizing the motor feedback torque. The feedback loop improves estimation accuracy. Furthermore, this application also sets up a safety protection mode based on the difference threshold. When the model experiences severe mismatch (such as blade damage), it automatically switches to a feedback-based safety operation mode, effectively avoiding the decline in observation performance or system instability caused by feedforward model mismatch, and ensuring the safety boundary under extreme abnormal conditions.

[0054] The above describes the specific implementation of the feedforward-driven load observer provided in this application. The following section will explain the torque compensation in various other possible dimensions.

[0055] In one possible implementation, the control parameters also include the combined loss and friction compensation torque. ; Combined loss and friction compensation torque = + ; in, The loss torque is determined by looking up a table based on the motor phase current and speed. The friction torque is calculated based on the viscous friction and Coulomb friction models.

[0056] By introducing integrated losses and frictional compensation torque, the system can actively counteract the inherent nonlinear resistance within the propeller motor. Furthermore, based on a lookup table method, copper and iron losses are precisely compensated, and the torque gap corresponding to viscous and Coulomb friction is corrected using a physical model. This ensures that the electromagnetic torque generated by the motor's target torque command acts more purely to overcome aerodynamic loads, rather than being consumed by internal losses. This eliminates the main internal physical cause of steady-state static error, further improving the precision of speed control and enhancing system energy efficiency.

[0057] In one possible implementation, the control parameters also include active damping torque. ; ω is the preset active damping coefficient, and ω is the measured rotational speed.

[0058] The introduction of active damping torque significantly enhances the equivalent damping ratio of the closed-loop control system by artificially injecting a negative feedback component proportional to the measured rotational speed into the control loop. This physically suppresses mechanical resonance and rotational speed oscillations that may be induced when pursuing high dynamic response characteristics, thus improving the system's stability margin. During full-condition operation, this approach ensures that the system exhibits stable and divergence-free dynamic tracking characteristics when facing high-frequency interference or large-gradient speed changes, guaranteeing the structural safety of the electric aircraft's power chain.

[0059] Finally, based on the above torque, the final target torque command for the motor output can be obtained.

[0060] = + + - in, The final output motor target torque command The variable parameter PI controller calculates the feedback adjustment torque based on the speed error. Feedforward driven load observed torque The combined loss and the compensation torque output by the friction feedforward compensator The active suppression torque output of the damping torque unit Furthermore, in one possible implementation, the motor target torque command Configured as: ≤ ≤ .

[0061] Dynamically limiting the target torque command of the motor establishes a physical safety barrier for the electric aircraft control system. By forcibly constraining the final output command to not exceed the motor's magnetic saturation limit or the controller's overcurrent threshold, irreversible electrical damage to the power battery, power components, and motor windings caused by abnormal shocks under extreme adjustment requests is effectively prevented. This physical constraint mechanism ensures that the control system always operates within the safe operating envelope of the hardware, guaranteeing the operational reliability of the aircraft throughout its entire life cycle from a system-wide perspective.

[0062] Understandably, here and All of these can be set by those skilled in the art according to design requirements. This application makes no restrictions here.

[0063] The target torque command after comprehensive optimization The data is transmitted in real time to the controller's inner loop system, driving the motor to precisely generate the corresponding electromagnetic torque output. After the command for the current control cycle is executed, the system automatically returns to the signal acquisition and status update phase, initiating a new control cycle and forming a continuously optimized closed-loop regulation process.

[0064] The above is a complete description of the propeller control method for the electric aircraft provided in this application.

[0065] like Figure 2 As shown, a second aspect of this application also provides a propeller control system for an electric aircraft, for executing the propeller control method of the electric aircraft described in any of the foregoing claims, comprising: An adaptive variable parameter PI controller is used to output feedback-regulated torque; A feedforward-driven load observer is used to output load torque observation values; The integrated loss and friction compensation unit is used to output integrated loss and friction compensation torque; Damping torque unit; used to output active damping torque; The torque integration unit integrates feedback regulation torque, load torque observation value, comprehensive loss and friction compensation torque, and active damping torque to generate the target torque command for the motor.

[0066] By modularly integrating and coordinating various functional units, the control strategy is fully implemented at the physical level. The torque synthesis unit performs parallel calculations and superposition of feedback regulation torque, load torque observations, comprehensive loss and friction compensation torque, and active damping torque, ensuring that various feedback, feedforward, and active suppression components can form a combined force. This system solution guarantees the high efficiency and real-time performance of software and hardware interaction, providing a robust hardware support and algorithm architecture environment for achieving high-precision and highly robust speed control of the aircraft within a wide flight envelope.

[0067] 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 propeller control method for an electric aircraft, characterized in that, Includes the following steps: Obtain the target speed command and the measured speed, and calculate the speed error; Load torque observations are obtained using a feedforward-driven load observer. The speed error is adjusted by an adaptive variable parameter PI controller, which outputs a feedback adjustment torque; wherein the control parameters of the PI controller are adaptively adjusted according to the operating conditions, including the speed error. A target torque command for the motor is generated based on control parameters, including the feedback regulating torque and the load torque observation, to control the motor operation.

2. The propeller control method for an electric aircraft as described in claim 1, characterized in that, The adaptive variable parameter PI controller is configured to adjust based on two independent variable parameters: the target torque command and the speed error. The methods for obtaining the execution parameters of the adaptive variable parameter PI controller include: The basic proportional gain Kp and integral gain Ki are obtained by looking up the absolute value of the rotational speed error |e| in a table. Based on the current target torque command, the corresponding adaptive coefficients ηp and ηi are obtained by looking up a table. The execution parameters are Kp_final = Kp × ηp; Ki_final = Ki × ηi.

3. The propeller control method for an electric aircraft as described in claim 2, characterized in that, The process of obtaining the basic proportional gain Kp and integral gain Ki from the absolute value of the rotational speed error by looking up a table specifically includes: Based on the preset range in which the absolute value |e| of the rotational speed error lies, the basic proportional gain Kp and integral gain Ki are determined according to the following logic: When |e|≤ When the error is small, Kp = Kp1; Ki = Ki1; When |e|≥ When the error is large, Kp = Kp2; Ki = Ki2; when ≤|e|≤ During the transition region, linear interpolation is used: in, < ;Kp1<Kp2;Ki1<Ki2。 4. The propeller control method for an electric aircraft as described in claim 1, characterized in that, Obtaining load torque observations using a feedforward-driven load observer includes: Based on the target speed command, a preset feedforward torque mapping table is queried to obtain the calibrated feedforward torque. ; The calibration feedforward torque Feedback torque from the motor The input electromagnetic torque is obtained by performing dynamic synthesis. ; The input electromagnetic torque The load torque observation value is output after the deviation between the measured speed and the estimated speed of the load observer is corrected by inputting the dynamic equation of the load observer.

5. The propeller control method for an electric aircraft as described in claim 4, characterized in that, The calibration feedforward torque is then... Feedback torque from the motor The input electromagnetic torque is obtained by performing dynamic synthesis. include: make ; Where α is the dynamic coupling coefficient, 0≤α≤1.

6. The propeller control method for an electric aircraft as described in claim 5, characterized in that, When the target speed command is greater than a certain threshold, it is a high dynamic tracking condition, and α approaches 1; When the target speed command is less than a specific threshold, it is a steady state or fine adjustment condition, and α approaches 0; When the calibrated feedforward torque and the motor feedback torque When the difference is greater than a threshold, α is continuously reduced until it approaches 0.

7. The propeller control method for an electric aircraft as described in claim 1, characterized in that, The control parameters also include comprehensive loss and friction compensation torque. ; The combined loss and friction compensation torque = + ; in, The loss torque is determined by looking up a table based on the motor phase current and speed. The friction torque is calculated based on the viscous friction and Coulomb friction models.

8. The propeller control method for an electric aircraft as described in claim 1, characterized in that, The control parameters also include active damping torque. ; The ω is the preset active damping coefficient, and ω is the measured rotational speed.

9. The propeller control method for an electric aircraft as described in claim 1, characterized in that, The target torque command for the motor Configured as: ≤ ≤ .

10. A propeller control system for an electric aircraft, characterized in that, The propeller control system is used to execute the propeller control method of the electric aircraft as described in any one of claims 1-9, including: An adaptive variable parameter PI controller is used to output feedback-regulated torque; A feedforward-driven load observer is used to output load torque observation values; The integrated loss and friction compensation unit is used to output integrated loss and friction compensation torque; Damping torque unit; used to output active damping torque; The torque integration unit integrates the feedback adjustment torque, the load torque observation value, the comprehensive loss and friction compensation torque, and the active damping torque to generate the target torque command for the motor.

Images