Power running mode adjustment method, device and system of hybrid aircraft

Abstract

The application discloses a hybrid aircraft power operation mode adjustment method, device and system. The method comprises the following steps: determining the position information of the hybrid aircraft, and determining the noise control level corresponding to the position information; in the case that the noise control level is any level in the first noise control level set and the preset exemption condition is not met, adjusting the operation mode of the power system of the hybrid aircraft to the pure electric mode; in the case that the noise control level is any level in the first noise control level set and the preset exemption condition is met, or in the case that the noise control level is any level in the second noise control level set, adjusting the operation mode of the power system of the hybrid aircraft to the non-pure electric mode; wherein the noise control level in the first noise control level set is greater than the noise control level in the second noise control level set, and the operation noise of the power system in the non-pure electric mode is greater than the operation noise in the pure electric mode.

Description

Technical Field

[0001] This application relates to the field of aircraft control, and more specifically, to a method, apparatus, and system for adjusting the power operation mode of a hybrid aircraft. Background Technology

[0002] Existing hybrid aircraft often employ noise control strategies similar to those used for traditional single-powered aircraft (such as pure internal combustion engine aircraft or conventional helicopters). This involves controlling noise through mechanical or aerodynamic means such as reducing propeller speed, adjusting rotor pitch, or limiting flight speed. While some technologies can specifically design noise reduction methods based on the characteristics of hybrid aircraft, these methods often result in poor endurance. Summary of the Invention

[0003] This application provides a method, apparatus, and system for adjusting the power operation mode of a hybrid aircraft, in order to at least solve the problem in the related art that the noise reduction methods designed for hybrid aircraft lead to poor endurance of the hybrid aircraft.

[0004] According to one embodiment of this application, a method for adjusting the power operation mode of a hybrid aircraft is provided, comprising: determining the position information of the hybrid aircraft and determining the noise control level corresponding to the position information; adjusting the operation mode of the hybrid aircraft's power system to pure electric mode when the noise control level is any level in a first noise control level set and a preset exemption condition is not met; adjusting the operation mode of the hybrid aircraft's power system to a non-pure electric mode when the noise control level is any level in the first noise control level set and a preset exemption condition is met, or when the noise control level is any level in a second noise control level set; wherein, the noise control level in the first noise control level set is greater than the noise control level in the second noise control level set, and the operating noise of the power system in the non-pure electric mode is greater than the operating noise in the pure electric mode.

[0005] Furthermore, the hybrid aircraft includes an engine and a propeller, and the preset exemption conditions include at least one of the following: the difference between a first noise value of the propeller and a second noise value of the engine in the start-up state is greater than or equal to a first masking threshold; the difference between a third noise value of another aircraft and the second noise value is greater than or equal to a second masking threshold, wherein the other aircraft includes one of the following: aircraft flying in formation with the hybrid aircraft, and escort aircraft of the hybrid aircraft; when the engine is in the start-up state, the noise value increment of the ambient background noise value of the target area corresponding to the position information is less than or equal to a preset increment threshold.

[0006] Further, the target masking threshold is determined by: determining the target noise control level allowed by the location information; determining the target masking threshold corresponding to the target noise control level according to the correspondence between the noise control level and the masking threshold; wherein the target masking threshold includes at least one of the following: the first masking threshold and the second masking threshold.

[0007] Furthermore, after adjusting the operating mode of the hybrid aircraft's power system to a non-pure electric mode, the method further includes: when the difference between the first noise value and the second noise value of the propeller is less than or equal to a third masking threshold, and / or the difference between the third noise value and the second noise value of the other aircraft is less than or equal to a fourth masking threshold, switching the operating mode of the power system from the non-pure electric mode to the pure electric mode; wherein the third masking threshold is less than the first masking threshold and the fourth masking threshold is less than the second masking threshold.

[0008] Furthermore, if the hybrid aircraft is in the takeoff or landing phase, it is determined that the preset exemption conditions are met.

[0009] Further, the third noise value of the other aircraft is determined by at least one of the following methods: determining the third noise value based on the external noise value collected by the noise acquisition array of the hybrid aircraft; determining the third noise value based on the self-noise value reported by the other aircraft through the inter-formation data link.

[0010] Furthermore, the flight distance between the other aircraft and the hybrid aircraft is within a preset distance range.

[0011] Further, the noise value increment is determined by: acquiring the ambient background noise value; and determining the noise value increment based on the expected total ground noise value when the engine is in the starting state and the ambient background noise value.

[0012] Furthermore, the preset exemption condition also includes: the hybrid aircraft is in mission emergency mode.

[0013] Further, the activation of the mission emergency mode is determined by at least one of the following: a triggered signal of the emergency mode switch on the hybrid aircraft, wherein the triggered signal is used to indicate that the emergency mode switch is triggered to the on state; an emergency mission command sent from the ground station associated with the hybrid aircraft to the hybrid aircraft; and an emergency obstacle avoidance signal triggered by the flight control system of the hybrid aircraft.

[0014] According to one embodiment of this application, a power operation mode adjustment device for a hybrid aircraft is provided, comprising: a first determining module, configured to determine the position information of the hybrid aircraft and determine the noise control level corresponding to the position information; a first adjusting module, configured to adjust the operation mode of the hybrid aircraft's power system to pure electric mode when the noise control level is any level in a first noise control level set and a preset exemption condition is not met; and a second adjusting module, configured to adjust the operation mode of the hybrid aircraft's power system to non-pure electric mode when the noise control level is any level in the first noise control level set and a preset exemption condition is met, or when the noise control level is any level in a second noise control level set; wherein the noise control level in the first noise control level set is greater than the noise control level in the second noise control level set, and the operating noise of the power system in non-pure electric mode is greater than the operating noise in pure electric mode.

[0015] According to one embodiment of this application, a power operation mode adjustment system for a hybrid aircraft is provided, comprising: a hybrid aircraft and a control station; the hybrid aircraft is configured to determine the position information of the hybrid aircraft and determine the noise control level corresponding to the position information; when the noise control level is any level in a first noise control level set and a preset exemption condition is not met, the operating mode of the hybrid aircraft's power system is adjusted to a pure electric mode; when the noise control level is any level in the first noise control level set and a preset exemption condition is met, or when the noise control level is any level in a second noise control level set, the operating mode of the hybrid aircraft's power system is adjusted to a non-pure electric mode; wherein, the noise control level in the first noise control level set is greater than the noise control level in the second noise control level set, and the operating noise of the power system in the non-pure electric mode is greater than the operating noise in the pure electric mode; the control station is configured to send the first noise control level set and the second noise control level set to the hybrid aircraft.

[0016] According to another aspect of the embodiments of this application, a hybrid aircraft is also provided, including a controller and a power system, wherein the controller is used to execute the above-described hybrid aircraft power operation mode adjustment method to control the operation mode of the power system.

[0017] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, wherein a computer program is stored in the computer-readable storage medium, and the computer program is configured to execute the above-described method for adjusting the power operation mode of a hybrid aircraft when it is run.

[0018] According to another aspect of the embodiments of this application, an electronic device is also provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the above-described method for adjusting the power operation mode of a hybrid aircraft through the computer program.

[0019] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the steps in any of the above method embodiments.

[0020] In this embodiment, the position information of the hybrid aircraft and the noise control level corresponding to the position information are determined. If the noise control level is any level in the first noise control level set (i.e., the hybrid aircraft is in a high noise control requirement area, that is, the target area corresponding to the position information is a high noise control requirement area), and the preset exemption conditions are not met, the operating mode of the hybrid aircraft's power system is adjusted to a low-noise pure electric mode. If the noise control level is any level in the first noise control level set and the preset exemption conditions are met, or if the noise control level is any level in the second noise control level set (i.e., the hybrid aircraft is in a low noise control requirement area, that is, the target area corresponding to the position information is a low noise control requirement area), the operating mode of the hybrid aircraft's power system is adjusted to a high-noise non-pure electric mode. By combining noise control levels and preset exemption conditions to adjust the operating mode of the hybrid aircraft's power system, the power system can be adjusted to a non-pure electric mode in both high and low noise control requirement areas. This allows for full utilization of the high power and long range advantages of the non-pure electric mode, while sacrificing some noise control capabilities, thereby improving the aircraft's overall flight performance (longer range, greater payload, and faster climb). Therefore, this solves the problem in related technologies where noise reduction methods designed for hybrid aircraft lead to poor endurance. Attached Figure Description

[0021] Figure 1 This is a hardware structure block diagram of a computer terminal for a method of adjusting the power operation mode of a hybrid aircraft according to an embodiment of this application;

[0022] Figure 2 This is a flowchart of a method for adjusting the power operation mode of a hybrid aircraft according to an embodiment of this application;

[0023] Figure 3 This is a schematic diagram of the parallel architecture of a hybrid aircraft according to an embodiment of this application;

[0024] Figure 4This is a schematic diagram of the energy flow of a hybrid aircraft with a parallel architecture according to an embodiment of this application (I);

[0025] Figure 5 This is a schematic diagram (II) of the energy flow of a hybrid aircraft with a parallel architecture according to an embodiment of this application;

[0026] Figure 6 This is a schematic diagram (III) of the energy flow of a hybrid aircraft with a parallel architecture according to an embodiment of this application;

[0027] Figure 7 This is a schematic diagram of the energy flow of a hybrid aircraft with a parallel architecture according to an embodiment of this application (IV);

[0028] Figure 8 This is a schematic diagram of a series architecture of a hybrid aircraft according to an embodiment of this application;

[0029] Figure 9 This is a schematic diagram of the energy flow of a hybrid aircraft with a series architecture according to an embodiment of this application (I);

[0030] Figure 10 This is a schematic diagram (II) of the energy flow of a hybrid aircraft with a series architecture according to an embodiment of this application;

[0031] Figure 11 This is a schematic diagram of the series-parallel architecture of a hybrid aircraft with a transmission mechanism according to an embodiment of this application;

[0032] Figure 12 This is a schematic diagram of the energy flow of a hybrid aircraft with a series-parallel architecture according to an embodiment of this application (I);

[0033] Figure 13 This is a schematic diagram (II) of the energy flow of a hybrid aircraft with a series-parallel architecture according to an embodiment of this application;

[0034] Figure 14 This is a schematic diagram (III) of the energy flow of a hybrid aircraft with a series-parallel architecture according to an embodiment of this application;

[0035] Figure 15 This is a schematic diagram of the energy flow of a hybrid aircraft with a series-parallel architecture according to an embodiment of this application (IV);

[0036] Figure 16 This is a schematic diagram (a) of a range extender according to an embodiment of this application;

[0037] Figure 17 This is a schematic diagram (II) of a range extender according to an embodiment of this application;

[0038] Figure 18This is a schematic diagram of the flight path of a hybrid aircraft according to an embodiment of this application (I);

[0039] Figure 19 This is a schematic diagram of the flight path of a hybrid aircraft according to an embodiment of this application (II);

[0040] Figure 20 This is a structural block diagram of a power operation mode adjustment device for a hybrid aircraft according to an embodiment of this application. Detailed Implementation

[0041] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0042] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application 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 this application 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 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.

[0043] The methods and embodiments provided in this application can be executed on a computer terminal or similar computing system. Taking running on a computer terminal as an example, Figure 1 This is a hardware structure block diagram of a computer terminal for a method of adjusting the power operation mode of a hybrid aircraft according to an embodiment of this application. Figure 1 As shown, a computer terminal may include one or more ( Figure 1 Only one is shown in the diagram. A processor 101 (which may include, but is not limited to, a microprocessor MCU or a programmable logic device FPGA, etc.) and a memory 102 for storing data are also shown. In one exemplary embodiment, the computer terminal may further include a transmission device 103 for communication functions and an input / output device 104. Those skilled in the art will understand that... Figure 1The structure shown is for illustrative purposes only and does not limit the structure of the computer terminal described above. For example, the computer terminal may also include components that are more complex than those described above. Figure 1 The more or fewer components shown, or having the same Figure 1 Equivalent functions or ratios shown Figure 1 The functions shown have more different configurations.

[0044] The memory 102 can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to the hybrid aircraft power operation mode adjustment method in this embodiment. The processor 101 executes various functional applications and data processing by running the computer program stored in the memory 102, thereby implementing the above-described method. The memory 102 may include high-speed random access memory and may also include non-volatile memory, such as one or more magnetic storage systems, flash memory, or other non-volatile solid-state memory. In some instances, the memory 102 may further include memory remotely located relative to the processor 101, and these remote memories can be connected to a computer terminal via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0045] The transmission device 103 is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by a communication provider for the computer terminal. In one example, the transmission device 103 includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet.

[0046] This embodiment provides a method for adjusting the power operation mode of a hybrid aircraft, applied to the aforementioned computer terminal, which is located in the hybrid aircraft or control station (such as a UAV ground control console, mission command vehicle, or command cloud node). The method is described in detail below, in conjunction with the execution flow of the hybrid aircraft's power operation mode adjustment method. Figure 2 As shown, the method includes the following steps S201-203:

[0047] Step S201: Determine the position information of the hybrid aircraft and determine the noise control level corresponding to the position information;

[0048] The location information includes longitude, latitude, and three-dimensional coordinates, acquired through an onboard satellite positioning module (such as a GNSS module, BeiDou module, or GPS module) on the hybrid aircraft. The noise control level indicates the degree of noise control required by the target area corresponding to the location information. A higher noise control level indicates a higher noise control requirement (also known as control demand or control requirements) in the target area, necessitating more stringent control of the aircraft's operating noise.

[0049] The noise control level of the target area can be determined in advance based on one or more factors such as population density information, area function type, time period, dynamic events, and flight altitude. In some embodiments, before step S201 above, the noise control level of the target area is determined based on the location information, population density information, and corresponding factors using a preset noise control level mapping table or mapping model, and stored in a first or second noise control level set.

[0050] Step S202: If the noise control level is any level in the first noise control level set and the preset exemption conditions are not met, adjust the operating mode of the hybrid aircraft's power system to pure electric mode.

[0051] In pure electric mode, the hybrid aircraft's power system is powered by a battery pack. In pure electric mode, the aircraft's operating noise is lower than in non-pure electric mode, meeting the noise control requirements of areas with high noise control demands.

[0052] Step S203: When the noise control level is any level in the first noise control level set and a preset exemption condition is met, or when the noise control level is any level in the second noise control level set, the operating mode of the hybrid aircraft's power system is adjusted to a non-pure electric mode; wherein, the noise control level in the first noise control level set is greater than the noise control level in the second noise control level set, and the operating noise of the power system in the non-pure electric mode is greater than the operating noise in the pure electric mode.

[0053] The non-pure electric modes include hybrid mode and fuel mode. In hybrid mode, both the fuel engine and the battery pack provide power. In fuel mode, only the fuel engine drives the rotor. Hybrid aircraft are allowed to operate in one of three modes simultaneously: pure electric, hybrid, or fuel. The noise control levels in the first noise control level set indicate that the target area corresponding to the location information has stricter requirements for controlling the aircraft's operating noise; the noise control levels in the second noise control level set indicate that the target area corresponding to the location information has relatively more lenient requirements for controlling the aircraft's operating noise.

[0054] In some embodiments, the method of designing noise reduction measures specifically for hybrid aircraft based on their characteristics includes: for hybrid aircraft whose noise control level corresponding to their location information is any of the first noise control levels, controlling the power system of the hybrid aircraft in pure electric mode; for hybrid aircraft whose noise control level corresponding to their location information is any of the second noise control levels, controlling the power system of the hybrid aircraft in non-pure electric mode. However, this noise reduction method designed for hybrid aircraft may result in poor endurance of the hybrid aircraft.

[0055] To at least improve the range of the hybrid aircraft, in step S202 of this application embodiment, if it is determined that the target area the hybrid aircraft is flying over is a high noise control requirement area and does not meet the preset exemption conditions, then the operating mode of the hybrid aircraft's power system is adjusted to pure electric mode; in step S203, if it is determined that the target area the hybrid aircraft is flying over is a high noise control requirement area and meets the preset exemption conditions, or if it is determined that the target area the hybrid aircraft is flying over is a low noise control requirement area, then the power system is switched to hybrid mode or fuel mode.

[0056] When the method for adjusting the power operation mode of a hybrid aircraft is applied to a hybrid aircraft, steps S201 to S203 can be specifically executed by the onboard control system of the hybrid aircraft. When the method is applied to a control station, the control station receives the position information reported by the hybrid aircraft via a wireless control link, and then, after determining the operating mode that the hybrid aircraft's power system should be adjusted to in steps S201 to S202, generates a control command corresponding to the determined operating mode of the power system. The control command can be in a standardized data packet format. The control station sends the control command to the hybrid aircraft via the wireless control link. After receiving the control command, the hybrid aircraft adjusts the operating mode of its power system according to the control command.

[0057] The hybrid aircraft in this application embodiment supports one of the following architectures: parallel architecture, series architecture, and series-parallel architecture.

[0058] Optional, Figure 3This is a schematic diagram of a parallel architecture of a hybrid aircraft according to an embodiment of this application; the parallel architecture includes a first fuel tank 31, a first engine 32, a first battery pack 34, a first electric motor 33, and a rotor power system 35. The first engine 32 and the first electric motor 33 are connected in parallel through a gear transmission mechanism, and the power output shaft is connected to the rotor power system 35; wherein the first fuel tank 31 is connected to the first engine 32 to supply fuel to the first engine 32, the first battery pack 34 is electrically connected to the first electric motor 33 to supply electrical energy to the first electric motor 33, and the mechanical power output by the first engine 32 and the mechanical power output by the first electric motor 33 can be independently or jointly incorporated into the power output shaft, thereby driving the rotor power system 35 to operate.

[0059] In hybrid mode, the energy flow of a parallel-architecture hybrid aircraft is as follows: Figure 4 As shown, the first fuel tank 31 supplies fuel to the first engine 32, the first engine 32 outputs mechanical power, the first battery pack 34 outputs electrical energy to the first electric motor 33, and the first electric motor 33 synchronously outputs mechanical power; the two mechanical power outputs from the first engine 32 and the first electric motor 33 converge to the power output shaft and are delivered to the rotor power system 35 to provide power for the aircraft's flight.

[0060] In pure electric mode, the energy flow of a parallel-architecture hybrid aircraft is as follows: Figure 5 As shown, the first engine 32 stops working, the first battery pack 34 outputs electrical energy to drive the first electric motor 33 to operate, the first electric motor 33 outputs mechanical power and sends it to the power output shaft, thereby driving the rotor power system 35 to work; in this mode, only the first battery pack 34 provides the power required for flight, which can reduce the operating noise of the aircraft.

[0061] In fuel mode, the energy flow of a parallel-architecture hybrid aircraft is as follows: Figure 6 As shown, the first battery pack 34 stops outputting power, the first fuel tank 31 supplies fuel to the first engine 32, the first engine 32 outputs mechanical power and sends it to the power output shaft, driving the rotor power system 35 to operate independently, and the aircraft completes flight by relying on fuel power.

[0062] During operation in either fuel or hybrid mode using the parallel architecture, the energy flow from the first engine 32 to the first battery pack 34 is as follows: Figure 7 As shown, the first engine 32 can drive the first generator 36 to operate. The first generator 36 generates electrical energy and supplies it to the first battery pack 34, thereby recharging the first battery pack 34 and extending the aircraft's range. That is, in fuel mode or hybrid mode, the engine can supply power to the battery pack when it starts.

[0063] Optional, Figure 8This is a schematic diagram of a series architecture of a hybrid aircraft according to an embodiment of this application. The series architecture includes a second fuel tank 41, a second engine 42, a second generator 44, a second battery pack 45, a second electric motor 43, and a propeller 46. The second fuel tank 41 is connected to the second engine 42, the second engine 42 is drivenly connected to the second generator 44, the second generator 44 is electrically connected to the second electric motor 43, the second battery pack 45 is connected to the second electric motor 43, and the output end of the second electric motor 43 is connected to the propeller 46. In the series architecture, the mechanical energy output by the second engine 42 is converted into electrical energy by the second generator 44. The electrical energy can be directly supplied to the second electric motor 43 by the second generator 44, or the second battery pack 45 can assist in supplying power to the second electric motor 43. Finally, the second electric motor 43 drives the propeller 46 to rotate.

[0064] In hybrid mode, the energy flow of a series-architecture hybrid aircraft is as follows: Figure 9 As shown, the second fuel tank 41 supplies fuel to the second engine 42, the second engine 42 drives the second generator 44 to generate electrical energy, and at the same time the second battery pack 45 outputs electrical energy; the electrical energy output by the second generator 44 and the electrical energy output by the second battery pack 45 are jointly sent to the second electric motor 43, the second electric motor 43 converts the electrical energy into mechanical energy to drive the propeller 46 to rotate, providing flight power for the aircraft.

[0065] In pure electric mode, the energy flow of a series-architecture hybrid aircraft is as follows: Figure 10 As shown, the second engine 42 stops working, the second generator 44 does not generate electrical energy, and the second battery pack 45 outputs electrical energy independently and supplies it to the second electric motor 43, which drives the propeller 46 to rotate. This operating mode relies solely on the second battery pack 45 for power, which can effectively reduce the operating noise of the aircraft.

[0066] Optional, Figure 11 This is a schematic diagram of a series-parallel architecture of a hybrid aircraft with a transmission mechanism according to an embodiment of this application; the series-parallel architecture includes a transmission mechanism, which is connected to the second engine 42 and the propeller 46 respectively; the transmission mechanism enables the mechanical energy output by the second engine 42 to not only drive the second generator 44 to generate electricity, but also to directly transmit power to the outside through a mechanical path, and the second battery pack 45 is connected in parallel in the circuit of the second generator 44 and the second motor 43 to realize the storage and output of electrical energy.

[0067] When operating in hybrid mode, one energy flow direction of a hybrid aircraft with a series-parallel architecture is as follows: Figure 12As shown, the second fuel tank 41 supplies fuel to drive the second engine 42 to operate, and the second engine 42 transmits mechanical power through the transmission mechanism; the electrical energy output by the second battery pack 45 supplies the second electric motor 43, and the second electric motor 43 outputs mechanical energy, which, together with the mechanical power transmitted by the transmission mechanism, drives the propeller 46 to rotate.

[0068] When operating in hybrid mode, another energy flow direction for hybrid aircraft with a series-parallel architecture is as follows: Figure 13 As shown, during the operation of the second engine 42, the second generator 44 is driven to generate electrical energy. Part of the electrical energy is sent to the second motor 43 to drive the propeller 46, and the other part of the electrical energy is sent to the second battery pack 45 to charge and store energy. The electrical energy output by the second battery pack 45 is simultaneously supplied to the second motor 43 to drive the propeller 46.

[0069] In pure electric mode, the energy flow of a hybrid aircraft with a series-parallel architecture is as follows: Figure 14 As shown, the second engine 42 stops working, the second battery pack 45 outputs electrical energy to supply the second electric motor 43, and the second electric motor 43 outputs mechanical energy to drive the propeller 46 to rotate, so that the aircraft can fly by relying solely on electrical energy.

[0070] In fuel mode, the energy flow of a hybrid aircraft with a series-parallel architecture is as follows: Figure 15 As shown, the second battery pack 45 does not discharge externally, the second fuel tank 41 supplies fuel to drive the second engine 42, and the mechanical energy output by the second engine 42 is directly transmitted to the propeller 46 through the transmission mechanism, so the aircraft can fly by relying solely on fuel.

[0071] It should be noted that under the same architecture, there may be more energy paths that can realize pure electric mode, fuel mode, and hybrid mode, and there may also be more architectures, which will not be elaborated here.

[0072] Optionally, the structure consisting of the second engine 42 and the second generator 44 can be understood as a range extender. An embodiment of this application provides a three-dimensional perspective view of a range extender; please refer to [link / reference]. Figure 16 and Figure 17 The range extender may also include an air filter 51, and the range extender may be used to charge the second battery pack 45 or provide energy to drive the propeller.

[0073] Through the above steps, the position information of the hybrid aircraft and the corresponding noise control level are determined; if the noise control level is any level in the first noise control level set (i.e., the hybrid aircraft is in a high noise control requirement area) and the preset exemption conditions are not met, the operating mode of the hybrid aircraft's power system is adjusted to a low-noise pure electric mode; if the noise control level is any level in the first noise control level set and the preset exemption conditions are met, or if the noise control level is any level in the second noise control level set (i.e., the hybrid aircraft is in a low noise control requirement area), the operating mode of the hybrid aircraft's power system is adjusted to a high-noise non-pure electric mode. By combining noise control levels and preset exemption conditions to adjust the operating mode of the hybrid aircraft's power system, the power system can be adjusted to a non-pure electric mode in both high and low noise control requirement areas. This allows for full utilization of the high power and long range advantages of the non-pure electric mode, while sacrificing some noise control capabilities, thereby improving the aircraft's overall flight performance (longer range, greater payload, and faster climb). Therefore, this solves the problem in related technologies where noise reduction methods designed for hybrid aircraft lead to poor endurance.

[0074] It should be noted that the "first noise control level set" and "second noise control level set" mentioned in this application are not limited to only two sets, but rather refer to the fact that noise control levels can be divided into multiple levels, with the group of higher noise control levels belonging to the first noise control level set and the group of lower noise control levels belonging to the second noise control level set. For this application, the division of noise control level sets can be set to any number according to actual needs, such as three, four, or more sets, as long as it can achieve differentiated noise control requirements for different areas, it falls within the scope of protection of this application.

[0075] The hybrid aircraft described in this embodiment includes an engine and a propeller. The preset exemption conditions in steps S201 to S203 include at least one of the following: the difference between the first noise value of the propeller and the second noise value of the engine in the start-up state is greater than or equal to a first masking threshold; the difference between the third noise value of other aircraft and the second noise value is greater than or equal to a second masking threshold, wherein the other aircraft includes one of the following: aircraft flying in formation with the hybrid aircraft, and accompanying aircraft of the hybrid aircraft; when the engine is in the start-up state, the noise value increment of the ambient background noise value of the target area corresponding to the position information is less than or equal to a preset increment threshold.

[0076] The noise generated during the flight of a hybrid aircraft mainly includes at least one of the following: a first noise level from the propeller (aerodynamic noise) and a second noise level from the engine (mechanical noise). The hybrid aircraft's power system, operating in a non-pure electric mode, generates the aforementioned second engine noise level. According to the sound masking effect, when two sound sources are superimposed and the sound level difference exceeds a certain value, the human ear can only perceive the higher sound level, while the lower sound level is completely masked. Therefore, if the difference between the first noise level of the propeller and the second noise level of the engine in its running state is greater than or equal to a first masking threshold, the sound pressure level of the first noise level far exceeds that of the second noise level. In this case, even if the engine starts, the total noise perceived by ground personnel hardly increases. Therefore, the operating mode of the power system can be adjusted to a non-pure electric mode.

[0077] The first noise level of the propeller is positively correlated with the real-time flight speed of the hybrid aircraft, the real-time rotational speed of the propeller, and the load. In an optional embodiment, the first noise level of the propeller is determined by: acquiring the real-time flight speed of the hybrid aircraft and the real-time rotational speed of the propeller; and determining the first noise level of the propeller based on the real-time flight speed and the real-time rotational speed.

[0078] Specifically, the real-time flight speed of the hybrid aircraft is obtained from the airborne pitot tube or air data computer on the hybrid aircraft; and the real-time rotational speed of the propeller is obtained from the motor controller of the hybrid aircraft.

[0079] The real-time flight speed and the real-time rotational speed are input into a preset prediction model to obtain the first noise value of the propeller output by the preset prediction model, wherein the preset prediction model is calibrated based on ground bench test.

[0080] Optionally, the aforementioned preset prediction model is a propeller noise prediction model, used to estimate the A-weighted sound pressure level generated by the propeller on the ground in real time under the current state. The propeller noise prediction model is based on ground bench test calibration, and the input parameters include at least the real-time rotational speed of the propeller, the real-time flight speed, and the air density. The output is the estimated propeller noise value (i.e., the first noise value) at the ground reference point under the current flight state.

[0081] This embodiment combines a preset prediction model with real-time data, such as real-time flight speed, to accurately determine the first noise value of the propeller under the current operating conditions, providing a precise basis for adjusting the operating mode of the power system.

[0082] It should be noted that the second noise value is a noise reference value of the engine under typical operating conditions. This reference value is obtained by operating the hybrid aircraft's engine independently on the ground and measuring the generated second noise value. After acquisition, this second noise value is stored as a preset constant in the hybrid aircraft's onboard storage unit.

[0083] When hybrid aircraft operate in formation scenarios, other aircraft in the formation scenario will generate a third noise level. A formation scenario refers to multiple aircraft flying in formation or escorting each other in the same airspace; these multiple aircraft include hybrid aircraft and other aircraft.

[0084] If the third noise level (sound pressure level) of other aircraft is significantly higher than the second noise level of the hybrid aircraft's engine when it is running (i.e., the difference between the third and second noise levels is greater than or equal to the second masking threshold), then the contribution of the hybrid aircraft's engine to the overall noise of the formation can be ignored. In this case, even if the noise control level corresponding to the position information belongs to the first noise control level set, the hybrid aircraft's power system can operate in a non-pure electric mode, i.e., start the engine to ensure the power requirements for coordinated formation flight.

[0085] Optionally, the third noise value of the other aircraft may be determined by at least one of the following methods: determining the third noise value based on the external noise value collected by the noise acquisition array of the hybrid aircraft; or determining the third noise value based on the self-noise value reported by the other aircraft through the inter-formation data link.

[0086] This embodiment provides two redundant paths: noise acquisition array measurement and data link interaction. This ensures that, in formation scenarios, the noise levels of other aircraft can be accurately obtained regardless of whether data from other aircraft is acquired. This guarantees the reliability of power system operation mode adjustment under different communication environments.

[0087] The noise acquisition array is an airborne microphone array. The total ambient noise level (i.e., the total ambient sound pressure level) is measured by the airborne microphone array. The noise level of the external sound source (i.e., the third noise level) is estimated by subtracting the first noise level of the propeller from the total ambient noise level.

[0088] Furthermore, the flight distance between the other aircraft and the hybrid aircraft is within a preset distance range. For example, the preset distance range requires the flight distance to be less than 100 meters. Optionally, the preset distance range is used to determine whether the formation aircraft in a formation scenario can be considered as other aircraft; that is, formation aircraft within the preset distance range are considered as other aircraft. If the flight distance is too far, the third noise value of the other aircraft will have attenuated by the time it reaches the ground, and cannot effectively mask the second noise value of the engine. Therefore, by setting a preset distance range, it can be ensured that the operating mode of the power system is adjusted to a non-pure electric mode under effective masking conditions, thereby maintaining the hybrid aircraft's endurance while simultaneously preventing the hybrid aircraft's noise from causing further noise interference to the target area associated with the location information.

[0089] Furthermore, the speed difference between the other aircraft and the hybrid aircraft is less than a preset speed difference threshold. This preset speed difference threshold is used to determine whether a neighboring aircraft is part of a formation flight scenario; that is, neighboring aircraft with similar speeds can be part of a formation flight.

[0090] Optionally, determining whether a hybrid aircraft is in a formation scenario includes: acquiring reference information; determining the aforementioned flight distance and / or flight speed difference using the reference information; if the flight distance is within a preset distance range and / or the flight speed difference is less than a preset speed difference threshold, then the hybrid aircraft is determined to be in a formation scenario; if the flight distance is not within the preset distance range and the flight speed difference is less than the preset speed difference threshold, then the hybrid aircraft is determined not to be in a formation scenario. The reference information includes at least one of the following: received status information broadcast by neighboring aircraft, and perception data (such as images) of the surrounding airspace collected by the hybrid aircraft through an onboard perception system (such as a visual camera or lidar). The status information includes the aircraft identification and real-time position of neighboring aircraft.

[0091] When the target area corresponding to the location information already has a high ambient background noise level—for example, if the target area is a highway, railway, construction zone, or area with large industrial facilities—the increase in the total ground noise (i.e., the increase in noise level) is minimal when the second noise value is superimposed on the already high ambient background noise level. According to the commonly used principle in acoustic environment assessment that "a noise increase of less than 3 dBA is considered to have no significant impact," when the ambient background noise level reaches a certain level, the power system can be adjusted to a non-pure electric mode.

[0092] Further, the noise value increment is determined by: acquiring the ambient background noise value; and determining the noise value increment based on the expected total ground noise value when the engine is in the starting state and the ambient background noise value.

[0093] The process of obtaining the ambient background noise value of the target area includes: querying the ambient background noise value from the airborne noise-sensitive map based on the location information. The airborne noise-sensitive map pre-stores an ambient background noise value for each location.

[0094] The acquisition of the ambient background noise value of the target area further includes: calculating the ambient background noise value by measuring ground reflected noise using the onboard downlink directional microphone of the hybrid aircraft; optionally, ground reflected noise can be used as the ambient background noise value. It should be noted that the method of measuring the ambient background noise value using the onboard downlink directional microphone can be applied to scenarios where the hybrid aircraft's engine is not running.

[0095] Optionally, the expected total ground noise value is the expected total ground noise value measured when the hybrid aircraft is on the ground and its engine is in the starting state. This expected total ground noise value can be stored in the onboard control system of the hybrid aircraft.

[0096] Optionally, the preset incremental threshold can be set to 3 dBA. A noise increase of 3 dBA is the smallest difference that the human ear can barely distinguish, and anything below this value can be considered to have no substantial impact.

[0097] Further, the target masking threshold is determined by: determining the target noise control level allowed by the location information; determining the target masking threshold corresponding to the target noise control level according to the correspondence between the noise control level and the masking threshold; wherein the target masking threshold includes at least one of the following: the first masking threshold and the second masking threshold.

[0098] It should be noted that the noise control level of location information is derived by associating it with different dynamic events that may occur at that location, and each noise control level corresponds to a masking threshold. Dynamic events can be transmitted from the control station to the hybrid aircraft via 4G / 5G or a private network data link. Dynamic events can be time-related. For example, taking a school area as an example, the noise control level of a school usually belongs to the first noise control level set. If dynamic event one occurs on a non-school day (such as during statutory holidays) or during a non-school period on a school day (such as after school), then the noise control level of the school area is at the first level, and the corresponding masking threshold is, for example, 8 dBA. If dynamic event two occurs during a school period on a school day, then the noise control level of the school area is at the second level, and the corresponding masking threshold is, for example, 12 dBA. It should be noted that when the A-weighted sound level difference between two sound sources exceeds 8 dBA, the total sound level increment is less than 0.5 dBA, and the human ear cannot perceive the individual contribution of the engine.

[0099] In this embodiment, by combining location information and dynamic events associated with the location information, the noise control level is further refined into the noise control degree, and different masking thresholds are configured for preset exemption conditions based on the noise control degree. This allows the system to dynamically determine whether to adjust the operating mode of the power system to a non-pure electric mode in response to dynamic events, thereby achieving a precise balance between noise control and flight endurance requirements.

[0100] Furthermore, after adjusting the operating mode of the hybrid aircraft's power system to a non-pure electric mode, the method further includes: when the difference between the first noise value and the second noise value of the propeller is less than or equal to a third masking threshold, and / or the difference between the third noise value and the second noise value of the other aircraft is less than or equal to a fourth masking threshold, switching the operating mode of the power system from the non-pure electric mode to the pure electric mode; wherein the third masking threshold is less than the first masking threshold and the fourth masking threshold is less than the second masking threshold.

[0101] In other words, if the flight state of the hybrid aircraft deteriorates, causing the difference between the first and second noise values ​​of the propeller to be less than or equal to the third masking threshold; or if the flight distance between other aircraft and the hybrid aircraft is not within the preset distance range, causing the difference between the third and second noise values ​​to be less than or equal to the fourth masking threshold, then the first and / or third noise values ​​cannot mask the second noise value, and the operating mode of the power system should be switched from the non-pure electric mode to the pure electric mode.

[0102] Where a hysteresis interval exists, the third masking threshold is less than the first masking threshold, and the fourth masking threshold is less than the second masking threshold. For example, a masking threshold of 8 dBA is used to allow switching to a non-pure electric mode, and 6 dBA is used to require switching back to pure electric mode, avoiding frequent switching near the threshold. Where no hysteresis interval exists, the third masking threshold can be equal to the first masking threshold, and the fourth masking threshold can be equal to the second masking threshold.

[0103] Furthermore, if the hybrid aircraft is in the takeoff or landing phase, it is determined that the preset exemption conditions are met.

[0104] When the aircraft is in the takeoff or landing phase, the propeller itself is under high load and high noise. The difference between the first noise value and the second noise value is greater than the first masking threshold. At this time, the power system is allowed to switch to non-pure electric mode to prioritize the power response and power reserve during the takeoff and landing phases.

[0105] Furthermore, the preset exemption condition also includes: the hybrid aircraft is in mission emergency mode.

[0106] Emergency mission modes include, for example, emergency rescue, emergency medical transport, and emergency obstacle avoidance. When a hybrid aircraft is in emergency mission mode, flight safety and mission timeliness take precedence over noise control. In this mode, regardless of the noise control level associated with the hybrid aircraft's position information, engine start is permitted to ensure full power availability.

[0107] Further, the activation of the mission emergency mode is determined by at least one of the following: a triggered signal of the emergency mode switch on the hybrid aircraft (such as a pilot manually triggering an emergency mode button), wherein the triggered signal is used to indicate that the emergency mode switch is triggered to the on state; an emergency mission command sent from the ground station associated with the hybrid aircraft to the hybrid aircraft; or an emergency obstacle avoidance signal triggered by the flight control system of the hybrid aircraft.

[0108] If the mission emergency mode is activated based on at least one piece of information, the emergency exemption flag is set to an active state, wherein the active state indicates that the mission emergency mode is activated. During the active state of the emergency exemption flag, all positive noise control constraints are suspended, the engines can be started at any time, and the power system's sole objective is to ensure flight safety and mission completion.

[0109] After setting the emergency exemption flag to an active state, the method further includes: recording an event log, wherein the event log includes: the trigger information, the time the emergency exemption flag was set, and the duration for which the emergency exemption flag was set to the active state. When the above method is executed by the hybrid aircraft, a noise control exemption notification can also be sent to a control station, such as a ground monitoring system. After the emergency mode is deactivated, the positive noise control constraints are restored.

[0110] In an optional embodiment, after determining the operating mode of the hybrid aircraft's power system based on noise control levels and whether preset exemption conditions are met, it can be further determined whether to activate the hybrid aircraft's function disable mode. Specifically:

[0111] The aforementioned location information uniquely corresponds to one segment in the flight path sequence of the hybrid aircraft; it also uniquely corresponds to one area (i.e., the aforementioned target area) within the region the hybrid aircraft traverses. One segment in the hybrid aircraft's flight path sequence corresponds to one area within the region the hybrid aircraft traverses; different segments in the hybrid aircraft's flight path sequence can correspond to the same area within the region the hybrid aircraft traverses. For example, the flight path sequence could be segment 1 (corresponding to urban area 1), segment 2 (corresponding to urban area 2), segment 3 (corresponding to suburban area 1), and segment 4 (corresponding to urban area 1).

[0112] Ideally, the flight paths of hybrid aircraft are not repetitive, such as... Figure 18As shown, the hybrid aircraft sequentially flies over the first suburban area (i.e., the unrestricted segment), the urban area (i.e., the restricted segment), and the second suburban area. In other words, the hybrid aircraft will not repeatedly fly over the same area, and there will be no repeated segments in the hybrid aircraft's segment sequence.

[0113] However, in reality, the boundaries of the areas traversed by hybrid aircraft may be irregular, such as jagged edges. With different noise control levels in different areas, the determined position information of the hybrid aircraft, and the corresponding noise control level, will frequently change. This, in turn, causes the operating mode of the hybrid aircraft's propulsion system to switch frequently, leading to a decrease in flight stability. For example, as... Figure 19 As shown, urban and suburban areas correspond to different noise control levels, and hybrid aircraft are designed according to... Figure 19 During flight along the indicated flight path (also known as the flight route), the operating mode of the propulsion system will frequently switch.

[0114] To address the aforementioned practical issues, a function disable mode for the hybrid aircraft can be activated. Specifically, the function disable mode indicates that, within a preset flight distance range or a preset flight time range, the hybrid aircraft's power system maintains its current operating mode. The current time refers to the moment when the hybrid aircraft's power system is determined to frequently switch operating modes. For example, if the hybrid aircraft's power system is in pure electric mode at time A, and it is determined at time A that the hybrid aircraft's power system's operating mode frequently switches, then the function disable mode is activated at time A, ensuring that the power system maintains pure electric mode within the flight time range B or flight distance range C after time A. Optionally, the preset flight distance range and preset flight time range can be set. For example, the preset flight distance range can be set to the area covered by two or more regions that would cause frequent switching of the hybrid aircraft's power system's operating mode, and the preset flight time range can be set to 5 minutes. The above are merely examples; those skilled in the art can set the preset flight distance range and preset flight time range according to actual needs, and this application does not limit this.

[0115] For example, determining whether to activate the hybrid aircraft's function disable mode includes: acquiring the hybrid aircraft's flight position information within a first flight distance range or a first flight time range after the current moment; determining, based on the flight position information, whether there are duplicate flight segments in the sequence of flight segments traversed by the hybrid aircraft, wherein the flight segment sequence includes at least one noise-limited flight segment and at least one non-noise-limited flight segment arranged at intervals; if it is determined that duplicate flight segments exist in the flight segment sequence, determining that the hybrid aircraft is prohibited from adjusting the operating mode of the propulsion system within a preset flight distance range or a preset flight time range after the current moment (i.e., activating the aforementioned function disable mode). A duplicate flight segment refers to a flight segment that traverses the same area.

[0116] In other words, a pre-judgment method can be used to determine whether to activate the hybrid aircraft's function disable mode. This includes: determining the hybrid aircraft's flight route based on its flight plan; within a first flight distance or a first flight time range after the current moment; if at least one area identifier corresponding to a region appears repeatedly in the segment sequence included in the flight route; or if the segment sequence indicates that the hybrid aircraft repeatedly traverses at least one region, it indicates that there are repeated segments in the segment sequence traversed by the hybrid aircraft. Therefore, it is necessary to disable the hybrid aircraft's power operation mode adjustment function corresponding to steps S201 to S203 (i.e., activate the above function disable mode) so that the hybrid aircraft's power system maintains the same operation mode within the preset flight distance or preset flight time range. The regions traversed by the hybrid aircraft include at least one region. The condition for determining repeated occurrence or repeated traversal is that the number of times at least one region is traversed, or the number of times the area identifier of at least one region appears in the segment sequence, is greater than or equal to a first-count threshold, which is a positive integer greater than 1, such as 2. Pre-judgment can more accurately avoid frequent switching of the hybrid aircraft's flight mode.

[0117] For example, taking adjacent urban area 1 and suburban area 1 with different noise control levels as examples, if the flight segment sequence in the flight route presents the sequence form of "segment 1 (corresponding to urban area 1), segment 2 (corresponding to suburban area 1), segment 3 (corresponding to urban area 1), segment 4 (corresponding to suburban area 1)," then urban area 1 and / or suburban area 1 are determined to repeatedly appear within a preset flight distance range or a preset flight time range. Optionally, "area Y" in segment X (corresponding to area Y) can be used as an area identifier. Those skilled in the art can set area identifiers according to actual needs, and this application does not limit this.

[0118] Optionally, determining whether to activate the hybrid aircraft's function disable mode may also include: if it is determined that the number of times the hybrid aircraft switches the operating mode within a second flight distance range or a second flight time range before the current time is greater than a second threshold, obtaining the hybrid aircraft's flight position information within the second flight distance range or the second flight time range; determining, based on the flight position information, whether there are duplicate flight segments in the flight segment sequence traversed by the hybrid aircraft, wherein the flight segment sequence includes at least one noise-limited flight segment and at least one non-noise-limited flight segment arranged at intervals; if it is determined that there are duplicate flight segments in the flight segment sequence, determining that the hybrid aircraft disables the switching function within a preset flight distance range or a preset flight time range after the current time (i.e., activating the above-mentioned function disable mode).

[0119] In other words, a post-hoc judgment method can also be used to determine whether to activate the hybrid aircraft's function disabling mode, including: if the hybrid aircraft has switched power modes multiple times within the second flight distance range or the second flight time range, and the number of switching times is greater than or equal to the second threshold (the second threshold can be a positive integer greater than 2, for example, the number of power mode switching times is greater than or equal to 3 times), then the judgment is made based on the hybrid aircraft's historical position information (i.e., the aforementioned flight position information). If it is determined that there are repeated segments in the flight path sequence already traversed by the hybrid aircraft, that is, segments that traverse the same area (i.e., at least one area appears more than or equal to the first occurrence threshold), for example, if the sequence of segments already traversed by the hybrid aircraft includes sequences such as "Segment 1 (corresponding to urban area 1), Segment 2 (corresponding to suburban area 1), Segment 3 (corresponding to urban area 1)" or "Segment 1 (suburban area 1), Segment 2 (corresponding to urban area 1), Segment 3 (corresponding to suburban area 1)," then the power operation mode adjustment function of the hybrid aircraft corresponding to steps S201 to S203 above is disabled (i.e., the above function disable mode is activated), so that the power system of the hybrid aircraft maintains the same operation mode within the above preset distance range or preset flight time range. In the case of post-judgment, the judgment action is deferred, so that the above switching function can be disabled only when it is necessary, and the above switching function disable mode is not always open, thus reducing the consumption of hardware resources.

[0120] It should be noted that, regardless of whether the judgment is made beforehand or afterward, when the hybrid aircraft is the primary executor, the aforementioned switching function is directly disabled. When the control station is the primary executor, the control station sends a disallow switching command to the hybrid aircraft, instructing the aircraft to disable the aforementioned switching function.

[0121] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods of the various embodiments of this application.

[0122] Figure 20 This is a structural block diagram of a power operation mode adjustment device for a hybrid aircraft according to an embodiment of this application; as shown... Figure 20 As shown, it includes:

[0123] The first determining module 1801 is used to determine the position information of the hybrid aircraft and determine the noise control level corresponding to the position information;

[0124] The first adjustment module 1802 is used to adjust the operating mode of the hybrid aircraft's power system to pure electric mode when the noise control level is any level in the first noise control level set and the preset exemption conditions are not met.

[0125] The second adjustment module 1803 is used to adjust the operating mode of the hybrid aircraft's power system to a non-pure electric mode when the noise control level is any level in the first noise control level set and a preset exemption condition is met, or when the noise control level is any level in the second noise control level set; wherein the noise control level in the first noise control level set is greater than the noise control level in the second noise control level set, and the operating noise of the power system in the non-pure electric mode is greater than the operating noise in the pure electric mode.

[0126] Using the aforementioned device, the position information of the hybrid aircraft and the corresponding noise control level are determined. If the noise control level is any level in the first noise control level set (i.e., the hybrid aircraft is in a high noise control requirement area) and the preset exemption conditions are not met, the operating mode of the hybrid aircraft's power system is adjusted to a low-noise pure electric mode. If the noise control level is any level in the first noise control level set and the preset exemption conditions are met, or if the noise control level is any level in the second noise control level set (i.e., the hybrid aircraft is in a low noise control requirement area), the operating mode of the hybrid aircraft's power system is adjusted to a high-noise non-pure electric mode. By combining noise control levels and preset exemption conditions to adjust the operating mode of the hybrid aircraft's power system, the power system can be adjusted to a non-pure electric mode in both high and low noise control requirement areas. This allows for full utilization of the high power and long range advantages of the non-pure electric mode, while sacrificing some noise control capabilities, thereby improving the aircraft's overall flight performance (longer range, greater payload, and faster climb). Therefore, this solves the problem in related technologies where noise reduction methods designed for hybrid aircraft lead to poor endurance.

[0127] Furthermore, the hybrid aircraft includes an engine and a propeller, and the preset exemption conditions include at least one of the following: the difference between a first noise value of the propeller and a second noise value of the engine in the start-up state is greater than or equal to a first masking threshold; the difference between a third noise value of another aircraft and the second noise value is greater than or equal to a second masking threshold, wherein the other aircraft includes one of the following: aircraft flying in formation with the hybrid aircraft, and escort aircraft of the hybrid aircraft; when the engine is in the start-up state, the noise value increment of the ambient background noise value of the target area corresponding to the position information is less than or equal to a preset increment threshold.

[0128] Furthermore, the device further includes a second determining module, used to determine the target noise control level allowed by the location information; and to determine the target masking threshold corresponding to the target noise control level according to the correspondence between the noise control level and the masking threshold; wherein the target masking threshold includes at least one of the following: the first masking threshold and the second masking threshold.

[0129] Furthermore, after adjusting the operating mode of the hybrid aircraft's power system to a non-pure electric mode, the device further includes a third adjustment module, used to switch the operating mode of the power system from the non-pure electric mode to the pure electric mode when the difference between the first noise value and the second noise value of the propeller is less than or equal to a third masking threshold, and / or the difference between the third noise value and the second noise value of the other aircraft is less than or equal to a fourth masking threshold; wherein the third masking threshold is less than the first masking threshold and the fourth masking threshold is less than the second masking threshold.

[0130] Furthermore, if the hybrid aircraft is in the takeoff or landing phase, it is determined that the preset exemption conditions are met.

[0131] Furthermore, the second determining module is also configured to determine a third noise value of the other aircraft by at least one of the following methods: determining the third noise value based on the external noise value collected by the noise acquisition array of the hybrid aircraft; or determining the third noise value based on the self-noise value reported by the other aircraft through the inter-formation data link.

[0132] Furthermore, the flight distance between the other aircraft and the hybrid aircraft is within a preset distance range.

[0133] Furthermore, the second determining module is also configured to determine the noise value increment by: acquiring the ambient background noise value; and determining the noise value increment based on the expected total ground noise value when the engine is in the starting state and the ambient background noise value.

[0134] Furthermore, the preset exemption condition also includes: the hybrid aircraft is in mission emergency mode.

[0135] Furthermore, the second determining module is also configured to determine the activation of the mission emergency mode by at least one of the following: a triggered signal of the emergency mode switch on the hybrid aircraft, wherein the triggered signal is used to indicate that the emergency mode switch is triggered to the on state; an emergency mission command sent from the ground station associated with the hybrid aircraft to the hybrid aircraft; and an emergency obstacle avoidance signal triggered by the flight control system of the hybrid aircraft.

[0136] This application embodiment also provides a power operation mode adjustment system for a hybrid aircraft, including: a hybrid aircraft and a control station;

[0137] The hybrid aircraft is configured to determine its position information and the corresponding noise control level. If the noise control level is any level in a first noise control level set and a preset exemption condition is not met, the operating mode of the hybrid aircraft's power system is adjusted to pure electric mode. If the noise control level is any level in the first noise control level set and a preset exemption condition is met, or if the noise control level is any level in a second noise control level set, the operating mode of the hybrid aircraft's power system is adjusted to a non-pure electric mode. Wherein, the noise control level in the first noise control level set is greater than the noise control level in the second noise control level set, and the operating noise of the power system in the non-pure electric mode is greater than the operating noise in the pure electric mode.

[0138] The control station is used to send the first noise control level set and the second noise control level set to the hybrid aircraft.

[0139] An embodiment of this application also provides a hybrid aircraft, including a controller and a power system, wherein the controller is used to execute the power operation mode adjustment method of the hybrid aircraft described above, so as to control the operation mode of the power system.

[0140] In the embodiments of this application, the terms "module" or "unit" refer to a computer program or part of a computer program that has a predetermined function and works with other related parts to achieve a predetermined goal, and can be implemented wholly or partially using software, hardware (such as processing circuitry or memory), or a combination thereof. Similarly, a processor (or multiple processors or memory) can be used to implement one or more modules or units. Furthermore, each module or unit can be part of an overall module or unit that includes the functionality of that module or unit.

[0141] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that the present invention is not limited to the described order of actions, because according to the present invention, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to the present invention.

[0142] Embodiments of this application also provide a computer-readable storage medium storing a computer program, wherein the computer program is configured to execute the steps in any of the above method embodiments when run.

[0143] In one exemplary embodiment, the aforementioned computer-readable storage medium may include, but is not limited to, various media capable of storing computer programs, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard disk, magnetic disk, or optical disk.

[0144] Embodiments of this application also provide an electronic device, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the steps in any of the above method embodiments.

[0145] In one exemplary embodiment, the electronic device may further include a transmission device and an input / output device, wherein the transmission device is connected to the processor and the input / output device is connected to the processor.

[0146] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0147] Embodiments of this application also provide a computer program product, which includes a computer program that, when executed by a processor, implements the steps in any of the above method embodiments.

[0148] Embodiments of this application also provide another computer program product, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps in any of the above method embodiments.

[0149] The embodiments described herein also provide a computer program that includes computer instructions stored in a computer-readable storage medium; a processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the steps in any of the above method embodiments.

[0150] Obviously, those skilled in the art should understand that the modules or steps of this application described above can be implemented using general-purpose computing systems. They can be centralized on a single computing system or distributed across a network of multiple computing systems. Optionally, they can be implemented using program code executable by a computing system, thereby storing them in a storage system for execution by the computing system. In some cases, the steps shown or described can be performed in a different order than those presented here, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, this application is not limited to any particular combination of hardware and software.

[0151] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the principles of this application should be included within the protection scope of this application.

Claims

1. A method for adjusting the power operation mode of a hybrid aircraft, characterized in that, include: Determine the position information of the hybrid aircraft and determine the noise control level corresponding to the position information; If the noise control level is any level in the first noise control level set and the preset exemption conditions are not met, the operating mode of the hybrid aircraft's power system shall be adjusted to pure electric mode. When the noise control level is any level in the first noise control level set and a preset exemption condition is met, or when the noise control level is any level in the second noise control level set, the operating mode of the hybrid aircraft's power system is adjusted to a non-pure electric mode. Wherein, the noise control level in the first noise control level set is greater than the noise control level in the second noise control level set, and the operating noise of the power system in non-pure electric mode is greater than the operating noise in pure electric mode.

2. The method for adjusting the power operation mode of a hybrid aircraft according to claim 1, characterized in that, The hybrid aircraft includes an engine and a propeller, and the preset exemption conditions include at least one of the following: The difference between the first noise value of the propeller and the second noise value of the engine in the start-up state is greater than or equal to the first masking threshold. The difference between the third noise value of other aircraft and the second noise value is greater than or equal to the second masking threshold, wherein the other aircraft includes one of the following: aircraft flying in formation with the hybrid aircraft, and the companion aircraft of the hybrid aircraft; When the engine is in the start-up state, the noise value increment of the ambient background noise value of the target area corresponding to the location information is less than or equal to a preset increment threshold.

3. The method for adjusting the power operation mode of a hybrid aircraft according to claim 2, characterized in that, The target masking threshold is determined using the following method: Determine the level of target noise control allowed by the location information; Based on the correspondence between noise control level and masking threshold, a target masking threshold corresponding to the target noise control level is determined; wherein, the target masking threshold includes at least one of the following: the first masking threshold and the second masking threshold.

4. The method for adjusting the power operation mode of a hybrid aircraft according to claim 2, characterized in that, After adjusting the operating mode of the hybrid aircraft's power system to a non-pure electric mode, the method further includes: If the difference between the first noise value and the second noise value of the propeller is less than or equal to a third masking threshold, and / or the difference between the third noise value and the second noise value of the other aircraft is less than or equal to a fourth masking threshold, the operating mode of the power system is switched from the non-pure electric mode to the pure electric mode. Wherein, the third masking threshold is less than the first masking threshold, and the fourth masking threshold is less than the second masking threshold.

5. The method for adjusting the power operation mode of a hybrid aircraft according to claim 1, characterized in that, When the hybrid aircraft is in the takeoff or landing phase, it is determined that the preset exemption conditions are met.

6. The method for adjusting the power operation mode of a hybrid aircraft according to claim 2, characterized in that, The third noise value of the other aircraft shall be determined by at least one of the following methods: The third noise value is determined based on the external noise value collected by the noise acquisition array of the hybrid aircraft; The third noise value is determined based on the noise values ​​of the aircraft itself reported by the other aircraft via inter-formation data links.

7. The method for adjusting the power operation mode of a hybrid aircraft according to claim 6, characterized in that, The flight distance between the other aircraft and the hybrid aircraft is within a preset range.

8. The method for adjusting the power operation mode of a hybrid aircraft according to claim 2, characterized in that, The noise value increment is determined in the following manner: Obtain the ambient background noise value; The noise increment is determined based on the expected total ground noise value when the engine is in the startup state and the ambient background noise value.

9. The method for adjusting the power operation mode of a hybrid aircraft according to claim 1, characterized in that, The preset exemption conditions also include: The hybrid aircraft is in mission emergency mode.

10. The method for adjusting the power operation mode of a hybrid aircraft according to claim 9, characterized in that, The emergency mode for the task is activated based on at least one of the following pieces of information: The emergency mode switch on the hybrid aircraft is triggered by a signal, wherein the triggered signal is used to indicate that the emergency mode switch is triggered to the on state; Emergency mission instructions sent from the ground station associated with the hybrid aircraft to the hybrid aircraft; The emergency obstacle avoidance signal triggered by the flight control system of the hybrid aircraft.

11. A power operation mode adjustment device for a hybrid aircraft, characterized in that, include: The first determining module is used to determine the position information of the hybrid aircraft and determine the noise control level corresponding to the position information; The first adjustment module is used to adjust the operating mode of the hybrid aircraft's power system to pure electric mode when the noise control level is any level in the first noise control level set and the preset exemption conditions are not met. The second adjustment module is used to adjust the operating mode of the hybrid aircraft's power system to a non-pure electric mode when the noise control level is any level in the first noise control level set and a preset exemption condition is met, or when the noise control level is any level in the second noise control level set. Wherein, the noise control level in the first noise control level set is greater than the noise control level in the second noise control level set, and the operating noise of the power system in non-pure electric mode is greater than the operating noise in pure electric mode.

12. A power operation mode adjustment system for a hybrid aircraft, characterized in that, include: Hybrid aircraft and control station; The hybrid aircraft is used to determine the position information of the hybrid aircraft and to determine the noise control level corresponding to the position information; If the noise control level is any level in the first noise control level set and a preset exemption condition is not met, the operating mode of the hybrid aircraft's power system is adjusted to pure electric mode; if the noise control level is any level in the first noise control level set and a preset exemption condition is met, or if the noise control level is any level in the second noise control level set, the operating mode of the hybrid aircraft's power system is adjusted to non-pure electric mode; wherein, the noise control level in the first noise control level set is greater than the noise control level in the second noise control level set, and the operating noise of the power system in non-pure electric mode is greater than the operating noise in pure electric mode; The control station is used to send the first noise control level set and the second noise control level set to the hybrid aircraft.

13. A hybrid aircraft, characterized in that, The system includes a controller and a power system, wherein the controller is configured to perform the steps of the method described in any one of claims 1 to 10 to control the operating mode of the power system.

14. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein the program, when executed, performs the steps of the method described in any one of claims 1 to 10.

15. An electronic device comprising a memory and a processor, characterized in that, The memory stores a computer program, and the processor is configured to perform the steps of the method described in any one of claims 1 to 10 through the computer program.

16. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method described in any one of claims 1 to 10.

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