Amplitude adjustment method, device and electronic equipment for distributed electric propulsion aircraft

Abstract

This invention discloses an amplitude adjustment method, device, and electronic equipment for a distributed electric propulsion aircraft, relating to the field of aircraft control. The method includes: constructing an amplitude change equation for the target aircraft based on the frequency response coefficients and rotational speed changes of each propeller; constructing a target cost function based on the amplitude change equation, the target aircraft's fundamental amplitude, and the rotational speed changes of each propeller; obtaining a rotational speed change matrix based on the target cost function; and adjusting the rotational speed of each propeller according to the rotational speed change matrix to adjust the amplitude of the target aircraft. The technical solution of this invention dynamically adjusts the frequency difference generated by the rotational speed of each propeller in real time to suppress coupled resonance in the aircraft, thereby significantly reducing the amplitude generated by the aircraft while maintaining a constant total thrust, and improving the aircraft's airframe stability.

Description

Technical Field

[0001] This invention relates to the field of aircraft control, and more particularly to an amplitude adjustment method, apparatus, and electronic equipment for a distributed electric propulsion aircraft. Background Technology

[0002] To meet the requirements of high efficiency, low noise, and high redundancy for large new energy aircraft, the Distributed Electric Propulsion (DEP) structure was developed in this context. Specifically, it involves closely mounting multiple small-power motors and propellers on the wing or fuselage beams to output thrust at a uniform speed.

[0003] The highly dense and synchronously operating propeller array in distributed electric propulsion structures significantly enhances the unsteady interference between the upstream wake and the downstream air intake. Combined with the closed-loop force transmission channel formed by the airframe beams, skin, and control surfaces, the coupling of aerodynamic excitation and structural response results in vibrations with large amplitude, wide frequency range, and strong time-varying characteristics. This is particularly pronounced in low-altitude operating environments where gusts, ground effect, and traffic flow disturbances are frequent, causing the propeller force and dominant frequency to drift rapidly with operating conditions, thus greatly increasing the risk of resonance. To address the problem of excessive vibration in aircraft, existing technologies typically employ traditional passive adjustment methods such as damping layers and tuned mass vibration absorbers, or rely on static frequency misalignment, i.e., adjustment through constant speed differences or connection stiffness.

[0004] However, the aforementioned traditional passive adjustment methods can only provide narrowband vibration suppression for laboratory-calibrated frequencies, which cannot be applied to complex flight environments, and the weight, space, and maintenance costs contradict the multi-channel characteristics of DEP; while the static frequency misalignment adjustment method is also unsuitable for complex flight conditions and will reduce the overall propulsion efficiency and noise advantage of the aircraft. Summary of the Invention

[0005] This invention provides an amplitude adjustment method, device, electronic equipment, and storage medium for a distributed electric propulsion aircraft, in order to solve the problem that the amplitude adjustment method of the aircraft cannot be applied to complex flight conditions and that the amplitude adjustment result has a large error.

[0006] According to another aspect of the present invention, a method for amplitude adjustment of a distributed electric propulsion aircraft is provided, comprising: Based on the frequency response coefficients and rotational speed changes of each propeller of the target aircraft, an equation for the amplitude change of the target aircraft is constructed; The target cost function is constructed based on the amplitude change equation, the basic amplitude of the target aircraft, and the rotational speed change of each propeller. The rotational speed change matrix is ​​obtained according to the target cost function; wherein, the rotational speed change matrix includes the rotational speed value to be adjusted for each of the propellers; The rotational speed of each propeller is adjusted according to the rotational speed change matrix, so as to adjust the amplitude of the target aircraft by adjusting the rotational speed of each propeller.

[0007] The step of constructing a target cost function based on the amplitude change equation, the basic amplitude of the target aircraft, and the rotational speed change of each propeller includes: configuring the rotational speed deviation coefficient of the target cost function to be greater than or equal to zero; wherein, if the adjustment basis is the amplitude reduction effect, the rotational speed deviation coefficient is configured to zero; if the adjustment basis is the amplitude reduction effect and the adjustment energy consumption, the rotational speed deviation coefficient is configured to a positive value.

[0008] The step of obtaining the rotational speed change matrix based on the target cost function includes: obtaining the amplitude change difference equation and the rotational speed change difference equation for adjacent time steps, generating an amplitude weighted matrix based on the amplitude change difference equation, and generating a rotational speed weighted matrix based on the rotational speed change difference equation; wherein the element weights in the amplitude weighted matrix and the rotational speed weighted matrix are positively correlated with the element time steps; constructing an identification parameter matrix based on the rotational speed weighted matrix, and constructing a frequency response coefficient identification equation based on the amplitude weighted matrix, the rotational speed weighted matrix, and the identification parameter matrix; obtaining the target identification result of the frequency response coefficient matrix based on the frequency response coefficient identification equation, so as to obtain the rotational speed change matrix based on the target cost function and the target identification result.

[0009] The step of obtaining the target identification result of the frequency response coefficient matrix according to the frequency response coefficient identification equation includes: obtaining the target estimation result of the identification parameter matrix through multiple time step correction iterations based on a recursive method, so as to obtain the target identification result of the frequency response coefficient matrix according to the target estimation result.

[0010] The step of constructing a target cost function based on the amplitude change equation, the basic amplitude of the target aircraft, and the rotational speed change of each propeller includes: constructing a target cost function related to multiple vibration frequencies based on the amplitude change equation, the basic amplitude of the target aircraft, and the rotational speed change of each propeller.

[0011] The step of adjusting the rotational speed of each propeller according to the rotational speed change matrix includes: obtaining a desired rotational speed matrix according to the rotational speed change matrix and a relaxation factor, and adjusting the rotational speed of each propeller according to the desired rotational speed matrix; wherein the desired rotational speed matrix includes the desired rotational speed of each propeller.

[0012] According to another aspect of the present invention, an amplitude adjustment device for a distributed electric propulsion aircraft is provided, comprising: The amplitude change acquisition module is used to construct the amplitude change equation of the target aircraft based on the frequency response coefficient and rotational speed change of each propeller of the target aircraft; The cost function acquisition module is used to construct a target cost function based on the amplitude change equation, the basic amplitude of the target aircraft, and the rotational speed change of each propeller. The rotational speed matrix acquisition module is used to acquire the rotational speed change matrix according to the target cost function; wherein, the rotational speed change matrix includes the rotational speed values ​​to be adjusted for each of the propellers; The rotational speed result acquisition module is used to adjust the rotational speed of each propeller according to the rotational speed change matrix, so as to adjust the amplitude of the target aircraft by adjusting the rotational speed of each propeller.

[0013] According to another aspect of the present invention, an electronic device is provided, the electronic device comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the amplitude adjustment method for a distributed electric propulsion aircraft according to any embodiment of the present invention.

[0014] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the amplitude adjustment method of the distributed electric propulsion aircraft according to any embodiment of the present invention.

[0015] According to another aspect of the present invention, a computer program product is provided, comprising a computer program that, when executed by a processor, implements the amplitude adjustment method for a distributed electric propulsion aircraft as described in any embodiment of the present invention.

[0016] The technical solution of this invention constructs an amplitude variation equation for the target aircraft based on the frequency response coefficient and rotational speed variation of each propeller; constructs a target cost function based on the amplitude variation equation, the basic amplitude of the target aircraft, and the rotational speed variation of each propeller; obtains a rotational speed variation matrix based on the target cost function; wherein the rotational speed variation matrix includes the rotational speed values ​​to be adjusted for each propeller; adjusts the rotational speed of each propeller based on the rotational speed variation matrix to adjust the amplitude of the target aircraft. This dynamically adjusts the frequency difference generated by the rotational speed of each propeller in real time to suppress the coupled resonance of the aircraft, thereby greatly reducing the amplitude generated by the aircraft while maintaining a constant total thrust, and improving the stability of the aircraft. Compared with traditional passive adjustment methods and static frequency adjustment methods, this method is not only applicable to various complex flight conditions, but also does not reduce the overall propulsion efficiency and noise advantage of the aircraft.

[0017] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a flowchart of an amplitude adjustment method for a distributed electric propulsion aircraft according to Embodiment 1 of the present invention; Figure 2 This is a flowchart of another method for amplitude adjustment of a distributed electric propulsion aircraft according to Embodiment 2 of the present invention; Figure 3 This is a flowchart of another method for adjusting the amplitude of a distributed electric propulsion aircraft according to Embodiment 3 of the present invention; Figure 4 This is a schematic diagram of the amplitude adjustment device for a distributed electric propulsion aircraft according to Embodiment 4 of the present invention; Figure 5 This is a schematic diagram of the structure of an electronic device that implements the amplitude adjustment method of a distributed electric propulsion aircraft according to an embodiment of the present invention. Detailed Implementation

[0020] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0021] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0022] Example 1 Figure 1 This is a flowchart of an amplitude adjustment method for a distributed electric propulsion aircraft according to Embodiment 1 of the present invention. This embodiment is applicable to adjusting the amplitude of the aircraft by adjusting the rotational speed of each propeller. This method can be executed by an amplitude adjustment device of the distributed electric propulsion aircraft, which can be implemented in hardware and / or software. The amplitude adjustment device of the distributed electric propulsion aircraft can be configured in an electronic device, which is configured in the control system of the distributed electric propulsion aircraft. Figure 1 As shown, the method includes: S101. Based on the frequency response coefficient and rotational speed change of each propeller of the target aircraft, construct the amplitude change equation of the target aircraft.

[0023] A propulsion unit is an independent module in an aircraft that provides thrust, including a power source, a transmission mechanism, and a propeller. For an aircraft with a distributed electric propulsion layout, the power source is an electric motor. The transmission mechanism is used to transmit power to the propeller. The propeller is the actuating component that converts rotational mechanical energy into propulsion. Each propulsion unit drives one propeller, so the propulsion unit is actually matched one-to-one with the propeller.

[0024] For those with indivual( Greater than or equal to 2) propulsion units (i.e. For an aircraft with one propeller, the first The propeller operates at a certain speed. The frequency response coefficient under the following expression is expressed as , No. The change in the rotational speed of a propeller (i.e., the change in rotational speed) is expressed as: And frequency response coefficient With change in rotational speed The product of can be used to represent the product of and . The amplitude change of the propeller on the aircraft The overall vibration response of the aircraft is the sum of the vibration responses of each propeller, that is, the overall amplitude change of each propeller on the aircraft. This is equal to the sum of the amplitude changes of each propeller on the aircraft.

[0025] Therefore, each propeller operates at a certain speed. Within a small frequency range, the change in amplitude of the entire aircraft can be represented by the following equation: (Formula 1); Equation 1 can be rearranged into matrix form as follows: (Formula 2); Among them, the frequency response coefficient matrix This reflects the frequency response coefficient of each propeller; the rotational speed variation matrix. This reflects the change in rotational speed of each propeller.

[0026] S102. Construct a target cost function based on the amplitude change equation, the basic amplitude of the aircraft, and the rotational speed change of each propeller.

[0027] The amplitude of the aircraft at the current monitoring point From the basic amplitude and vibration change Composition, that is: (Formula 3); In order to appropriately adjust the speed variation of each propeller This causes the amplitude of the aircraft to... The goal is to minimize the energy consumption of the power unit's regulation without excessively depleting it. To achieve this, an initial cost function of the following form is defined using a frequency domain design algorithm: (Formula 4); Wherein, the first term of the aforementioned initial cost function The first item is used to measure the impact of the monitoring point amplitude, and the second item describes the cost of the deviation between the actual rotational speed and the operating rotational speed. This represents the speed deviation coefficient, which serves as an adjustment coefficient for the amount of speed change and can be configured to a fixed value as needed.

[0028] Substituting Equation 2 into Equation 4, we can obtain the target cost function of the aircraft: (Formula 5); Optionally, in this embodiment of the invention, constructing the target cost function based on the amplitude change equation, the basic amplitude of the target aircraft, and the rotational speed change of each propeller includes: configuring the rotational speed deviation coefficient of the target cost function to be greater than or equal to zero; wherein, if the adjustment basis is the amplitude reduction effect, the rotational speed deviation coefficient is configured to zero; if the adjustment basis is the amplitude reduction effect and the adjustment energy consumption, the rotational speed deviation coefficient is configured to a positive value.

[0029] Specifically, if the energy consumption of the power unit during the speed regulation process is not considered, or if it is determined that the power unit has redundant energy, then only the amplitude reduction effect needs to be used as the basis for adjustment. Based on this, the speed deviation coefficient difference can be adjusted. The value is set to 0 to improve the computational efficiency of the target cost function, thereby quickly adjusting the aircraft's amplitude to its minimum value. If the energy consumption of the power unit during speed adjustment is considered, or if the power unit's energy is deemed insufficient, then the amplitude reduction effect and adjustment energy consumption should be used as the basis for adjustment. Based on this, the speed deviation coefficient difference can be adjusted. The configuration is set to a larger value, thereby reducing the energy consumption of the aircraft's power unit and saving the aircraft's energy resources while achieving amplitude adjustment of the aircraft.

[0030] S103. Obtain the rotational speed change matrix according to the target cost function; wherein, the rotational speed change matrix includes the rotational speed value to be adjusted for each of the propellers.

[0031] For the objective cost function described in Formula 5 above, when the objective cost function reaches its minimum value, the corresponding rotational speed change matrix is... This refers to the optimal speed variation of each propeller, based on the principles of least squares and regularization. Taking the partial derivative, we get: (Formula 6); For the above target cost function with regularization, the following equation can be derived: (Formula 7); in, This represents the opposite of the basic vibration amplitude, which can be detected and obtained in real time by the corresponding sensor; It is the identity matrix; The values ​​can be obtained in advance by offline environment measurement and configured as fixed values, or they can be obtained by querying the data mapping table based on the current load parameters and aerodynamic parameters according to the changes in load and aerodynamic environment, based on the pre-configured data mapping table.

[0032] S104. Adjust the rotational speed of each propeller according to the rotational speed change matrix, so as to adjust the amplitude of the target aircraft by adjusting the rotational speed of each propeller.

[0033] After completion After obtaining the numerical values, they are substituted into Formula 7 to calculate the rotational speed change matrix. Since the rotational speed change matrix records the rotational speed change of each propeller, the rotational speed of each propeller can be increased or decreased based on the rotational speed change. Thus, by dynamically adjusting the rotational speed difference generated by each propeller in real time, the frequency can be dynamically adjusted to suppress the coupling resonance of the aircraft. Under the premise of maintaining the total thrust unchanged, the amplitude generated by the aircraft is greatly reduced, and the stability of the aircraft is improved.

[0034] The technical solution of this invention constructs an amplitude variation equation for the target aircraft based on the frequency response coefficient and rotational speed variation of each propeller; constructs a target cost function based on the amplitude variation equation, the basic amplitude of the target aircraft, and the rotational speed variation of each propeller; obtains a rotational speed variation matrix based on the target cost function; wherein the rotational speed variation matrix includes the rotational speed values ​​to be adjusted for each propeller; adjusts the rotational speed of each propeller based on the rotational speed variation matrix to adjust the amplitude of the target aircraft. This dynamically adjusts the frequency difference generated by the rotational speed of each propeller in real time to suppress the coupled resonance of the aircraft, thereby greatly reducing the amplitude generated by the aircraft while maintaining a constant total thrust, and improving the stability of the aircraft. Compared with traditional passive adjustment methods and static frequency adjustment methods, this method is not only applicable to various complex flight conditions, but also does not reduce the overall propulsion efficiency and noise advantage of the aircraft.

[0035] Example 2 Figure 2 This is a flowchart of an amplitude adjustment method for a distributed electric propulsion aircraft provided in Embodiment 2 of the present invention. The relationship between this embodiment and the above embodiments is that the frequency response coefficient matrix is ​​obtained through iterative calculation over multiple time steps, such as... Figure 2 As shown, the method specifically includes: S201. Based on the frequency response coefficient and rotational speed change of each propeller of the target aircraft, construct the amplitude change equation of the target aircraft.

[0036] S202. Construct a target cost function based on the amplitude change equation, the basic amplitude of the target aircraft, and the rotational speed change of each propeller.

[0037] S203. Obtain the amplitude change difference equation and the rotational speed change difference equation for adjacent time steps, and generate an amplitude weighted matrix and a rotational speed weighted matrix based on the amplitude change difference equation; wherein, the element weights in the amplitude weighted matrix and the rotational speed weighted matrix are positively correlated with the element time steps.

[0038] During actual flight, the frequency response coefficient matrix The frequency response coefficient matrix varies with load and aerodynamic environment. Whether based on pre-measured fixed values ​​or empirical values ​​obtained from data mapping tables using current load and aerodynamic parameters, neither can cover all actual operating conditions, and both contain significant numerical errors. The values ​​can be updated online recursively based on continuous changes in the monitoring time step to obtain accurate results. Numerical value.

[0039] Specifically, for the first For each time step, the input of the speed change and the output of the amplitude response (i.e., the first time step) The relationship between the amplitudes at each time step is as follows: (Formula 8); in, Formula 8 represents the original vibration response of the propeller without changing its rotational speed. Formula 8 reflects that the final amplitude of the propeller is equal to the sum of the original amplitude generated by the propeller and the amplitude generated by the change in rotational speed. In actual control, the amplitude response result of the previous time step can be used as the original vibration response of the current time step.

[0040] The difference between the amplitude vectors of two adjacent time steps can be expressed by the equation for the difference in amplitude changes: (Formula Nine); The difference between the speed change vectors of two adjacent time steps can be expressed by the speed change difference equation: (Formula 10); The equations for the difference in amplitude changes are assembled into an amplitude-weighted matrix, and the equations for the difference in rotational speed changes are assembled into a rotational speed-weighted matrix. (Formula Eleven); (Formula 12); in, It is a positive number less than 1; originally the difference vectors of each time step are equivalent, but after the weighting by formula (XI) and formula (XII), the older the element (i.e. the element with the earlier time step, i.e. the element with the smaller time step value) has a smaller proportion (i.e. the smaller the element weight), while the newer the data (i.e. the element with the later time step, i.e. the element with the larger time step value) has a larger proportion (i.e. the larger the element weight).

[0041] S204. Construct an identification parameter matrix based on the rotational speed weighting matrix, and construct a frequency response coefficient identification equation based on the amplitude weighting matrix, the rotational speed weighting matrix, and the identification parameter matrix.

[0042] The above and The response propagation relationship in Formula 2 above is still satisfied, that is: (Formula Thirteen); The transfer matrix in the above formula The identification can be given by combining the least squares principle, resulting in the following unbiased estimate, namely, the frequency response coefficient identification equation: (Formula Fourteen); (Formula 15); Among them, the above This is the identification parameter matrix constructed based on the rotational speed weighting matrix; Formula 14 is based on the amplitude weighting matrix. Rotation speed weighted matrix and identification parameter matrix The frequency response coefficient identification equation was constructed.

[0043] S205. Based on the frequency response coefficient identification equation, obtain the target identification result of the frequency response coefficient matrix, and obtain the rotational speed change matrix based on the target cost function and the target identification result.

[0044] After performing the inverse operation on Formula 15, substitute the result into Formula 14, and then calculate the obtained result. Unbiased estimation As the target identification result of the frequency response coefficient matrix, As Substituting the estimated value into Company 7, the rotational speed change matrix at the current time step can be calculated.

[0045] S206. Adjust the rotational speed of each propeller according to the rotational speed change matrix, so as to adjust the amplitude of the target aircraft by adjusting the rotational speed of each propeller.

[0046] Compared to the first Frequency response coefficient matrix at each time step By configuring fixed values ​​or querying based on data mapping tables, the target identification results obtained based on the frequency response coefficient matrix obtained through multiple time step iterations greatly improve the accuracy of the frequency response coefficient matrix calculation results, thereby improving the speed regulation precision of each propeller.

[0047] Optionally, in this embodiment of the invention, obtaining the target identification result of the frequency response coefficient matrix according to the frequency response coefficient identification equation includes: obtaining the target estimation result of the identification parameter matrix through multiple time step correction iterations based on a recursive method, so as to obtain the target identification result of the frequency response coefficient matrix according to the target estimation result.

[0048] Specifically, Formula 15 above involves a large computational burden in inverting the identification parameter matrix. In this case, a recursive algorithm can be used to obtain the latest identification parameter matrix at each time step through a correction and iteration process. This achieves efficient identification of the identification parameter matrix. The specific correction and iteration formula is as follows: (Formula Sixteen); (Formula 17); (Formula 18); Through formulas sixteen to eighteen above, the identification parameter matrix is ​​achieved. While estimating, it is also possible to achieve... The estimation, based on which, greatly improves the identification parameter matrix. This improves computational efficiency, thereby enhancing [the system / mechanism]. The computational efficiency.

[0049] The technical solution of this invention involves obtaining the amplitude change difference equation and the rotational speed change difference equation for adjacent time steps, generating an amplitude weighted matrix based on the amplitude change difference equation, and generating a rotational speed weighted matrix based on the rotational speed change difference equation; constructing an identification parameter matrix based on the rotational speed weighted matrix, and constructing a frequency response coefficient identification equation based on the amplitude weighted matrix, the rotational speed weighted matrix, and the identification parameter matrix; obtaining the target identification result of the frequency response coefficient matrix based on the frequency response coefficient identification equation, and obtaining the rotational speed change matrix based on the target cost function and the target identification result. Therefore, based on the target identification result of the frequency response coefficient matrix obtained through multiple time step iterations, the accuracy of the frequency response coefficient matrix calculation result is greatly improved, thereby improving the rotational speed adjustment precision of each propeller.

[0050] Example 3 Figure 3 This is a flowchart of an amplitude adjustment method for a distributed electric propulsion aircraft provided in Embodiment 3 of the present invention. The relationship between this embodiment and the above embodiments is that, in actual flight, multiple frequency components of each propeller are suppressed simultaneously, such as... Figure 3 As shown, the method specifically includes: S301. Based on the frequency response coefficient and rotational speed change of each propeller of the target aircraft, construct the amplitude change equation of the target aircraft.

[0051] S302. Based on the amplitude change equation, the basic amplitude of the target aircraft, and the rotational speed change of each propeller, construct a target cost function related to multiple vibration frequencies.

[0052] The technical solutions in the above embodiments can control a single vibration frequency component at the monitoring point. However, in actual flight, it is often necessary to suppress multiple vibration frequency components of the propeller, such as the fundamental frequency, second harmonic, and third harmonic, simultaneously. Represents the frequency weighting coefficients, total Based on the frequency weighting coefficients with values ​​greater than or equal to 0, the objective cost function involving all vibration frequencies can be updated as follows: (Formula 19); Formula 19 can be rewritten in the form of Formula 5 as follows: (Formula 20); in, For the weighted transfer function matrix, As vibration reference matrices, they have the following form: , (Formula 21); S303. Obtain the rotational speed change matrix according to the target cost function; wherein, the rotational speed change matrix includes the rotational speed value to be adjusted for each of the propellers.

[0053] According to Formula 7 above, the objective cost function that minimizes Formula 20 can be obtained. : (Formula 22); Based on this, the calculation of the rotational speed change matrix is ​​completed.

[0054] S304. Adjust the rotational speed of each propeller according to the rotational speed change matrix, so as to adjust the amplitude of the target aircraft by adjusting the rotational speed of each propeller.

[0055] Optionally, in an embodiment of the present invention, adjusting the rotational speed of each propeller according to the rotational speed change matrix includes: obtaining a desired rotational speed matrix according to the rotational speed change matrix and a relaxation factor, and adjusting the rotational speed of each propeller according to the desired rotational speed matrix; wherein the desired rotational speed matrix includes the desired rotational speed of each propeller.

[0056] Specifically, to avoid excessive adjustments to the propeller speed, a relaxation factor can be set, and the control input can be iteratively configured, i.e., the following equation can be used: (Formula 23); in, This is the expected rotational speed matrix for the current time step, which represents the expected rotational speed of each propeller at the current time step. This is the actual rotational speed matrix from the previous time step. The relaxation factor is used to smoothly control the propeller speed by configuring the relaxation factor. This reduces the amplitude of the aircraft's vibration and avoids oscillations caused by excessive adjustment of the speed of each propeller.

[0057] In particular, After input, the following equation can be used to determine whether the aircraft's vibration has reached a steady state: (Formula 24); in, The vibration convergence tolerance value is set. If the difference between the amplitude of the current time step and the amplitude of the previous time step is small, that is, less than or equal to the vibration convergence tolerance value, it means that the vibration of the aircraft has reached a stable state, thus completing the optimal control of the speed input.

[0058] The technical solution of this invention constructs a target cost function related to multiple vibration frequencies based on the amplitude change equation, the basic amplitude of the target aircraft, and the rotational speed changes of each propeller; obtains the rotational speed change matrix based on the target cost function; and adjusts the rotational speed of each propeller according to the rotational speed change matrix to adjust the amplitude of the target aircraft. This achieves dynamic frequency misalignment by real-time fine-tuning the rotational speed difference generated by each propeller, thereby suppressing coupled resonance of the aircraft at multiple vibration frequencies and improving the accuracy of amplitude reduction results while maintaining a constant total thrust.

[0059] Example 4 Figure 4 This is a structural block diagram of an amplitude adjustment device for a distributed electric propulsion aircraft provided in Embodiment 4 of the present invention. The device specifically includes: The amplitude change acquisition module 401 is used to construct the amplitude change equation of the target aircraft based on the frequency response coefficient and rotational speed change of each propeller of the target aircraft; The cost function acquisition module 402 is used to construct a target cost function based on the amplitude change equation, the basic amplitude of the target aircraft, and the rotational speed change of each propeller. The rotational speed matrix acquisition module 403 is used to acquire the rotational speed change matrix according to the target cost function; wherein, the rotational speed change matrix includes the rotational speed value to be adjusted for each of the propellers; The rotational speed result acquisition module 404 is used to adjust the rotational speed of each propeller according to the rotational speed change matrix, so as to adjust the amplitude of the target aircraft by adjusting the rotational speed of each propeller.

[0060] The technical solution of this invention constructs an amplitude variation equation for the target aircraft based on the frequency response coefficient and rotational speed variation of each propeller; constructs a target cost function based on the amplitude variation equation, the basic amplitude of the target aircraft, and the rotational speed variation of each propeller; obtains a rotational speed variation matrix based on the target cost function; wherein the rotational speed variation matrix includes the rotational speed values ​​to be adjusted for each propeller; adjusts the rotational speed of each propeller based on the rotational speed variation matrix to adjust the amplitude of the target aircraft. This dynamically adjusts the frequency difference generated by the rotational speed of each propeller in real time to suppress the coupled resonance of the aircraft, thereby greatly reducing the amplitude generated by the aircraft while maintaining a constant total thrust, and improving the stability of the aircraft. Compared with traditional passive adjustment methods and static frequency adjustment methods, this method is not only applicable to various complex flight conditions, but also does not reduce the overall propulsion efficiency and noise advantage of the aircraft.

[0061] Optionally, the cost function acquisition module 402 is specifically used to configure the rotational speed deviation coefficient of the target cost function to a value greater than or equal to zero; wherein, if the adjustment basis is the amplitude reduction effect, the rotational speed deviation coefficient is configured to a zero value; if the adjustment basis is the amplitude reduction effect and the adjustment energy consumption, the rotational speed deviation coefficient is configured to a positive value.

[0062] Optionally, the rotational speed matrix acquisition module 403 is specifically used to acquire the amplitude change difference equation and the rotational speed change difference equation for adjacent time steps, and generate an amplitude weighted matrix and a rotational speed weighted matrix based on the amplitude change difference equation; wherein the element weights in the amplitude weighted matrix and the rotational speed weighted matrix are positively correlated with the element time steps; an identification parameter matrix is ​​constructed based on the rotational speed weighted matrix, and a frequency response coefficient identification equation is constructed based on the amplitude weighted matrix, the rotational speed weighted matrix, and the identification parameter matrix; a target identification result of the frequency response coefficient matrix is ​​obtained based on the frequency response coefficient identification equation, so as to obtain the rotational speed change matrix based on the target cost function and the target identification result.

[0063] Optionally, the rotational speed matrix acquisition module 403 is specifically used to obtain the target estimation result of the identification parameter matrix through multiple time step correction iterations based on a recursive method, so as to obtain the target identification result of the frequency response coefficient matrix based on the target estimation result.

[0064] Optionally, the cost function acquisition module 402 is specifically used to construct a target cost function related to multiple vibration frequencies based on the amplitude change equation, the basic amplitude of the target aircraft, and the rotational speed change of each propeller.

[0065] Optionally, the rotational speed result acquisition module 404 is specifically used to acquire a desired rotational speed matrix based on the rotational speed change matrix and the relaxation factor, and to adjust the rotational speed of each propeller based on the desired rotational speed matrix; wherein, the desired rotational speed matrix includes the desired rotational speed of each propeller.

[0066] The above-described device can execute the amplitude adjustment method for a distributed electric propulsion aircraft provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects for executing the method. Technical details not described in detail in this embodiment can be found in the amplitude adjustment method for a distributed electric propulsion aircraft provided in any embodiment of the present invention.

[0067] Example 5 Figure 5A schematic diagram of an electronic device 10, which can be used to implement embodiments of the present invention, is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, electronic devices, blade electronic devices, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (such as helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0068] like Figure 5 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 can also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0069] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0070] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, digital signal processors (DSPs), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as the amplitude regulation method for a distributed electric propulsion aircraft.

[0071] In some embodiments, the amplitude regulation method for a distributed electric propulsion vehicle can be implemented as a computer program tangibly contained in a computer-readable storage medium, such as a storage unit. In some embodiments, part or all of the computer program can be loaded and / or installed on a heterogeneous hardware accelerator via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by a processor, one or more steps of the amplitude regulation method for a distributed electric propulsion vehicle described above can be performed. Alternatively, in other embodiments, the processor can be configured to perform the amplitude regulation method for a distributed electric propulsion vehicle by any other suitable means (e.g., by means of firmware).

[0072] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0073] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0074] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0075] To provide user interaction, the systems and techniques described herein can be implemented on a heterogeneous hardware accelerator, which includes: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the heterogeneous hardware accelerator. Other types of devices can also be used to provide user interaction; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or haptic feedback); and input from the user can be received in any form (including sound input, voice input, or haptic input).

[0076] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0077] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0078] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0079] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for amplitude adjustment of a distributed electric propulsion aircraft, characterized in that, include: Based on the frequency response coefficients and rotational speed variations of each propeller of the target aircraft, an equation for the amplitude variation of the target aircraft is constructed. The target cost function is constructed based on the amplitude change equation, the basic amplitude of the target aircraft, and the rotational speed change of each propeller. The rotational speed change matrix is ​​obtained according to the target cost function; wherein, the rotational speed change matrix includes the rotational speed value to be adjusted for each of the propellers; The rotational speed of each propeller is adjusted according to the rotational speed change matrix, so as to adjust the amplitude of the target aircraft by adjusting the rotational speed of each propeller.

2. The amplitude adjustment method for a distributed electric propulsion aircraft according to claim 1, characterized in that, The construction of the target cost function based on the amplitude change equation, the fundamental amplitude of the target aircraft, and the rotational speed changes of each propeller includes: The rotational speed deviation coefficient of the target cost function is configured to be greater than or equal to zero; wherein, if the adjustment basis is the amplitude reduction effect, the rotational speed deviation coefficient is configured to zero; if the adjustment basis is the amplitude reduction effect and the adjustment energy consumption, the rotational speed deviation coefficient is configured to a positive value.

3. The amplitude adjustment method for a distributed electric propulsion aircraft according to claim 1, characterized in that, The step of obtaining the rotational speed change matrix based on the target cost function includes: Obtain the amplitude change difference equation and the rotational speed change difference equation for adjacent time steps, and generate an amplitude weighted matrix and a rotational speed weighted matrix based on the amplitude change difference equation; wherein, the element weights in the amplitude weighted matrix and the rotational speed weighted matrix are positively correlated with the element time steps; An identification parameter matrix is ​​constructed based on the rotational speed weighting matrix, and a frequency response coefficient identification equation is constructed based on the amplitude weighting matrix, the rotational speed weighting matrix, and the identification parameter matrix. Based on the frequency response coefficient identification equation, the target identification result of the frequency response coefficient matrix is ​​obtained, and the rotational speed change matrix is ​​obtained based on the target cost function and the target identification result.

4. The amplitude adjustment method for a distributed electric propulsion aircraft according to claim 3, characterized in that, The step of obtaining the target identification result of the frequency response coefficient matrix according to the frequency response coefficient identification equation includes: Based on a recursive approach, the target estimation result of the identification parameter matrix is ​​obtained through multiple time-step correction iterations, and the target identification result of the frequency response coefficient matrix is ​​obtained based on the target estimation result.

5. The amplitude adjustment method for a distributed electric propulsion aircraft according to claim 1, characterized in that, The construction of the target cost function based on the amplitude change equation, the fundamental amplitude of the target aircraft, and the rotational speed changes of each propeller includes: Based on the amplitude change equation, the basic amplitude of the target aircraft, and the rotational speed change of each propeller, a target cost function related to multiple vibration frequencies is constructed.

6. The amplitude adjustment method for a distributed electric propulsion aircraft according to claim 5, characterized in that, The step of adjusting the rotational speed of each propeller according to the rotational speed change matrix includes: The desired rotational speed matrix is ​​obtained based on the rotational speed change matrix and the relaxation factor, and the rotational speed of each propeller is adjusted according to the desired rotational speed matrix; wherein, the desired rotational speed matrix includes the desired rotational speed of each propeller.

7. An amplitude adjustment device for a distributed electric propulsion aircraft, characterized in that, include: The amplitude change acquisition module is used to construct the amplitude change equation of the target aircraft based on the frequency response coefficient and rotational speed change of each propeller of the target aircraft; The cost function acquisition module is used to construct a target cost function based on the amplitude change equation, the basic amplitude of the target aircraft, and the rotational speed change of each propeller. The rotational speed matrix acquisition module is used to acquire the rotational speed change matrix according to the target cost function; wherein, the rotational speed change matrix includes the rotational speed values ​​to be adjusted for each of the propellers; The rotational speed result acquisition module is used to adjust the rotational speed of each propeller according to the rotational speed change matrix, so as to adjust the amplitude of the target aircraft by adjusting the rotational speed of each propeller.

8. An electronic device, characterized in that, The electronic device includes: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program executable by the at least one processor, which is executed by the at least one processor to enable the at least one processor to perform the amplitude adjustment method for a distributed electric propulsion aircraft as described in any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed by a processor, implement the amplitude adjustment method for the distributed electric propulsion aircraft as described in any one of claims 1-6.

10. A computer program product comprising a computer program that, when executed by a processor, implements the amplitude adjustment method for a distributed electric propulsion aircraft as described in any one of claims 1-6.

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