Method, apparatus and method of optimizing handling performance for powered lift aircraft handling flight test

Abstract

The embodiment of the application relates to the technical field of aircraft test flight, and provides a power-lift aircraft control test flight method, equipment and control performance optimization method. In the power-lift aircraft control test flight method, the aircraft is controlled to run at a first preset height based on a first preset speed, the first preset speed and the first preset height are determined based on the flight form of the aircraft; a control lever of the aircraft is placed at a limit position to obtain real-time running data of the aircraft; and the control performance evaluation of the aircraft is determined according to the real-time running data and preset running judgment data. The technical scheme can effectively evaluate the control performance of the aircraft in a limit control state.

Description

Technical Field

[0001] This application relates to the field of aircraft flight test technology, and in particular to a method, equipment and method for optimizing the handling performance of a powered aircraft during flight test. Background Technology

[0002] Aviation equipment is widely used in urban air traffic, logistics, emergency rescue, power line inspection, and other fields. Its flight process places extremely high demands on the safety and stability of the flight control system. Powered lift aircraft are heavier than air aircraft capable of vertical takeoff, vertical landing, and low-speed flight. They mainly rely on engine-driven lift devices or engine thrust to provide lift during these flight states, and rely on non-rotating wing surfaces to provide lift during horizontal flight.

[0003] Unlike the automatic flight systems of helicopters and fixed-wing aircraft, powered aircraft generally employ closed-loop speed control.

[0004] Currently, there is no flight test method for the handling characteristics of aircraft under closed-loop speed control, making it difficult to effectively evaluate the handling performance of aircraft under extreme handling conditions. Summary of the Invention

[0005] This application provides a method, equipment, and method for optimizing the handling performance of a powered aircraft during flight tests, in order to effectively evaluate the handling performance of an aircraft under extreme handling conditions.

[0006] In a first aspect, embodiments of this application provide a method for maneuvering test flights of a powered aircraft, including:

[0007] The aircraft is controlled to operate at a first preset speed and a first preset altitude, wherein the first preset speed and the first preset altitude are determined based on the flight pattern of the aircraft;

[0008] The control stick of the aircraft is placed to its extreme position to obtain real-time operational data of the aircraft.

[0009] The aircraft's handling performance is evaluated based on the real-time operational data and preset operational judgment data.

[0010] In one or more embodiments, the control lever includes: a joystick and / or a speed lever; the real-time operating data includes: target speed change data and / or target altitude change data;

[0011] Accordingly, the step of placing the aircraft's control stick to its extreme position to obtain the aircraft's real-time operational data includes:

[0012] The aircraft's control stick is placed at its extreme position to acquire real-time target speed change data.

[0013] And / or, place the aircraft's speed stick at its extreme position to acquire real-time target altitude change data of the aircraft.

[0014] In one or more embodiments, the extreme positions of the joystick include: a first extreme position and a second extreme position opposite in direction to the first extreme position;

[0015] Accordingly, the step of placing the aircraft's control stick at its extreme position and acquiring the target speed change data of the aircraft in real time includes at least one of the following:

[0016] The joystick is placed at the first extreme position to obtain first speed change data, wherein the target speed change data includes: the first speed change data;

[0017] The joystick is placed at the second extreme position to obtain second speed change data, wherein the target speed change data includes: the second speed change data;

[0018] The joystick is placed at the first extreme position and then at the second extreme position within a first preset time period to obtain third speed change data. The target speed change data includes the third speed change data.

[0019] In one or more embodiments, the extreme positions of the speed rod include: a third extreme position and a fourth extreme position opposite in direction to the third extreme position;

[0020] Accordingly, placing the aircraft's speed stick at its extreme position and acquiring the aircraft's target altitude change data in real time includes at least one of the following:

[0021] The speed lever is placed at the third extreme position to obtain first height change data, the target height change data including: the first height change data;

[0022] The speed lever is placed at the fourth extreme position to obtain second height change data, the target height change data including: the second height change data;

[0023] The speed lever is placed at the third extreme position and then at the fourth extreme position within a second preset time period to obtain the third height change data. The target height change data includes the third height change data.

[0024] In one or more embodiments, the operation determination data includes: a speed change threshold range and / or a height change threshold range;

[0025] Accordingly, determining the aircraft's handling performance evaluation based on the real-time operational data and preset operational judgment data includes at least one of the following:

[0026] If the target speed change data is within the speed change threshold range, then the stability evaluation in the handling performance evaluation under the height change scenario is determined to be qualified; otherwise, it is unqualified.

[0027] If the target height change data is within the height change threshold range, then the stability evaluation under the speed change scenario is deemed qualified; otherwise, it is deemed unqualified.

[0028] In one or more embodiments, the real-time operational data further includes: real-time limit rate of climb and / or real-time level flight speed boundaries;

[0029] Accordingly, determining the aircraft's handling performance evaluation based on the real-time operational data and preset operational judgment data includes at least one of the following:

[0030] The limit evaluation in the handling performance evaluation is determined based on the real-time limit rate of climb and the aircraft's theoretical limit rate of climb and climb.

[0031] Based on the real-time level flight speed boundary and the aircraft's theoretical level flight speed boundary, the limit evaluation in the handling performance evaluation is determined.

[0032] In one or more embodiments, before controlling the aircraft to operate at a first preset altitude based on a first preset speed, the method further includes:

[0033] Obtain the flight status of the aircraft;

[0034] Based on the flight pattern, the first preset altitude, minimum level flight speed, and maximum level flight speed are determined;

[0035] The first preset speed is determined based on the minimum level flight speed and the maximum level flight speed.

[0036] In one or more embodiments, the flight configuration includes any of the following: multi-rotor configuration, transitional configuration, or fixed-wing configuration;

[0037] The multi-rotor configuration refers to the flight configuration of the aircraft supported by lift generated by an engine-driven lift device or engine thrust.

[0038] The transitional form is the flight form supported by the corresponding lift in the multi-rotor form and the fixed-wing form.

[0039] The fixed-wing configuration refers to the flight configuration of the aircraft supported by the aerodynamic lift generated by the fixed wing surface.

[0040] In one or more embodiments, the aircraft employs a speed closed-loop control system;

[0041] The speed closed-loop control system is used to maintain the actual flight speed of the aircraft at a target speed by automatically adjusting the thrust of the aircraft's power unit when the control stick is in the full range of its travel; the target speed is determined based on the minimum level flight speed and the maximum level flight speed of the aircraft in its current flight mode.

[0042] Secondly, embodiments of this application provide a powered aircraft control test flight device, comprising:

[0043] A control module is used to control the aircraft to operate at a first preset speed and a first preset altitude, wherein the first preset speed and the first preset altitude are determined based on the flight pattern of the aircraft;

[0044] The first acquisition module is used to place the control stick of the aircraft at the extreme position in order to acquire the real-time operating data of the aircraft.

[0045] The determination module is used to determine the aircraft's handling performance evaluation based on the real-time operating data and preset operating judgment data.

[0046] In one or more embodiments, the control lever includes: a joystick and / or a speed lever; the real-time operating data includes: target speed change data and / or target altitude change data;

[0047] Accordingly, the first acquisition module is specifically used for:

[0048] The aircraft's control stick is placed at its extreme position to acquire real-time target speed change data.

[0049] And / or, place the aircraft's speed stick at its extreme position to acquire real-time target altitude change data of the aircraft.

[0050] In one or more embodiments, the extreme positions of the joystick include: a first extreme position and a second extreme position opposite in direction to the first extreme position;

[0051] Accordingly, the first acquisition module places the aircraft's control stick at its extreme position and acquires the target speed change data of the aircraft in real time, specifically for performing at least one of the following:

[0052] The joystick is placed at the first extreme position to obtain first speed change data, wherein the target speed change data includes: the first speed change data;

[0053] The joystick is placed at the second extreme position to obtain second speed change data, wherein the target speed change data includes: the second speed change data;

[0054] The joystick is placed at the first extreme position and then at the second extreme position within a first preset time period to obtain third speed change data. The target speed change data includes the third speed change data.

[0055] In one or more embodiments, the extreme positions of the speed rod include: a third extreme position and a fourth extreme position opposite in direction to the third extreme position;

[0056] Accordingly, the first acquisition module places the aircraft's speed lever at its extreme position and acquires the target altitude change data of the aircraft in real time, specifically performing at least one of the following:

[0057] The speed lever is placed at the third extreme position to obtain first height change data, the target height change data including: the first height change data;

[0058] The speed lever is placed at the fourth extreme position to obtain second height change data, the target height change data including: the second height change data;

[0059] The speed lever is placed at the third extreme position and then at the fourth extreme position within a second preset time period to obtain the third height change data. The target height change data includes the third height change data.

[0060] In one or more embodiments, the operation determination data includes: a speed change threshold range and / or a height change threshold range;

[0061] Accordingly, the determining module determines the aircraft's handling performance evaluation based on the real-time operating data and preset operating judgment data, specifically by performing at least one of the following:

[0062] If the target speed change data is within the speed change threshold range, then the stability evaluation in the handling performance evaluation under the height change scenario is determined to be qualified; otherwise, it is unqualified.

[0063] If the target height change data is within the height change threshold range, then the stability evaluation under the speed change scenario is deemed qualified; otherwise, it is deemed unqualified.

[0064] In one or more embodiments, the real-time operational data further includes: real-time limit rate of climb and / or real-time level flight speed boundaries;

[0065] Accordingly, the determining module determines the aircraft's handling performance evaluation based on the real-time operating data and preset operating judgment data, specifically by performing at least one of the following:

[0066] The limit evaluation in the handling performance evaluation is determined based on the real-time limit rate of climb and the aircraft's theoretical limit rate of climb and climb.

[0067] Based on the real-time level flight speed boundary and the aircraft's theoretical level flight speed boundary, the limit evaluation in the handling performance evaluation is determined.

[0068] In one or more embodiments, before controlling the aircraft to operate at a first preset altitude based on a first preset speed, the control module is further configured to:

[0069] Obtain the flight status of the aircraft;

[0070] Based on the flight pattern, the first preset altitude, minimum level flight speed, and maximum level flight speed are determined;

[0071] The first preset speed is determined based on the minimum level flight speed and the maximum level flight speed.

[0072] In one or more embodiments, the flight configuration includes any of the following: multi-rotor configuration, transitional configuration, or fixed-wing configuration;

[0073] The multi-rotor configuration refers to the flight configuration of the aircraft supported by lift generated by an engine-driven lift device or engine thrust.

[0074] The transitional form is the flight form supported by the corresponding lift in the multi-rotor form and the fixed-wing form.

[0075] The fixed-wing configuration refers to the flight configuration of the aircraft supported by the aerodynamic lift generated by the fixed wing surface.

[0076] In one or more embodiments, the aircraft employs a speed closed-loop control system;

[0077] The speed closed-loop control system is used to maintain the actual flight speed of the aircraft at a target speed by automatically adjusting the thrust of the aircraft's power unit when the control stick is in the full range of its travel; the target speed is determined based on the minimum level flight speed and the maximum level flight speed of the aircraft under its current flight mode.

[0078] Thirdly, embodiments of this application provide a method for optimizing the handling performance of a powered aircraft, including:

[0079] Obtain the control performance evaluation described in the first aspect and embodiments;

[0080] Based on the aforementioned handling performance evaluation, optimize the speed controller and / or altitude controller in the aircraft.

[0081] In one or more embodiments, the handling performance evaluation includes: stability evaluation and / or limit evaluation;

[0082] Accordingly, optimizing the speed controller and / or altitude controller in the aircraft based on the control performance evaluation includes:

[0083] If the stability evaluation is unqualified, then the speed controller and / or the height controller are optimized based on the target speed change data and / or target height change data corresponding to the stability evaluation.

[0084] If the limit assessment is unqualified, the speed controller and / or the altitude controller are optimized based on the real-time limit rate of ascent and descent and / or the real-time level flight speed boundary corresponding to the limit assessment.

[0085] Fourthly, embodiments of this application provide a power-enhanced aircraft handling performance optimization device, comprising:

[0086] The second acquisition module is used to acquire the control performance evaluation described in the first aspect and the embodiments;

[0087] An optimization module is used to optimize the speed controller and / or altitude controller in the aircraft based on the aforementioned handling performance evaluation.

[0088] In one or more embodiments, the handling performance evaluation includes: stability evaluation and / or limit evaluation;

[0089] Accordingly, the optimization module optimizes the speed controller and / or altitude controller in the aircraft based on the control performance evaluation, specifically for:

[0090] If the stability evaluation is unqualified, then the speed controller and / or the height controller are optimized based on the target speed change data and / or target height change data corresponding to the stability evaluation.

[0091] If the limit assessment is unqualified, the speed controller and / or the altitude controller are optimized based on the real-time limit rate of ascent and descent and / or the real-time level flight speed boundary corresponding to the limit assessment.

[0092] Fifthly, embodiments of this application provide an electronic device, including: a memory and a processor;

[0093] The memory stores computer-executed instructions;

[0094] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0095] Sixthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first and third aspects and / or various possible implementations of the first and third aspects.

[0096] In a seventh aspect, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first and third aspects and / or various possible implementations of the first and third aspects.

[0097] The power-lift aircraft control test flight method, equipment, and control performance optimization method provided in this application embodiment involve controlling the aircraft to operate at a first preset speed and a first preset altitude, where the first preset speed and altitude are determined based on the aircraft's flight pattern; placing the aircraft's control stick at its limit position to obtain real-time operational data; and determining the aircraft's control performance evaluation based on the real-time operational data and preset operational judgment data. This technical solution ensures the consistency and repeatability of the initial test flight state by controlling the aircraft to operate stably at the first preset speed matching the flight pattern, providing standardized benchmark conditions for subsequent control inputs. Furthermore, placing the control stick at its limit position fully stimulates the aircraft's longitudinal control response, obtaining its real-time operational data under limit commands, thus comprehensively covering performance within the design boundaries. Finally, by comparing the real-time operational data with preset operational judgment data, the aircraft's ability to maintain limit control under speed closed-loop control can be objectively and quantitatively evaluated, effectively verifying whether its longitudinal control quality meets airworthiness requirements. Attached Figure Description

[0098] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0099] Figure 1 A flowchart illustrating the flight test method for the control of a powered aircraft provided in this application embodiment. Figure 1 ;

[0100] Figure 2 A flowchart illustrating the flight test method for the control of a powered aircraft provided in this application embodiment. Figure 2 ;

[0101] Figure 3 A flowchart illustrating the flight test method for a powered aircraft control system provided in this application embodiment. Figure 3 ;

[0102] Figure 4 A flowchart illustrating the flight test method for the control of a powered aircraft provided in this application embodiment. Figure 4 ;

[0103] Figure 5 A flowchart illustrating the flight test method for the control of a powered aircraft provided in this application embodiment. Figure 5 ;

[0104] Figure 6 A flowchart illustrating the flight test method for a powered aircraft control system provided in this application embodiment. Figure 6 ;

[0105] Figure 7 A flowchart illustrating the method for optimizing the handling performance of a powered aircraft provided in this application embodiment;

[0106] Figure 8 A schematic diagram of the structure of the power-lifted aircraft control flight test device provided in the embodiments of this application;

[0107] Figure 9 A schematic diagram of the structure of the power-enhanced aircraft handling performance optimization device provided in the embodiments of this application;

[0108] Figure 10 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0109] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0110] 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 numbers 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 application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0111] In the field of aircraft, powered aircraft employing closed-loop speed control are widely used as new types of aviation equipment in urban air traffic, logistics transportation, emergency rescue, and power line inspection. During flight, they need to switch between multi-rotor, transitional, and fixed-wing configurations, placing extremely high demands on the adaptability and safety of their flight control systems.

[0112] Among them, multi-rotor configuration refers to the flight configuration of an aircraft supported by lift generated by an engine-driven lift device or engine thrust; fixed-wing configuration refers to the flight configuration of an aircraft supported by aerodynamic lift generated by a fixed wing surface; and transitional configuration refers to the flight configuration of an aircraft supported by both of the above forms of lift.

[0113] In complex weather conditions (such as strong winds and turbulence) or high-density airspace environments, aircraft need to adjust thrust / pull and pitch attitude in real time through the longitudinal control system to maintain stable flight and meet airworthiness certification standards.

[0114] Currently, there is no test flight method for the handling characteristics of aircraft under closed-loop speed control, making it difficult to effectively evaluate the handling performance of aircraft under extreme handling conditions.

[0115] Accordingly, based on the aforementioned technical problems, the technical concept of this application is as follows: Based on an in-depth analysis of the closed-loop control characteristics of aircraft speed, it is recognized that current flight test methods for open-loop speed control are not applicable to this type of aircraft, and the flight test requirements are inconsistent and the results are difficult to reproduce under different flight modes. Therefore, a standardized flight test scheme is conceived that binds flight mode, preset speed / altitude state, and limit control actions. That is, for each mode, the preset speed and preset altitude corresponding to the aircraft in that mode are selected, and the limit response of the aircraft is stimulated by pushing the control stick to the limit position. With the assistance of clear allowable deviation criteria, the flight test process that originally relied on pilot experience is transformed into a set of repeatable and quantifiable standard action sequences, which effectively fills the technical gap in longitudinal control flight test under closed-loop speed control and ensures that the control performance under limit control state can be objectively and uniformly evaluated.

[0116] The technical solution of this application and how it solves the above-mentioned technical problems will be described in detail below with specific embodiments. The subject of this technical solution is an electronic device, which may be the control device corresponding to the aircraft or the aircraft itself.

[0117] The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will be described below with reference to the accompanying drawings.

[0118] Figure 1 A flowchart illustrating the flight test method for a powered aircraft control system provided in this application embodiment. Figure 1 ,like Figure 1 As shown, the method includes:

[0119] S11. Control the aircraft to operate at a first preset altitude based on a first preset speed;

[0120] The first preset speed and the first preset altitude are determined based on the aircraft's flight pattern;

[0121] In this step, the flight control system of the aircraft (e.g., a powered aircraft) sends control commands to the power unit and control surface actuators, the control commands including a first preset speed value and a first preset altitude value.

[0122] Subsequently, the flight control system receives feedback information such as barometric altitude, airspeed, ground speed, and / or radio altitude in real time, determines the merged altitude and merged speed in real time, and compares them with the first preset altitude and first preset speed. It then uses a proportional-integral-derivative (PID) control law to calculate the pitch attitude and increments such as throttle / engine speed / pitch angle, and adjusts the aircraft's elevator deflection and engine speed until the aircraft's merged altitude equals the first preset altitude and the merged airspeed equals the first preset speed.

[0123] The specific type of feedback information obtained is related to the flight mode.

[0124] Optionally, the determination of the first preset speed and the first preset height can be implemented as follows:

[0125] Step 1: Obtain the aircraft's flight status;

[0126] In this implementation, the state machine variables inside the flight control computer are read via the bus. These variables store the enumerated values ​​of the current flight mode.

[0127] Simultaneously, the aircraft's angle of attack, sideslip angle, and airspeed data calculated by the inertial measurement unit are read. Combined with the current landing gear door status and wing tilt angle, the above multi-source data are compared with the preset mode switching logic table. The aircraft's current flight mode identifier is uniquely determined and output by querying the logic truth table, thus obtaining the flight mode.

[0128] Step 2: Determine the first preset altitude, minimum level flight speed, and maximum level flight speed based on the flight pattern;

[0129] In this implementation, the identification code of the flight mode obtained in step 1 is used as an index to access the pre-stored performance parameter mapping table. In this mapping table, each row corresponds to a mode identification code and stores the recommended cruise altitude value (denoted as the first preset altitude), the scalar value of the minimum level flight speed, and the scalar value of the maximum level flight speed bound to the flight mode.

[0130] Step 3: Determine the first preset speed based on the minimum level flight speed and the maximum level flight speed.

[0131] In this implementation, after reading the minimum level flight speed and the maximum level flight speed after the assignment in step 2, any speed between the minimum level flight speed and the maximum level flight speed can be used as the first preset speed.

[0132] It should be understood that the first preset speed and first preset altitude may differ for different aircraft, for example, due to the specific design of the aircraft; for the same aircraft, the minimum level flight speed, maximum level flight speed, and recommended cruise altitude may also differ for different configurations, which means that the first preset speed and first preset altitude may also be different for different configurations.

[0133] Optionally, the flight configuration includes any of the following: multi-rotor configuration, transitional configuration, or fixed-wing configuration;

[0134] 1) Multirotor configuration refers to the flight configuration of an aircraft supported by lift generated by engine-driven lift devices or engine thrust.

[0135] In this implementation, the current control stick position and speed stick position are locked in the hover position, while independent speed commands are sent to the electronic speed governors of multiple distributed electric motors. The speed of each motor is differentially adjusted in real time according to the attitude error of the aircraft. In this multi-rotor configuration, the ailerons and elevator surfaces of the fixed wing remain stationary in the preset positions, and the wing tilt mechanism remains in the vertical position at 0 degrees (90 degrees for some aircraft, depending on the actual situation). The thrust vector of the multi-rotor fully bears the weight of the aircraft and provides the three-axis attitude stabilizing torque.

[0136] 2) The transitional form is the flight form supported by the corresponding lift in both the multi-rotor and fixed-wing forms;

[0137] In this implementation, a rotation angle command is sent to the tilting mechanism, driving it to rotate from 0 degrees to 90 degrees or from 90 degrees to 0 degrees. During this process, the control system simultaneously calculates the distribution ratio of the total thrust of the multi-rotor motor to the aerodynamic lift of the fixed wing, and distributes the total lift command according to the sine and cosine components of the current tilt angle to the motor speed controller and the elevator deflection controller, respectively, so that both share the load.

[0138] 3) Fixed-wing configuration is the flight configuration of an aircraft supported by the aerodynamic lift generated by a fixed wing surface.

[0139] In this implementation, the speed of the multirotor motor is reduced to idle (or shut down) and locked, its attitude participation authority is cut off, and the aerodynamic control surface circuit is activated. Based on the feedback from the angle of attack sensor and sideslip angle sensor, the deflection angles of the aileron, elevator and rudder are continuously calculated, and the control surfaces are driven to deflect to generate aerodynamic torque to maintain the pitch, roll and yaw stability of the aircraft.

[0140] Furthermore, in one possible implementation, in the multi-rotor configuration, the first preset altitude and the first preset speed can be determined based on vertical takeoff and landing and wind resistance requirements; in the fixed-wing configuration, the preset altitude and speed are determined based on high-speed cruise requirements.

[0141] Optionally, the aircraft employs a closed-loop speed control system;

[0142] This speed closed-loop control system is used to maintain the aircraft's actual flight speed at the target speed by automatically adjusting the thrust of the aircraft's power unit when the control stick is in the full range of its travel. The target speed is determined based on the minimum and maximum level flight speeds of the aircraft under its current flight configuration.

[0143] For example, the target speed is a specific speed based on the aircraft's current flight mode, which is between the minimum level flight speed and the maximum level flight speed.

[0144] In this implementation, the aircraft's flight control system activates a closed-loop speed control mode, in which the aircraft's flight speed is adjusted in real time via the speed stick. Pushing the speed stick forward increases the aircraft's speed, while pulling it back decreases it. The acceleration and deceleration ranges do not exceed the corresponding ranges of the maximum and minimum level flight speeds for this flight configuration. If the speed stick is in the neutral position, the aircraft's flight speed remains within the target speed range throughout the entire control stick's travel.

[0145] In speed closed-loop control, the aircraft's flight speed is based on the fused speed. In the low-speed range, such as 0-15 m / s, the airspeed is in an invalid range, and the speed closed-loop control uses the ground speed of the inertial navigation system as the fused speed. In the medium-speed range, such as 15-20 m / s, the airspeed is effective but has a large error, and the weighted control of the ground speed and airspeed is used to obtain the fused speed. In the higher-speed range, such as greater than 20 m / s, the airspeed is effective and has high accuracy, so the airspeed is controlled alone as the fused speed.

[0146] S12. Place the aircraft's control stick at its extreme position to obtain the aircraft's real-time operating data;

[0147] In this step, the control levers include: a joystick and / or a speed lever; real-time operating data includes: target speed change data and / or target altitude change data.

[0148] In this implementation, voltage signals from the X / Y axis potentiometers and / or the velocity lever displacement potentiometers of the control stick are collected. The control stick configurations for powered aircraft vary: some use two two-degree-of-freedom control sticks; others use a three-degree-of-freedom stick plus a single-degree-of-freedom stick, the choice depending on the specific circumstances.

[0149] For the control stick, record the rate of change of the aircraft's altitude and the amount of change of the merged velocity caused by its longitudinal displacement, and label them as target velocity change data; for the speed stick, record the velocity change and the amount of change of the merged altitude caused by its forward / backward displacement, and label them as target altitude change data.

[0150] in:

[0151] A control stick, also known as a pilot stick, is a stick used to control an aircraft to climb and descend, or to control the pitch motion of an aircraft. A speed stick, also known as a throttle stick, is a stick used to control the forward speed or longitudinal speed of an aircraft. It can be a single-degree-of-freedom throttle stick or a multi-degree-of-freedom stick that includes a stick for controlling forward speed.

[0152] Accordingly, the implementation of S12 may include at least one of the following:

[0153] Item 1: Place the aircraft's control stick at its extreme position and acquire real-time data on the aircraft's target speed changes.

[0154] In this implementation, the longitudinal position signal of the joystick is used as input to execute the limit position determination logic; when it is determined that the joystick is at the physical stop point of the longitudinal travel (forward stop or rear stop), speed recording is triggered to obtain the target speed change data.

[0155] For example, the extreme positions of the joystick include: a first extreme position and a second extreme position opposite in direction to the first extreme position.

[0156] Furthermore, the implementation of the first item may include at least one of the following:

[0157] 1) Place the joystick at the first extreme position and acquire the first velocity change data;

[0158] In this implementation, when the stick displacement monitoring thread detects that the longitudinal displacement value of the control stick indicates that it has been pushed forward to the end (i.e., the first limit position), it immediately generates a rising edge trigger signal; this trigger signal starts a timer, which continuously collects and records the airspeed value over a certain period of time, generating the first speed change data.

[0159] The target velocity change data includes: first velocity change data.

[0160] 2) Place the joystick at the second extreme position and obtain the second speed change data;

[0161] In this implementation, when the stick displacement monitoring thread detects that the longitudinal displacement value of the control stick indicates that it has been pushed all the way back (i.e., the second limit position), it immediately generates a falling edge trigger signal. This trigger signal starts a timer, which continuously collects and records the airspeed value over a certain period of time, generating the second speed change data.

[0162] The target speed change data includes: second speed change data.

[0163] 3) Place the joystick at the first extreme position and then place it at the second extreme position within a first preset time period to obtain the third speed change data;

[0164] In this implementation, the joystick is quickly pushed to the first extreme position and held in this state for a first preset time (such as a very short time). At the instant the time reaches the first preset time, the joystick is pulled directly from the first extreme position to the second extreme position at an extremely fast joystick speed. During this implementation, the complete data of airspeed change with time throughout the entire process is continuously recorded as the third speed change data.

[0165] The target speed change data includes: third speed change data.

[0166] Item 2: Set the aircraft's speed lever to its limit position and acquire real-time data on changes in the aircraft's target altitude.

[0167] In this implementation, the longitudinal position signal of the speed lever is used as input to execute the limit position determination logic; when it is determined that the speed lever is at the physical stop point of the longitudinal stroke (forward stop or rear stop), the height recording is triggered to obtain the target height change data.

[0168] For example, the extreme positions of the speed lever include: a third extreme position and a fourth extreme position in the opposite direction to the third extreme position.

[0169] Therefore, the implementation of the second item may include at least one of the following:

[0170] 4) Set the speed lever to the third limit position and obtain the first height change data;

[0171] In this implementation, when the throttle monitoring thread detects that the speed lever position indicator has been pushed forward to the end (i.e., the third limit position, maximum thrust or maximum acceleration), it reads the fused values ​​of the radio altimeter and barometric altimeter, records the aircraft's climb rate and altitude increment under the action of maximum thrust or maximum acceleration, and generates the first altitude change data.

[0172] The target altitude change data includes: first altitude change data.

[0173] 5) Place the speed lever at the fourth limit position and obtain the second height change data;

[0174] In this implementation, when the throttle monitoring thread detects that the speed lever position indicator has been pushed back to the end (i.e., the fourth limit position, minimum thrust (or minimum acceleration, or maximum deceleration)), it reads the altitude value, records the aircraft's descent rate and altitude reduction under minimum thrust (or minimum acceleration, or maximum deceleration), and generates the second altitude change data.

[0175] The target altitude change data includes: second altitude change data.

[0176] 6) Place the speed lever at the third limit position and then place it at the fourth limit position within the second preset time period to obtain the third height change data;

[0177] In this implementation, the speed lever is quickly pushed to the third limit position and held in this state for a second preset time (such as a very short time). At the instant the second preset time is reached, the lever is pulled directly from the third limit position to the fourth limit position at an extremely fast lever speed. During this implementation, the complete data of the height change over time is continuously recorded as the third height change data.

[0178] The target altitude change data includes: the third altitude change data.

[0179] S13. Determine the aircraft's control performance evaluation based on real-time operational data and preset operational judgment data.

[0180] In this step, real-time operational data is compared with preset operational judgment data, and the aircraft's handling performance is evaluated based on whether it meets the operational judgment data.

[0181] Optionally, the running decision data includes: speed change threshold range and / or height change threshold range.

[0182] In this implementation, the speed change threshold range can be defined by a preset speed +v1 and a preset speed -v2, which is used to evaluate whether the speed fluctuation of the aircraft under extreme attitude control is within the acceptable design envelope; the altitude change threshold range can be defined by a preset altitude +h1 and a preset altitude -h2 (or it can be the range of altitude change rate [VS+h3, VS-h4]), which is used to evaluate whether the altitude drift or rate of ascent and descent of the aircraft under extreme thrust change is within the safe design range.

[0183] In one possible implementation, the speed change threshold range can be set based on the aircraft's theoretical maximum / minimum speed, for example, ±5% airspeed deviation; the altitude change threshold range can be determined based on the aircraft's altitude change rate (e.g., change rate ±0.5m / s) or altitude (e.g., altitude ±30m).

[0184] Optionally, the real-time operational data may also include: real-time limit rate of climb and / or real-time level flight speed boundaries; then the operational judgment data may also include: the aircraft's theoretical limit rate of climb and / or the aircraft's theoretical level flight speed boundaries.

[0185] In this implementation, the real-time limit rate of climb can be the value of the maximum descent rate or maximum climb rate measured and recorded by airborne sensors (e.g., air data computer or vertical speedometer); the theoretical limit rate of climb can be the theoretical maximum climb rate or maximum descent rate retrieved from the airborne performance database based on aircraft design performance data and current flight conditions (e.g., weight, altitude, temperature).

[0186] Real-time level flight speed boundaries can be the instantaneous extreme values ​​of the maximum and minimum level flight speeds recorded by airspeed or ground speed measurements from inertial navigation during extreme maneuvers; theoretical level flight speed boundaries can be the theoretical maximum and minimum level flight speeds retrieved from the airborne performance envelope database based on the aircraft's current flight configuration.

[0187] The power-assisted aircraft control test flight method provided in this application involves controlling the aircraft to operate at a first preset speed and a first preset altitude, where the first preset speed and altitude are determined based on the aircraft's flight pattern. The control stick is placed at its extreme position to obtain real-time operational data. Based on the real-time operational data and preset operational judgment data, the aircraft's control performance is evaluated. This technical solution ensures the consistency and repeatability of the initial test flight state by controlling the aircraft to operate stably at the first preset speed matching the flight pattern, providing standardized benchmark conditions for subsequent control inputs. Placing the control stick at its extreme position fully stimulates the aircraft's longitudinal control response, obtaining its real-time operational data under extreme commands, thus comprehensively covering performance within the design boundaries. Finally, by comparing the real-time operational data with preset operational judgment data, the aircraft's ability to maintain extreme control under speed closed-loop control can be objectively and quantitatively evaluated, effectively verifying whether its longitudinal control performance meets airworthiness requirements.

[0188] Based on the above embodiments, Figure 2 A flowchart illustrating the flight test method for the control of a powered aircraft provided in this application embodiment. Figure 2 ,like Figure 2 As shown, one implementation of S13 above may include at least one of the following steps:

[0189] S21. If the target speed change data is within the speed change threshold range, the stability evaluation in the handling performance evaluation under the height change scenario is determined to be qualified; otherwise, it is unqualified.

[0190] In this step, the recorded target velocity change data is compared one by one with the upper and lower limits of the velocity change threshold range.

[0191] If all values ​​of the target speed change data fall within this range, the stability evaluation in the handling performance assessment under altitude change scenarios is deemed satisfactory; if any value of the target speed change data falls outside this range, the stability evaluation in the handling performance assessment under altitude change scenarios is deemed unsatisfactory.

[0192] S22. If the target height change data is within the height change threshold range, the stability evaluation under the speed change scenario is determined to be qualified; otherwise, it is unqualified.

[0193] In this step, the recorded target height change data is compared one by one with the upper and lower limits of the height change threshold range.

[0194] If all values ​​of the target height change data fall within this range, the stability evaluation under the speed change scenario is deemed satisfactory; if any value of the target height change data falls outside this range, the stability evaluation in the handling performance evaluation under the speed change scenario is deemed unsatisfactory.

[0195] The power-assisted aircraft control flight test method provided in this application determines the stability evaluation in the altitude change scenario as qualified if the target speed change data is within the speed change threshold range, and unqualified otherwise; similarly, it determines the stability evaluation in the speed change scenario as qualified if the target altitude change data is within the altitude change threshold range, and unqualified otherwise. In this technical solution, by comparing the measured target speed change data under extreme control with the speed change threshold range, and comparing the target altitude change data with the preset altitude change threshold range, quantitative criteria for the stability evaluation of control performance can be achieved. This not only eliminates individual differences and uncertainties caused by subjective evaluation, but also provides clear fault-indicating basis for subsequent targeted optimization of flight control parameters by separately assessing speed stability in altitude change scenarios and altitude stability in speed change scenarios.

[0196] Based on the above embodiments, Figure 3 A flowchart illustrating the flight test method for the control of a powered aircraft provided in this application embodiment. Figure 3 ,like Figure 3 As shown, another implementation of S13 above may include at least one of the following steps:

[0197] S31. Determine the limit evaluation in the control performance evaluation based on the real-time limit rise and fall rate and the theoretical limit rise and fall rate;

[0198] In this step, the maximum vertical speed value of the climbing segment is extracted from the real-time operation data recorded above, which is used as the real-time limit rate of ascent and descent; at the same time, the theoretical limit rate of ascent and descent corresponding to the current scenario conditions is extracted from the database.

[0199] Furthermore, a division operation can be performed to divide the real-time limit rise / fall rate by the theoretical limit rise / fall rate to obtain a percentage coefficient, and this percentage coefficient can be mapped to a grade scale for the limit evaluation.

[0200] The larger the percentage coefficient, the higher the limit evaluation is considered; the smaller the percentage coefficient, the lower the limit evaluation is considered.

[0201] In addition, a percentage threshold can be set to determine whether the limit assessment is qualified.

[0202] S32. Determine the limit evaluation in the handling performance evaluation based on the real-time level flight speed boundary and the theoretical level flight speed boundary.

[0203] In this step, the maximum and minimum instantaneous speed values ​​of the level flight segment are extracted from the real-time operation data recorded above, and used as the real-time level flight speed boundaries; at the same time, the theoretical level flight speed boundaries (i.e., V_min and V_max) of the corresponding flight mode are read from the database.

[0204] Then, the upper boundary deviation and the lower boundary deviation are calculated separately, and the limit evaluation of the handling performance is determined based on these two deviation values.

[0205] If the real-time level flight speed boundary (taking the minimum instantaneous speed value as an example) is closer to the theoretical level flight speed boundary (taking V_min as an example), the limit evaluation is considered to be higher; if it is farther away, the limit evaluation is considered to be lower.

[0206] The power-assisted aircraft control flight test method provided in this application determines the limit evaluation in control performance evaluation based on the real-time limit rate of climb and fall and the theoretical limit rate of climb and fall; it also determines the limit evaluation in control performance evaluation based on the real-time level flight speed boundary and the theoretical level flight speed boundary. In this technical solution, by comparing the measured real-time limit rate of climb and fall with the theoretical limit rate of climb and fall, and by comparing the measured real-time level flight speed boundary with the theoretical level flight speed boundary, a quantitative assessment of the aircraft's limit capability when approaching the performance envelope boundary can be achieved. This allows for accurate determination of the degree of agreement between the actual achieved limit performance and the design theoretical value, providing data support for identifying deeper problems such as power system degradation, aerodynamic characteristic deviations, or insufficient flight control gain, and thereby determining whether the aircraft has the capability margin for safe operation under extreme conditions.

[0207] Based on the above embodiments, Figure 4 A flowchart illustrating the flight test method for a powered aircraft control system provided in this application embodiment. Figure 4 ,like Figure 4 As shown, the overall process of a possible flight test method includes the following steps:

[0208] S41. Determine the flight configuration;

[0209] S421. Conduct altitude change test flights and level flight acceleration and deceleration test flights for multi-rotor configurations;

[0210] S422. For the transition mode, conduct altitude change test flights and level flight acceleration and deceleration test flights;

[0211] S423. For fixed-wing configurations, conduct altitude change test flights and level flight acceleration and deceleration test flights;

[0212] The execution order of S421-S423 is determined based on the actual situation, and the order of altitude change test flights and level flight acceleration and deceleration test flights can be adjusted.

[0213] S43. Complete longitudinal operation test flight.

[0214] Based on the above embodiments, Figure 5 A flowchart illustrating the flight test method for a powered aircraft control system provided in this application embodiment. Figure 5 ,like Figure 5 As shown, the overall process of a possible altitude change test flight method includes the following steps:

[0215] S501, Altitude Change Test Flight Method;

[0216] S502, Climb to the first preset height and maintain it;

[0217] S503, maintain the first preset speed;

[0218] S504. Push the control stick forward to the end to obtain the aircraft's theoretical limit rate of descent.

[0219] S505, revert to S502 and S503;

[0220] S506. Push the control stick all the way back to obtain the aircraft's theoretical maximum climb rate.

[0221] S507, revert to S502 and S503;

[0222] S508. Push the control stick forward to the end to obtain the aircraft's theoretical maximum descent rate; and push the control stick backward to the end as quickly as possible to obtain the aircraft's theoretical maximum climb rate.

[0223] S509. Determine whether the target speed change data does not exceed the speed change threshold range; if yes, proceed to S510; if no, proceed to S501.

[0224] S510 completes altitude change test flight.

[0225] Based on the above embodiments, Figure 6 A flowchart illustrating the flight test method for a powered aircraft control system provided in this application embodiment. Figure 6 ,like Figure 6 As shown, the overall process of a possible level flight acceleration / deceleration test flight method includes the following steps:

[0226] S601, Level Flight Acceleration and Deceleration Test Flight Method;

[0227] S602, Climb to the first preset height and maintain it;

[0228] S603, Maintain the first preset speed during flight;

[0229] S604. Push the speed lever forward to the end as quickly as possible to obtain the aircraft's maximum level flight speed;

[0230] S605. Push the speed lever back to the end as quickly as possible to obtain the aircraft's minimum level flight speed;

[0231] S606. Determine whether the target height change data does not exceed the height change threshold range; if yes, proceed to S607; if no, proceed to S601.

[0232] S607, completed level flight acceleration and deceleration test flights.

[0233] Based on the above technical solutions, the embodiments of this application have the following advantages:

[0234] 1) Power-lifted aircraft suitable for speed closed-loop control;

[0235] 2) Different flight test methods were proposed for multi-rotor, transitional, and fixed-wing configurations;

[0236] 3) It can meet the airworthiness standards for powered aircraft.

[0237] Based on the above embodiments, Figure 7 A flowchart illustrating the power-enhanced aircraft handling performance optimization method provided in this application embodiment is shown below. Figure 7 As shown, the method includes:

[0238] S71, Obtain a handling performance evaluation;

[0239] In this step, the handling performance evaluation is based on the evaluation results obtained using the corresponding flight test methods described above.

[0240] That is, after completing altitude change test flights and / or level flight acceleration and deceleration test flights, the collected real-time operating data is compared with the preset operating judgment data to generate the control performance evaluation.

[0241] This handling performance evaluation is used to characterize whether the longitudinal handling qualities of an aircraft under a specific flight mode meet the design requirements. Its specific contents may include stability evaluation and / or limit evaluation, but are not limited to these.

[0242] The evaluation of handling performance can be obtained either by directly reading the generated evaluation results from the flight test data record or by performing real-time calculations on the original flight test data.

[0243] S72. Optimize the speed controller and / or altitude controller in the aircraft based on the performance evaluation.

[0244] In this step, after obtaining the handling performance evaluation, the speed controller and / or altitude controller in the aircraft flight control system are optimized and adjusted based on the handling quality defects reflected in the evaluation.

[0245] A speed controller can refer to a control module used to maintain an aircraft's flight speed within a target range, which achieves closed-loop speed control by automatically adjusting engine thrust; an altitude controller refers to a control module used to maintain an aircraft's flight altitude within a target range.

[0246] Specific optimization and adjustment methods include, but are not limited to: adjusting the control parameters of the corresponding controller, such as the proportional gain coefficient, integral gain coefficient, derivative gain coefficient, feedforward compensation coefficient, response bandwidth, or filtering time constant.

[0247] Optionally, a possible implementation of S72 may include at least one of the following:

[0248] Item 1: If the stability evaluation is unqualified, optimize the speed controller and / or height controller based on the target speed change data and / or target height change data corresponding to the stability evaluation.

[0249] In this implementation, when the stability evaluation result is unqualified, it indicates that the aircraft's ability to maintain speed or altitude during altitude or speed changes has not met the design requirements. In this case, target speed change data and / or target altitude change data corresponding to the stability evaluation result are further obtained as the basis for adjustment.

[0250] Among them, 1) If the stability evaluation fails, it is caused by the speed deviating from the speed change threshold range during the altitude change test flight: the target speed change data recorded in the test flight (e.g., the speed change curve and maximum deviation after the control stick is pushed to the limit position) can be obtained, and the control parameters of the speed controller can be adjusted accordingly, such as increasing the proportional gain of the speed controller to improve the speed tracking response speed, or adjusting the integral gain to eliminate the steady-state speed deviation.

[0251] 2) If the stability evaluation fails due to the altitude deviation from the altitude change threshold during level flight acceleration and deceleration test flights: the target altitude change data recorded during the test flight can be obtained (e.g., the altitude deviation curve and maximum deviation after the speed stick is pushed to the limit position), and the control parameters of the altitude controller can be adjusted accordingly, such as adjusting the proportional gain of the altitude controller to enhance the altitude deviation correction capability.

[0252] 3) If both speed and altitude stability evaluations fail, the parameters of both the speed controller and altitude controller can be adjusted simultaneously.

[0253] The above adjustments enable the aircraft to maintain its speed or altitude within the allowable deviation range even when the control stick or speed stick is at its limit position during subsequent flights, thereby changing the stability evaluation from unqualified to qualified.

[0254] Item 2: If the limit assessment is unqualified, optimize the speed controller and / or altitude controller based on the real-time limit rate of ascent and descent and / or real-time level flight speed boundary corresponding to the limit assessment.

[0255] In this implementation, when the limit evaluation is unqualified, it indicates that the aircraft's actual achievable extreme rate of climb or level flight speed boundary under extreme control conditions fails to cover the theoretical design envelope. In other words, the aircraft's extreme performance is limited by the controller and does not meet the design expectations. At this time, the real-time extreme rate of climb and / or real-time level flight speed boundary corresponding to the limit evaluation is further obtained as the basis for adjustment.

[0256] 1) Regarding the failure to meet the limit evaluation, if it is caused by the real-time limit rate of climb / descendancy during the altitude change test flight not reaching the theoretical limit rate of climb / descendancy: this indicates that during the altitude change process with the control stick at the limit position, the altitude controller's limit setting for the rate of climb / descendancy was too conservative, or the energy distribution strategy in the total energy control system limited the vertical speed. In this case, the real-time limit rate of climb / descendancy data recorded during the test flight can be obtained (e.g., the maximum rate of climb or descent actually achieved by the aircraft after the control stick is pulled to the limit position and its response curve), and the control parameters of the altitude controller can be adjusted accordingly. For example, the vertical speed limit value of the altitude controller can be appropriately relaxed, or the control gain of the pitch angle on the rate of climb / descendancy in the total energy control system can be adjusted to release the control authority of the altitude control channel in the limit state, thereby allowing the aircraft to achieve the theoretical limit rate of climb / descendancy expected in the design.

[0257] 2) Regarding the failure of the limit assessment, if it is caused by the real-time level flight speed boundary not covering the theoretical level flight speed boundary during acceleration / deceleration tests: This indicates that during acceleration / deceleration with the speed stick at its limit position, the speed controller's coordinated control strategy for throttle and pitch limited the extension of the speed boundary, causing the aircraft's actual minimum level flight speed (close to the stall boundary) or maximum level flight speed (close to the structural or thrust boundary) to fail to cover the theoretical envelope. In this case, the real-time level flight speed boundary data recorded during the test flight can be obtained (e.g., the maximum level flight speed actually reached or the minimum controllable speed decelerated to after the speed stick is pushed to its limit position, and its changing trend). Based on this, the control parameters of the speed controller can be adjusted, such as adjusting the thrust limit parameters of the throttle channel in the total energy control system, optimizing the integral saturation limit strategy of the speed controller, or recalibrating the protection boundary of the airspeed limiter, so that the speed controller can fully utilize the engine performance under extreme thrust conditions, thereby extending the actual speed boundary to the theoretical envelope range.

[0258] 3) If both the real-time limit rate of climb and the real-time level flight speed boundary fail in the extreme performance evaluation, it indicates that the aircraft has insufficient vertical energy distribution capability and horizontal thrust output capability under extreme conditions. In this case, it is necessary to simultaneously adjust the altitude controller and the speed controller. Based on the deviations in the flight test records under the two extreme conditions, the total energy error control gain, energy distribution error control parameters, vertical speed limit, and throttle limit values ​​of the total energy control system can be adjusted synchronously to achieve balanced optimization of the control authority and response characteristics of the two channels within the entire flight envelope.

[0259] Through the above adjustments, the aircraft's extreme maneuverability meets the design specifications, thereby changing the extreme performance evaluation from unqualified to qualified.

[0260] The power-assisted aircraft handling performance optimization method provided in this application involves acquiring a handling performance evaluation and optimizing the speed controller and / or altitude controller in the aircraft based on the evaluation. This technical solution, by acquiring a handling performance evaluation and optimizing the speed controller and / or altitude controller in the aircraft flight control system based on the evaluation data, avoids the subjectivity and blindness of current trial-and-error methods, thereby significantly improving the efficiency and accuracy of controller parameter tuning. This effectively prevents speed and altitude deviations from acceptable limits during subsequent flights, ensuring flight safety and meeting the verification requirements for longitudinal handling performance under airworthiness regulations.

[0261] Based on the above embodiments, Figure 8 This is a schematic diagram of the structure of the powered aircraft control flight test device provided in the embodiments of this application, as shown below. Figure 8 As shown, the device includes:

[0262] The control module 81 is used to control the aircraft to operate at a first preset speed and a first preset altitude, wherein the first preset speed and the first preset altitude are determined based on the aircraft's flight pattern;

[0263] The first acquisition module 82 is used to place the aircraft's control stick to the extreme position in order to acquire the aircraft's real-time operating data;

[0264] The determination module 83 is used to determine the aircraft's control performance evaluation based on real-time operating data and preset operating judgment data.

[0265] In one or more embodiments, the control lever includes: a joystick and / or a speed lever; real-time operating data includes: target speed change data and / or target altitude change data;

[0266] Accordingly, the first acquisition module 82 is specifically used for:

[0267] Place the aircraft's control stick at its extreme position to acquire real-time data on changes in the aircraft's target speed;

[0268] And / or, place the aircraft's speed stick at its limit position to acquire real-time data on changes in the aircraft's target altitude.

[0269] In one or more embodiments, the extreme positions of the joystick include: a first extreme position and a second extreme position opposite in direction to the first extreme position;

[0270] Accordingly, the first acquisition module 82 places the aircraft's control stick at its extreme position and acquires the target speed change data of the aircraft in real time, specifically for performing at least one of the following:

[0271] Place the joystick at the first extreme position and acquire the first velocity change data. The target velocity change data includes: the first velocity change data.

[0272] Place the joystick at the second extreme position and acquire the second speed change data. The target speed change data includes: the second speed change data.

[0273] The joystick is placed at the first extreme position and then at the second extreme position within a first preset time period to obtain the third speed change data. The target speed change data includes the third speed change data.

[0274] In one or more embodiments, the extreme positions of the speed lever include: a third extreme position and a fourth extreme position opposite in direction to the third extreme position;

[0275] Accordingly, the first acquisition module 82 sets the aircraft's speed lever to its extreme position and acquires the target altitude change data of the aircraft in real time, specifically for performing at least one of the following:

[0276] Set the speed lever to the third limit position and obtain the first height change data. The target height change data includes: the first height change data.

[0277] Set the speed lever to the fourth limit position and obtain the second altitude change data. The target altitude change data includes: the second altitude change data.

[0278] Place the speed lever at the third limit position and then at the fourth limit position within the second preset time period to obtain the third height change data. The target height change data includes the third height change data.

[0279] In one or more embodiments, the operation determination data includes: a speed change threshold range and / or a height change threshold range;

[0280] Accordingly, module 83 determines the aircraft's handling performance evaluation based on real-time operational data and preset operational judgment data, specifically for performing at least one of the following:

[0281] If the target speed change data is within the speed change threshold range, the stability evaluation in the handling performance evaluation under the altitude change scenario is determined to be qualified; otherwise, it is unqualified.

[0282] If the target height change data is within the height change threshold range, the stability evaluation under the speed change scenario is deemed qualified; otherwise, it is deemed unqualified.

[0283] In one or more embodiments, the real-time operational data further includes: real-time limit rate of climb and / or real-time level flight speed boundaries;

[0284] Accordingly, module 83 determines the aircraft's handling performance evaluation based on real-time operational data and preset operational judgment data, specifically for performing at least one of the following:

[0285] The limit evaluation in the handling performance evaluation is determined based on the real-time limit rate of climb and fall and the aircraft's theoretical limit rate of climb and fall;

[0286] Based on the real-time level flight speed boundary and the aircraft's theoretical level flight speed boundary, the limit evaluation in the control performance evaluation is determined.

[0287] In one or more embodiments, before controlling the aircraft to operate at a first preset altitude based on a first preset speed, the control module 81 is further configured to:

[0288] Acquire the flight status of the aircraft;

[0289] Based on the flight pattern, the first preset altitude, minimum level flight speed, and maximum level flight speed are determined;

[0290] The first preset speed is determined based on the minimum level flight speed and the maximum level flight speed.

[0291] In one or more embodiments, the flight configuration includes any of the following: multi-rotor configuration, transitional configuration, and fixed-wing configuration;

[0292] Multirotor configuration refers to the flight configuration of an aircraft supported by lift generated by an engine-driven lift device or engine thrust.

[0293] The transitional form is the flight form supported by the corresponding lift in both the multi-rotor and fixed-wing configurations.

[0294] Fixed-wing configuration refers to the flight configuration of an aircraft supported by the aerodynamic lift generated by a fixed wing surface.

[0295] In one or more embodiments, the aircraft employs a speed closed-loop control system;

[0296] The speed closed-loop control system is used to maintain the aircraft's actual flight speed at the target speed by automatically adjusting the thrust of the aircraft's power plant when the control stick is in the full range of its travel. The target speed is determined based on the minimum and maximum level flight speeds of the aircraft under its current flight conditions.

[0297] Based on the above embodiments, Figure 9 This is a schematic diagram of the structure of the power-enhanced aircraft handling performance optimization device provided in the embodiments of this application, as shown below. Figure 9 As shown, the device includes:

[0298] The second acquisition module 91 is used to acquire the operation performance evaluation in the first aspect and the embodiment;

[0299] Optimization module 92 is used to optimize the speed controller and / or altitude controller in an aircraft based on handling performance evaluation.

[0300] In one or more embodiments, the handling performance evaluation includes: stability evaluation and / or limit evaluation;

[0301] Accordingly, optimization module 92 optimizes the speed controller and / or altitude controller in the aircraft based on the control performance evaluation, specifically for;

[0302] If the stability evaluation is unqualified, optimize the speed controller and / or height controller based on the target speed change data and / or target height change data corresponding to the stability evaluation.

[0303] If the limit assessment is unsatisfactory, the speed controller and / or altitude controller are optimized based on the real-time limit rate of ascent and descent and / or the real-time level flight speed boundary corresponding to the limit assessment.

[0304] It should be noted that the division of the various modules in the above device is merely a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical element, or they can be physically separated. Furthermore, these modules can be implemented entirely in software through processing element calls, or entirely in hardware. Alternatively, some modules can be implemented through processing element calls in software, while others can be implemented in hardware. Moreover, these modules can be integrated together or implemented independently. The processing element here can be an integrated circuit with signal processing capabilities. During implementation, each step of the above method or each of the above modules can be completed through the integrated logic circuits in the hardware of the processor element or through software instructions.

[0305] As can be seen from the above, the power-lift aircraft control test flight device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0306] Figure 10 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 10 As shown, the electronic device provided in this embodiment includes at least one processor 101 and a memory 102.

[0307] Optionally, the electronic device also includes a communication component 103.

[0308] The processor 101, memory 102 and communication component 103 are connected via bus 104.

[0309] In a specific implementation, at least one processor 101 executes computer execution instructions stored in memory 102, causing at least one processor 101 to perform the above-described method.

[0310] The specific implementation process of processor 101 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0311] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The steps of the method disclosed in this invention can be directly manifested as being executed by a hardware processor, or executed by a combination of hardware and software modules within the processor.

[0312] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0313] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. For ease of illustration, the buses in the accompanying drawings of this application are not limited to only one bus or one type of bus.

[0314] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0315] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0316] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0317] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0318] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device to execute all or part of the steps of the methods of the various embodiments of this application.

[0319] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware associated with program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments.

[0320] Finally, it should be noted that other embodiments of this application will readily conceive of by those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and alterations may be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A method for test flight control of a powered aircraft, characterized in that, include: The aircraft is controlled to operate at a first preset speed and a first preset altitude, the first preset speed and the first preset altitude being determined based on the aircraft's flight pattern; the aircraft's control stick is placed at its extreme position, and the target speed change data of the aircraft is acquired in real time; if the target speed change data is within the speed change threshold range, the stability evaluation in the control performance evaluation under the altitude change scenario is determined to be qualified, otherwise it is unqualified; And / or, the speed stick of the aircraft is placed at its extreme position, and the target altitude change data of the aircraft is acquired in real time; if the target altitude change data is within the altitude change threshold range, the stability evaluation under the speed change scenario is determined to be qualified, otherwise it is unqualified.

2. The method according to claim 1, characterized in that, The extreme positions of the joystick include: a first extreme position and a second extreme position opposite in direction to the first extreme position; Accordingly, the step of placing the aircraft's control stick at its extreme position and acquiring the target speed change data of the aircraft in real time includes at least one of the following: The joystick is placed at the first extreme position to obtain first speed change data, wherein the target speed change data includes: the first speed change data; The joystick is placed at the second extreme position to obtain second speed change data, wherein the target speed change data includes: the second speed change data; The joystick is placed at the first extreme position and then at the second extreme position within a first preset time period to obtain third speed change data. The target speed change data includes the third speed change data.

3. The method according to claim 1, characterized in that, The extreme positions of the speed lever include: a third extreme position and a fourth extreme position opposite in direction to the third extreme position; Accordingly, placing the aircraft's speed stick at its extreme position and acquiring the aircraft's target altitude change data in real time includes at least one of the following: The speed lever is placed at the third extreme position to obtain first height change data, the target height change data including: the first height change data; The speed lever is placed at the fourth extreme position to obtain second height change data, the target height change data including: the second height change data; The speed lever is placed at the third extreme position and then at the fourth extreme position within a second preset time period to obtain the third height change data. The target height change data includes the third height change data.

4. The method according to any one of claims 1-3, characterized in that, The method further includes: real-time operating data and operating judgment data; the real-time operating data further includes: real-time limit rate of climb and / or real-time level flight speed boundary; the operating judgment data further includes: the aircraft's theoretical limit rate of climb and / or the aircraft's theoretical level flight speed boundary; Correspondingly, The limit evaluation in the handling performance evaluation is determined based on the real-time limit rise and fall rate and the theoretical limit rise and fall rate; Based on the real-time level flight speed boundary and the theoretical level flight speed boundary, the limit evaluation in the handling performance evaluation is determined.

5. The method according to any one of claims 1-3, characterized in that, Before controlling the aircraft to operate at a first preset altitude based on a first preset speed, the method further includes: Obtain the flight status of the aircraft; Based on the flight pattern, the first preset altitude, minimum level flight speed, and maximum level flight speed are determined; The first preset speed is determined based on the minimum level flight speed and the maximum level flight speed.

6. The method according to any one of claims 1-3, characterized in that, The flight mode includes any of the following: multi-rotor mode, transitional mode, and fixed-wing mode; The multi-rotor configuration refers to the flight configuration of the aircraft supported by lift generated by an engine-driven lift device or engine thrust. The fixed-wing configuration refers to the flight configuration of the aircraft supported by the aerodynamic lift generated by the fixed wing surface. The transitional form is the flight form supported by the corresponding lift in the multi-rotor form and the fixed-wing form.

7. The method according to any one of claims 1-3, characterized in that, The aircraft employs a closed-loop speed control system. The speed closed-loop control system is used to maintain the actual flight speed of the aircraft at a target speed by automatically adjusting the thrust of the aircraft's power unit when the control stick is in the full range of its travel; the target speed is determined based on the minimum level flight speed and the maximum level flight speed of the aircraft in its current flight mode.

8. A method for optimizing the handling performance of a powered aircraft, characterized in that, include: Obtain the handling performance evaluation as described in any one of claims 1-7; Based on the aforementioned handling performance evaluation, optimize the speed controller and / or altitude controller in the aircraft.

9. The method according to claim 8, characterized in that, The handling performance evaluation includes: stability evaluation and / or limit evaluation; Accordingly, optimizing the speed controller and / or altitude controller in the aircraft based on the control performance evaluation includes: If the stability evaluation is unqualified, then the speed controller and / or the height controller are optimized based on the target speed change data and / or target height change data corresponding to the stability evaluation. If the limit assessment is unqualified, the speed controller and / or the altitude controller are optimized based on the real-time limit rate of ascent and descent and / or the real-time level flight speed boundary corresponding to the limit assessment.

10. An electronic device, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-9.

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