Aircraft control method, device and aircraft

Abstract

The application relates to the technical field of aircrafts, and provides an aircraft control method and device and an aircraft. The method comprises the following steps: acquiring a mechanical torque signal and an electromagnetic torque signal of a motor in an aircraft; determining a torque deviation signal between the mechanical torque signal and the electromagnetic torque signal; determining a torque deviation result according to the torque deviation signal and a preset deviation threshold value; if the torque deviation result indicates that the torque deviation signal is smaller than the preset deviation threshold value, taking the mechanical torque signal as a torque feedback signal of the motor; determining a corrected torque control signal according to the torque feedback signal and a preset torque control signal, and controlling the motor of the aircraft by using the corrected torque control signal. The application can exclude the interference of various factors on torque detection, ensure that the torque signal actually acting on the aircraft is more consistent with the current flight working condition, and improve the flight stability and flight safety of the aircraft.

Description

Technical Field

[0001] This application belongs to the field of aircraft technology, and in particular relates to an aircraft control method, device and aircraft. Background Technology

[0002] With the continuous development of aviation technology, electric vertical take-off and landing (eVTOL) aircraft, as a new type of air transportation, have attracted much attention due to their environmental protection, high efficiency and flexibility, and are gradually becoming an important carrier for urban air transportation and short-distance logistics transportation.

[0003] During eVTOL operation, in order to achieve precise control of the motors, the aircraft's electronic control system must accurately obtain the motor's output torque. However, in related technologies, the motor's output torque is mainly estimated based on electrical parameters. This method is susceptible to interference from various factors, resulting in the determined output torque failing to meet the eVTOL's requirements for torque sensing accuracy. This, in turn, affects the electronic control system's ability to regulate the eVTOL's operating status and poses safety hazards during flight. Summary of the Invention

[0004] In view of the shortcomings of the prior art, this application provides an aircraft control method, device and aircraft to solve the technical problem that the torque determination method in the related art cannot meet the torque sensing accuracy requirements of eVTOL, thereby affecting the control effect of the electronic control system on the eVTOL operating state and bringing safety hazards to the flight process.

[0005] In a first aspect, this application provides an aircraft control method, comprising: Acquire the mechanical torque signal and electromagnetic torque signal of the motor in the aircraft; Determine the torque deviation signal between the mechanical torque signal and the electromagnetic torque signal; Based on the torque deviation signal and the preset deviation threshold, the torque deviation result is determined. If the torque deviation result indicates that the torque deviation signal is less than the preset deviation threshold, the mechanical torque signal is used as the torque feedback signal of the motor. Based on the torque feedback signal and the preset torque control signal, a corrected torque control signal is determined, and the corrected torque control signal is used to control the aircraft motor.

[0006] In one embodiment of this application, after acquiring the mechanical torque signal and electromagnetic torque signal of the motor in the aircraft, the method further includes: The validity of the mechanical torque signal and the electromagnetic torque signal are judged separately, and the validity judgment results are obtained. If the validity judgment result indicates that both the mechanical torque signal and the electromagnetic torque signal are valid, then proceed with the step of determining the torque deviation signal. If the validity judgment result indicates that only the mechanical torque signal is valid, then the mechanical torque signal will be used as the torque feedback signal of the motor; if the validity judgment result indicates that only the electromagnetic torque signal is valid, then the electromagnetic torque signal will be used as the torque feedback signal of the motor.

[0007] The beneficial effects of adopting the above embodiments are as follows: through multi-branch logical judgment and isolation, the probability of the entire control system collapsing due to the failure of a single signal source can be reduced. Under the condition of failure of any single physical or electrical sensor, the fault source can be automatically isolated and a healthy signal can be selected for closed-loop control.

[0008] In one embodiment of this application, after using the mechanical torque signal as the torque feedback signal of the motor, the method further includes: Monitor the mechanical torque signals of each motor; If the change in the mechanical torque signal of any motor exceeds a preset torque change within a preset time threshold, then the motor is determined to have failed. The target torque signal of the failed motor is determined, and the initial supplementary torque of each effective motor is determined based on the target torque signal and the number of effective motors. The target torque signal represents the effective torque signal of the failed motor before failure. Based on the initial supplementary torque and adaptive gain factor of each effective motor, the target supplementary torque of each effective motor is determined, and the torque of each effective motor is supplemented using the target supplementary torque.

[0009] The beneficial effects of the above embodiments are as follows: by monitoring the mechanical torque signals of each motor and performing torque redistribution calculations based on the monitoring results of the mechanical torque signals, the response time of torque redistribution can be significantly improved compared with electromagnetic torque signal estimation calculations. This ensures that when one or more motors fail, the aircraft can quickly adjust the output torque of the remaining effective motors, promptly offset the torque loss caused by the faulty motor, maintain the overall torque balance of the aircraft, and improve the stability and safety of the flight process.

[0010] In one embodiment of this application, after using the mechanical torque signal as the torque feedback signal of the motor, the method further includes: Obtain the current flight scenario of the aircraft; Under the condition that the flight scenario is a preset target scenario, determine the second time derivative of the mechanical torque signal; Angle control of the aircraft's tilting mechanism is achieved based on the second-order time derivative of the mechanical torque signal.

[0011] The beneficial effects of the above embodiments are as follows: when the flight scenario is within a preset target scenario, the tilt mechanism of the aircraft can be angle-controlled by determining the second-order time derivative of the mechanical torque signal. This allows for earlier intervention to suppress disturbances, avoids the cumulative amplification of oscillation amplitude to a certain extent, improves the attitude control effect of the aircraft under complex operating conditions, and enhances flight stability.

[0012] In one embodiment of this application, angle control of the tilting mechanism of an aircraft is performed based on the second-order time derivative of the mechanical torque signal, including: Obtain the reference angle of the tilting mechanism at the current moment; Based on the reference angle, the second time derivative of the mechanical torque signal, and the aerodynamic coupling coefficient, the target angle of the tilting mechanism at the current moment is determined, and the tilting mechanism is controlled by the target angle.

[0013] The beneficial effects of the above embodiments are as follows: by using the reference angle, the second time derivative of the mechanical torque signal and the aerodynamic coupling coefficient, the target angle of the tilt mechanism at the current moment can be determined, and the tilt mechanism can be controlled by using the target angle, which can reduce the pitch angle fluctuation of the aircraft in the preset target scenario and improve flight stability and safety.

[0014] In one embodiment of this application, after using the mechanical torque signal as the torque feedback signal of the motor, the method further includes: The mechanical torque signal is bandpass filtered and then resampled in the angular domain according to the current motor speed to obtain the first torque signal. The first torque signal is subjected to a fast Fourier transform using a preset time window to obtain the current spectrum; Based on the current spectrum, extract the feature quantities that match each fault in the preset fault feature library; Based on the characteristic quantities and the characteristic quantity warning thresholds, the fault diagnosis results of the aircraft are determined.

[0015] The advantages of using the above embodiments are: predictive maintenance is performed directly based on mechanical torque signals without the need for additional vibration sensors. This allows the torque signals to originate from the shaft itself, reducing attenuation and interference in the vibration transmission path, making fault characteristics clearer, predictive maintenance more accurate, and enabling early minor mechanical faults to be detected before they occur.

[0016] In one embodiment of this application, after determining the fault diagnosis result of the aircraft, the method further includes: If the fault diagnosis result indicates that any feature quantity exceeds the feature quantity warning threshold, the first preset warning is triggered; If the fault diagnosis result indicates that any feature quantity exceeds the feature quantity warning threshold within N consecutive preset time windows; or, if at least two feature quantities exceed the feature quantity warning threshold, then a second preset warning is triggered. If the fault diagnosis result indicates that at least one feature quantity exceeds the feature quantity warning threshold, and the linear regression slope within M preset time windows is greater than zero, then a third preset warning is triggered, where N and M are positive integers.

[0017] The beneficial effects of adopting the above embodiments are as follows: by using a graded early warning mechanism, differentiated handling strategies can be adopted for faults of different levels, and appropriate handling suggestions can be given for faults of different risk levels. This can improve the fault handling efficiency and flight safety of the aircraft power system while ensuring the continuity of flight missions.

[0018] In one embodiment of this application, the method further includes: Obtain the direct-axis current, quadrature-axis current, direct-axis inductance, and quadrature-axis inductance; The electromagnetic torque signal is obtained by calculating the torque based on the direct-axis current, quadrature-axis current, direct-axis inductance, quadrature-axis inductance, number of motor pole pairs, and permanent magnet flux linkage.

[0019] The advantages of adopting the above embodiments are that the calculation is completed directly through the existing current and position sampling data of the electronic control system, without occupying too much computing power resources, and can adapt to the computing power configuration requirements of various small and medium-sized aircraft power systems.

[0020] Secondly, this application also provides an aircraft control device, comprising: The acquisition module is configured to acquire the mechanical torque signal and electromagnetic torque signal of the motor in the aircraft; The determination module is configured to determine the torque deviation signal between the mechanical torque signal and the electromagnetic torque signal; The deviation module is configured to determine the torque deviation result based on the torque deviation signal and a preset deviation threshold. If the torque deviation result indicates that the torque deviation signal is less than the preset deviation threshold, the mechanical torque signal is used as the torque feedback signal of the motor. The control module is configured to determine a corrected torque control signal based on the torque feedback signal and the preset torque control signal, and to use the corrected torque control signal to control the aircraft motors.

[0021] Thirdly, this application also provides an aircraft, which includes one or more processors and a memory, wherein the memory stores a computer program, and when the one or more processors execute the computer program, the aircraft implements the methods provided in the above embodiments.

[0022] The beneficial effects of this technical solution are as follows: It acquires the mechanical torque signal and electromagnetic torque signal of the motor in the aircraft, performs heterogeneous redundancy verification using the torque deviation signal between the two signals, and uses the mechanical torque signal as the motor torque feedback signal when the torque deviation signal is less than a preset deviation threshold. This ensures the reliability and robustness of the mechanical torque signal. Simultaneously, the mechanical torque signal better reflects the current load fluctuations of the aircraft and the dynamic changes of physical factors during flight. Therefore, the corrected torque control signal determined based on the torque feedback signal and the preset torque control signal can eliminate interference from various factors on torque detection, ensuring that the actual torque signal acting on the aircraft motor is more closely aligned with the current flight conditions. Finally, using the obtained corrected torque control signal to control the aircraft motor can improve the flight stability and safety of the aircraft.

[0023] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0024] 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. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings: Figure 1 This is a schematic diagram illustrating the mounting position of a torque sensor in an exemplary embodiment of this application; Figure 2 This is a schematic diagram illustrating another torque sensor mounting position as an exemplary embodiment of this application; Figure 3 This is a schematic flowchart illustrating an exemplary embodiment of an aircraft control method according to this application; Figure 4 This is a schematic flowchart illustrating another aircraft control method as shown in an exemplary embodiment of this application; Figure 5 This is a schematic flowchart illustrating yet another aircraft control method, as shown in an exemplary embodiment of this application. Figure 6 This is a schematic diagram illustrating the structure of an aircraft control device according to an exemplary embodiment of this application; Figure 7 A schematic diagram of the structure of a computer system suitable for implementing the embodiments of this application is shown.

[0025] The attached figures are labeled as follows: 1. Shaft; 2. Torque sensor; 3. Torque sensor wiring harness; 4. Housing; 5. Bearing oil seal assembly; 6. Torque sensor mounting position; 7. Rotor shaft; 8. Torque sensor mounting position; 9. Stator and rotor. Detailed Implementation

[0026] The embodiments of this application will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the preferred embodiments are only for illustrating this application and are not intended to limit the scope of protection of this application.

[0027] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the shape, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0028] In the following description, numerous details are explored to provide a more thorough explanation of embodiments of the present application. However, it will be apparent to those skilled in the art that embodiments of the present application may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring embodiments of the present application.

[0029] During the operation of eVTOL aircraft, the accuracy of motor output torque is fundamental to achieving aircraft attitude stability, trajectory tracking, and power system health assessment. In related technologies, obtaining motor torque information generally relies on software estimation, which utilizes existing current and position sensors in the motor controller to calculate electromagnetic torque in real time using a torque observer algorithm. However, this torque algorithm-based method inherently suffers from blind spots due to a lack of physical information. Software estimation yields electromagnetic torque, which cannot accurately reflect the dynamic changes in physical factors such as mechanical friction loss, wind resistance loss, air gap eccentricity, and bearing wear during motor operation. When physical factors undergo abrupt changes due to environmental factors or equipment aging, the torque data received by the electronic control system deviates from the actual output mechanical power. Furthermore, software estimation depends on the accuracy of current and position sensors. If electrical sensors experience even slight drift or trigger hidden faults, the estimation results will be biased, and the system may struggle to detect this, leading to a one-dimensional reliability of the torque data. This singular and physically unrealistic torque feedback can result in insufficient dynamic response, attitude oscillations, and even flight safety accidents.

[0030] Based on this, this application provides an aircraft control method, system, and aircraft to solve the problem that the output torque determined in related technologies cannot meet the torque sensing accuracy requirements of eVTOL, thereby affecting the control effect of the electronic control system on the eVTOL operating state and posing safety hazards to the flight process.

[0031] Please see Figure 1 , Figure 1 This is a schematic diagram illustrating the mounting position of a torque sensor, as shown in an exemplary embodiment of this application. Figure 1 As shown: Figure 1 The device includes a rotating shaft 1, a torque sensor 2, and a torque sensor wiring harness 3. The torque sensor 2 is mounted on the rotating shaft 1 and can use magnetic force to measure the mechanical torque signal of the rotating shaft 1. The signal is transmitted through the torque sensor wiring harness 3. The rotating shaft 1 can be the output shaft of a motor.

[0032] Figure 2 This is a schematic diagram illustrating another torque sensor mounting position as shown in an exemplary embodiment of this application. Figure 2 As shown: Figure 2 It includes a housing 4, a bearing oil seal assembly 5, a torque sensor mounting position 6, a rotor shaft 7, a torque sensor mounting position 8, and a stator and rotor 9, wherein the torque sensor can be installed in the torque sensor mounting position 6 and / or the torque sensor mounting position 8.

[0033] It is understandable that, in specific application scenarios, the installation position of the torque sensor can be flexibly arranged according to the product type and structure (for example, if the motor integrates a reducer, the torque sensor can be installed on the corresponding shaft of the reducer). Figure 1 and Figure 2 The installation location shown is merely an illustrative example of this application and does not constitute a limitation on the installation location of the torque sensor in this application.

[0034] Please see Figure 3 , Figure 3 This is a flowchart illustrating an exemplary embodiment of the aircraft control method of this application. Figure 3 As shown, in an exemplary embodiment, the aircraft control method includes steps S310 to S340, and each step is described in detail below.

[0035] S310 acquires the mechanical torque signal and electromagnetic torque signal of the motor in the aircraft; S320, determines the torque deviation signal between the mechanical torque signal and the electromagnetic torque signal; S330: Based on the torque deviation signal and the preset deviation threshold, determine the torque deviation result. If the torque deviation result indicates that the torque deviation signal is less than the preset deviation threshold, then use the mechanical torque signal as the torque feedback signal of the motor. S340 determines a corrected torque control signal based on the torque feedback signal and the preset torque control signal, and uses the corrected torque control signal to control the aircraft motors.

[0036] It is understandable that the mechanical torque signal is acquired by a torque sensor, so the mechanical torque signal can characterize the actual mechanical power output by the motor output shaft after overcoming physical resistance such as mechanical friction and wind resistance.

[0037] In acquiring the mechanical torque signal (denoted as...) ) and electromagnetic torque signal (denoted as After processing the two heterogeneous signals, the mechanical torque signal can be calculated. and electromagnetic torque signal Torque deviation results The torque deviation signal It can characterize the dynamic changes in motor mechanical losses (such as friction and wind resistance) and potential sensor drift errors.

[0038] Preset deviation threshold (denoted as) This is the tolerance range pre-calibrated based on the maximum permissible mechanical loss and measurement noise during normal motor operation. If the torque deviation signal is less than the preset deviation threshold, i.e. If this is confirmed, the system is in a healthy state. In this state, the mechanical torque signal is used as the torque feedback signal for closed-loop control. This indicates that using the mechanical torque signal acquired by the torque sensor as the dominant feedback directly reflects load fluctuations, senses the dynamic changes of physical factors during flight, eliminates interference from various factors on torque detection, and eliminates the inherent electromagnetic error of the electromagnetic torque signal. The electromagnetic torque signal of the torque algorithm can then be used as a shadow verification signal to monitor the zero-point drift of the torque sensor in real time in the background, constructing a dual verification mechanism to improve the reliability and robustness of the mechanical torque signal.

[0039] It is understandable that if the torque deviation signal is greater than or equal to the preset deviation threshold, i.e. If this is the case, it can be determined that the aircraft is in a mechanical abnormality state, and a maintenance warning will be issued to remind maintenance personnel or equipment to inspect and maintain the aircraft.

[0040] After determining the torque feedback signal, it can be compared with the preset torque control signal (i.e. the desired command value). The corrected torque control signal is calculated by PID control (proportional, integral, and differential), and then the corrected torque control signal is used to drive the aircraft motor.

[0041] According to the technical solution provided in this application, the mechanical torque signal and electromagnetic torque signal of the motor in the aircraft are obtained. Heterogeneous redundancy verification is performed using the torque deviation signal between the mechanical torque signal and the electromagnetic torque signal. When the torque deviation signal is less than a preset deviation threshold, the mechanical torque signal is used as the torque feedback signal of the motor, which can ensure the reliability and robustness of the mechanical torque signal. At the same time, the mechanical torque signal can better reflect the current load fluctuation of the aircraft and the dynamic changes of physical factors during flight. Therefore, the corrected torque control signal determined based on the torque feedback signal and the preset torque control signal can eliminate the interference of various factors on torque detection, ensuring that the torque signal actually acting on the aircraft motor is more in line with the current flight conditions. Finally, the obtained corrected torque control signal is used to control the aircraft motor, which can improve the flight stability and flight safety of the aircraft.

[0042] In some embodiments, after acquiring the mechanical torque signal and electromagnetic torque signal of the motor in the aircraft, the method further includes: The validity of the mechanical torque signal and the electromagnetic torque signal are judged separately to obtain the validity judgment result. If the validity judgment result indicates that both the mechanical torque signal and the electromagnetic torque signal are valid, the torque deviation signal determination step is executed. If the validity judgment result indicates that only the mechanical torque signal is valid, the mechanical torque signal is used as the torque feedback signal of the motor. If the validity judgment result indicates that only the electromagnetic torque signal is valid, the electromagnetic torque signal is used as the torque feedback signal of the motor.

[0043] It is understandable that, in order to ensure that the flight control system maintains controllable flight status when any torque signal acquisition fails, after acquiring the mechanical torque signal and the electromagnetic torque signal, the validity of the mechanical torque signal and the electromagnetic torque signal can be judged separately to obtain the validity judgment result; In some examples, it is possible to determine whether the mechanical torque signal and the electromagnetic torque signal are within a preset valid range, and obtain the validity judgment result.

[0044] If the validity judgment result indicates that both the mechanical torque signal and the electromagnetic torque signal are valid, then the torque deviation signal determination step is executed, that is, the torque deviation signal of the mechanical torque signal and the electromagnetic torque signal is calculated and then compared with the preset deviation threshold.

[0045] If the validity assessment result indicates that only the mechanical torque signal is valid, then the mechanical torque signal is used as the torque feedback signal; if the validity assessment result indicates that only the electromagnetic torque signal is valid, then the electromagnetic torque signal is used as the torque feedback signal. This ensures that the PID controller still has a reliable feedback source available when either torque signal fails, maintaining the aircraft's basic power output.

[0046] Furthermore, in some embodiments, if the validity determination result indicates that both the mechanical torque signal and the electromagnetic torque signal are invalid, the aircraft can be controlled to enter an emergency protection mode, for example, by outputting a safety limiting current and issuing the highest level alarm to the flight control system.

[0047] According to the technical solution provided in this embodiment, by using multi-branch logic judgment and isolation, the probability of the entire control system collapsing due to the failure of a single signal source can be reduced. Under any single physical or electrical sensor failure condition, the fault source can be automatically isolated and a healthy signal can be selected for closed-loop control.

[0048] In some embodiments, after using the mechanical torque signal as the torque feedback signal of the motor, the method further includes: The mechanical torque signals of each motor are monitored. If the change in the mechanical torque signal of any motor exceeds a preset torque change within a preset time threshold, the motor is determined to have failed. The target torque signal of the failed motor is determined, and the initial supplementary torque of each effective motor is determined based on the target torque signal and the number of effective motors. The target torque signal represents the effective torque signal of the failed motor before failure. The target supplementary torque of each effective motor is determined based on the initial supplementary torque and the adaptive gain factor, and torque supplementation is performed on each effective motor using the target supplementary torque.

[0049] Understandably, due to the high bandwidth of physical torque sensors, they can capture torque transients at the millisecond level. When the mechanical torque of any motor suddenly drops from its steady-state value to near zero within an extremely short preset time threshold (e.g., within 2ms) (i.e., the change is greater than a preset torque change), it can be determined that the motor has experienced a physical failure (such as phase loss, demagnetization, or mechanical jamming). This direct detection based on physical torque sensors significantly reduces the response time compared to traditional indirect detection based on speed decrease or attitude deflection.

[0050] After a motor failure is determined, in order to maintain the total lift of the aircraft and keep the torque balance, the remaining effective motors must share the power lost by the failed motor. At this time, the effective torque signal of the failed motor at the last moment before failure can be recorded and used as the target torque signal. Based on this, the target supplementary torque of each effective motor can be calculated and the torque can be supplemented for each effective motor to maintain the total lift of the aircraft and keep the torque balance.

[0051] In some examples, the initial supplementary torque calculation formula can be used to determine the initial supplementary torque for each effective motor based on the target torque signal and the number of effective motors. The initial supplementary torque calculation formula is as follows:

[0052] in, To provide initial torque supplement for each effective motor, For the target torque signal, This represents the number of effective motors.

[0053] Furthermore, simply supplementing torque based on the initial supplementary torque will alter the torque balance. Therefore, after determining the initial supplementary torque for each effective motor, the target supplementary torque can be determined using the target supplementary torque calculation formula, based on the initial supplementary torque and the adaptive gain factor for each effective motor. The target supplementary torque calculation formula is as follows:

[0054] in, To supplement the target torque for each effective motor, This is an adaptive gain factor, which is a calibrated value (it can be calibrated based on the current airspeed and attitude).

[0055] +

[0056] in, The target supplementary torque (vector) for the nth effective motor. The target torque signal (vector).

[0057] In addition, if the target additional torque required for each effective motor exceeds the motor's capacity limit, derating can be performed to make the direction of the compensation torque vector consistent with the missing torque, while the magnitude is output according to the motor's remaining capacity, so as to maintain relative stability in flight to the greatest extent.

[0058] According to the technical solution provided in this embodiment, by monitoring the mechanical torque signal of each motor and calculating the torque redistribution based on the monitoring results of the mechanical torque signal, the response time of torque redistribution can be greatly improved compared with electromagnetic torque signal estimation. This ensures that when one or more motors fail, the aircraft can quickly adjust the output torque of the remaining effective motors, promptly offset the torque loss caused by the faulty motor, maintain the overall torque balance of the aircraft, and improve the stability and safety of the flight process.

[0059] In some embodiments, after using the mechanical torque signal as the torque feedback signal of the motor, the method further includes: The system acquires the current flight scenario of the aircraft; when the flight scenario is within the preset target scenario, it determines the second time derivative of the mechanical torque signal; and based on the second time derivative of the mechanical torque signal, it controls the angle of the aircraft's tilting mechanism.

[0060] The preset target scenarios include, but are not limited to, the transition phase from vertical takeoff to level flight, scenarios where strong airflow causes drastic changes in aerodynamic load during level flight, and scenarios involving changes in the external environment (such as changes in air density at high altitudes, icing in cold weather, rain, etc.).

[0061] At this point, the current flight scenario of the aircraft is obtained, and it is determined whether the current flight scenario is within the aforementioned preset target scenario. If the current flight scenario is within the preset target scenario, the second time derivative of the mechanical torque signal can be calculated. Then, based on the second time derivative of the mechanical torque signal, the tilting mechanism of the aircraft is angle-controlled.

[0062] The following example illustrates this embodiment using the transition phase from vertical takeoff to level flight as an example: During the transition from vertical takeoff to level flight, the aerodynamic load changes drastically. As the forward velocity increases, the wings gradually generate lift, and the rotor's aerodynamic environment transitions from a hovering state to an incoming flow state. During this process, the rotor torque exhibits high-frequency fluctuations (mainly caused by airflow separation and vortex ring states), which are then transmitted to the fuselage, resulting in pitch attitude oscillations. Traditional control strategies rely on electromagnetic torque signals or attitude feedback, which struggle to distinguish between aerodynamic and mechanical disturbances and exhibit response lag, causing pitch angle fluctuations of ±8°, impacting flight safety and crew comfort.

[0063] This embodiment utilizes the high bandwidth and high sensitivity characteristics of a physical torque sensor to directly measure the mechanical torque signal on the rotating shaft. And calculate the mechanical torque signal Second time derivative The second derivative reflects the acceleration of torque change and can detect the onset and termination of aerodynamic disturbances earlier than the torque itself. When the airflow begins to separate, the rate of torque change changes rapidly, and its second derivative peaks first. Therefore, the second time derivative of the mechanical torque signal can be used to control the tilt mechanism of an aircraft, thereby improving flight stability.

[0064] According to the technical solution provided in this embodiment, when the flight scenario is within a preset target scenario, the tilt mechanism of the aircraft is angle-controlled by determining the second-order time derivative of the mechanical torque signal. This allows for earlier intervention to suppress disturbances, avoids the cumulative amplification of oscillation amplitude to a certain extent, improves the attitude control effect of the aircraft under complex operating conditions, and enhances flight stability.

[0065] In some embodiments, angle control of the aircraft's tilting mechanism is performed based on the second-order time derivative of the mechanical torque signal, including: Obtain the reference angle of the tilting mechanism at the current moment; Based on the reference angle, the second time derivative of the mechanical torque signal, and the aerodynamic coupling coefficient, the target angle of the tilting mechanism at the current moment is determined, and the tilting mechanism is controlled by the target angle.

[0066] It is understandable that the reference angle of the tilt mechanism at the current moment refers to the tilt mechanism reference angle (expected value) given by the flight control system based on the transition trajectory planning. This value is generated based on macro states such as flight phase, airspeed, and altitude, and is a basic control variable.

[0067] At this point, the target angle can be calculated using the target angle calculation formula. Based on the reference angle, the second time derivative of the mechanical torque signal, and the aerodynamic coupling coefficient, the target angle of the tilting mechanism at the current moment can be determined. The target angle calculation formula is as follows:

[0068] in, To shift the target angle of the mechanism at the current moment, For reference angle, This refers to the aerodynamic coupling coefficient. The unit of the aerodynamic coupling coefficient is (Nm / s). 2 This aerodynamic coupling coefficient converts the torque acceleration dimension into an angle correction quantity. Its specific value can be obtained through flight test calibration or dynamically adjusted according to real-time flight conditions (such as airspeed, angle of attack, and altitude).

[0069] In some examples, the aerodynamic coupling coefficient can be calibrated by applying a known disturbance during the transition phase, measuring the pitch response, and adjusting... This will ensure the best correction effect.

[0070] Second time derivative of mechanical torque signal The unit is Nm / s 2 Positive values ​​indicate an increase in torque acceleration (such as when airflow suddenly presses against the rotor), while negative values ​​indicate a decrease in torque acceleration (such as when airflow is suddenly unloaded). The larger the absolute value, the more severe the aerodynamic disturbance.

[0071] When the torque change accelerates ( A value greater than 0 indicates that aerodynamic disturbances are increasing rotor load and will soon cause the nose to pitch up. Therefore, the flight control system subtracts a correction factor proportional to this acceleration from the reference angle, reducing the tilt angle (or slowing the tilt rate) in advance to suppress the pitching tendency. Conversely, when the torque change accelerates and decreases, the tilt angle is increased in advance to suppress the pitching tendency. This correction factor can proactively adjust the actuators before the disturbance is transmitted to the attitude, achieving proactive suppression.

[0072] It is understood that the angle control in this embodiment can work in conjunction with the corrected torque control signal. The attitude loop based on PID1 control can handle residual low-frequency errors, while the angle control in this embodiment can cope with high-frequency aerodynamic disturbances during the transition process.

[0073] According to the technical solution provided in this embodiment, the target angle of the tilt mechanism at the current moment is determined by the reference angle, the second time derivative of the mechanical torque signal and the aerodynamic coupling coefficient, and the angle control of the tilt mechanism is performed by using the target angle, which can reduce the pitch angle fluctuation of the aircraft in the preset target scenario and improve flight stability and safety.

[0074] In some embodiments, after using the mechanical torque signal as the torque feedback signal of the motor, the method further includes: The mechanical torque signal is bandpass filtered and then resampled in the angular domain according to the current motor speed to obtain the first torque signal. The first torque signal is then subjected to a fast Fourier transform using a preset time window to obtain the current spectrum. Based on the current spectrum, feature quantities that match each fault in the preset fault feature library are extracted. Based on the feature quantities and the feature quantity warning threshold, the fault diagnosis result of the aircraft is determined.

[0075] This embodiment provides predictive maintenance based on mechanical torque signals, eliminating the need for additional vibration sensors. It directly utilizes the integrated physical torque sensor, without increasing hardware costs or weight, making it suitable for the stringent lightweight requirements of eVTOL.

[0076] First, the mechanical torque signal is bandpass filtered (e.g., the filter band is set to 0.1Hz to 500Hz) to cover the main mechanical fault characteristic frequencies of the eVTOL power system, while filtering out useless DC components and high-frequency electromagnetic interference. Then, the processed mechanical torque signal is resampled in the angular domain based on the current motor speed to obtain the first torque signal. In actual eVTOL flight, the motor speed fluctuates frequently with aerodynamic load. Directly performing a Fast Fourier Transform on the time-domain signal would cause spectral drift or spectral leakage in the fault characteristic frequencies, rendering feature extraction ineffective. This embodiment resamples the mechanical torque signal sampled at equal time intervals into a first torque signal with equal angular intervals based on the current motor speed, transforming frequency domain analysis into angular domain (order) analysis and eliminating the influence of speed fluctuations on the spectrum.

[0077] The preset time window can be a fixed time window (e.g., 10 seconds, containing at least 200 revolutions of data). Using this preset time window to perform a Fast Fourier Transform (FFT) on the first torque signal yields the current frequency spectrum. Furthermore, to ensure sufficient frequency resolution, Hanning windows and overlapping averaging methods can be used to improve frequency resolution during the FFT.

[0078] Then, based on the current spectrum, feature quantities matching each fault in the preset fault feature library are extracted; based on the feature quantities and feature quantity warning thresholds, the fault diagnosis results of the aircraft are determined.

[0079] The preset fault feature library is established in advance through theoretical characteristic frequency analysis, experimental calibration, and sample collection. For common faults in the eVTOL motor-rotor system, the characteristic frequencies in the torque spectrum can be derived through dynamic modeling to establish the preset fault feature library.

[0080] The following examples illustrate the establishment of a preset fault feature library, using rolling bearing failure, motor air gap eccentricity, and rotor blade icing / damage as examples: Rolling bearing failures produce impact modulations at specific frequencies (related to bearing geometry and rotational speed); these modulations depend on the bearing geometry (pitch diameter, roller diameter, number of rollers, contact angle) and the current rotational speed. Calculate the fault characteristic frequency: Outer ring fault:

[0081] Inner ring malfunction:

[0082] Roller failure:

[0083] Where: N is the number of rollers, D is the pitch diameter, and d is the roller diameter. The contact angle is such that if a fault occurs, the mechanical torque signal will experience amplitude modulation at these frequencies, manifesting as sidebands or harmonics.

[0084] Motor air gap eccentricity will generate sidebands near twice the electrical frequency; Static or dynamic eccentricity causes changes in air gap permeability, generating electrical frequency-based permeability in the torque spectrum. Centered on the mechanical frequency The sideband component, namely (k=1,2……), with a focus on twice the electrical frequency 2. Variations in the amplitude of the nearby sidebands.

[0085] Rotor blade icing / damage, or blade icing or mass asymmetry, can cause rotor dynamic imbalance, resulting in periodic torque fluctuations with a frequency equal to the blade's passing frequency. This can induce broadband aerodynamic disturbances, typically resulting in energy accumulation in the 20–50 Hz range.

[0086] (B represents the number of leaves) First, typical failure modes can be simulated on a laboratory bench to collect torque signals under both healthy and fault conditions: 1. Micro-pitting is implanted in the bearing raceway through electrical discharge machining to simulate early bearing failure; 2. A small counterweight is added to one side of the rotor to simulate dynamic eccentricity; 3. Attach simulated ice layers to the leaf surface or cut off part of the leaf tip to simulate icing / damage.

[0087] For each fault mode, torque data is collected under different speeds and loads, and spectrum analysis is performed to extract the amplitude, energy, modulation coefficient, etc. of characteristic frequency bands to form a fault sample library.

[0088] Then, the torque signal under healthy conditions is monitored over a long period to establish baseline statistical characteristics (mean, standard deviation). For each fault mode, a sensitive characteristic quantity is defined: Rolling bearing failure: Narrow-band energy at the fault characteristic frequency (Take the characteristic frequency ± 0.5% bandwidth integral); Motor air gap eccentricity: 2 times the electrical frequency Sideband amplitude ratio ; Rotor blade icing / damage: Total energy in the 20-50Hz frequency band .

[0089] By comparing faulty samples with the baseline, a warning threshold for the characteristic quantity is determined (e.g., a warning is triggered when the characteristic quantity exceeds the baseline mean plus 3 times the standard deviation).

[0090] Continuing from the previous example, we can now extract the various features that match the fault feature library from the current spectrum. Specifically, the extracted features include: For roller bearing failures, local peaks are searched near the theoretical characteristic frequency to calculate narrowband energy. ; To address the eccentricity of the motor air gap, extract twice the electrical frequency. The sideband amplitudes on both sides are used to calculate the sideband energy ratio. ; To address rotor blade icing / damage, the total energy within the 20Hz to 50Hz frequency band is extracted. .

[0091] Then, by comparing the extracted features with the feature warning thresholds, aircraft malfunctions can be predicted, thus facilitating predictive maintenance.

[0092] In addition, after establishing a pre-set fault feature library, fault case data accumulated in actual operation can be used to continuously optimize the feature library through machine learning algorithms (such as support vector machine and random forest), adjust feature weights and thresholds, and improve diagnostic accuracy.

[0093] According to the technical solution provided in this embodiment, predictive maintenance can be performed directly based on mechanical torque signals without the need for additional vibration sensors. This allows the torque signal to originate from the shaft itself, reducing attenuation and interference in the vibration transmission path, making fault characteristics clearer, predictive maintenance more accurate, and enabling early minor mechanical faults to be detected before they occur.

[0094] It is understandable that after establishing a pre-set fault feature library, multiple sets of experiments can be combined to establish curves showing the change of feature quantities with the degree of fault deterioration, providing a basis for predicting remaining service life. This allows for estimation of remaining effective service life and enables condition-based maintenance. See Table 1 for details. Table 1

[0095] In some embodiments, after determining the fault diagnosis results of the aircraft, the method further includes: If the fault diagnosis result indicates that any feature quantity exceeds the feature quantity warning threshold, a first preset warning is triggered; if the fault diagnosis result indicates that any feature quantity exceeds the feature quantity warning threshold within N consecutive preset time windows; or, if at least two feature quantities exceed the feature quantity warning threshold, a second preset warning is triggered; if the fault diagnosis result indicates that at least one feature quantity exceeds the feature quantity warning threshold, and the linear regression slope is greater than zero within M preset time windows, a third preset warning is triggered, where N and M are positive integers.

[0096] If the fault diagnosis results indicate that any characteristic quantity exceeds the characteristic quantity warning threshold (for example, the characteristic quantity warning threshold is the mean of the healthy baseline plus three times the standard deviation), the first preset warning is triggered. The first preset warning can only record the event of exceeding the limit in the background for offline analysis by ground maintenance personnel, without interfering with the current flight mission, and effectively filtering out false alarms caused by occasional turbulent air currents.

[0097] If the fault diagnosis results indicate that any characteristic quantity exceeds the characteristic quantity warning threshold within N consecutive preset time windows (e.g., 3 preset time windows); or if at least two characteristic quantities exceed the characteristic quantity warning threshold, a second preset warning is triggered. The second preset warning indicates that the deterioration of the mechanical structure has stabilized and can send maintenance recommendations, prompting maintenance personnel to arrange an inspection in the near future.

[0098] If the fault diagnosis results indicate that at least one characteristic quantity exceeds the characteristic quantity warning threshold, and the linear regression slope is greater than zero within M preset time windows (e.g., 5 preset time windows), it indicates that the fault is in a rapid deterioration phase, and a third preset warning can be triggered. The third preset warning indicates that the fault is in an early high-risk state, and it is recommended to land and inspect as soon as possible.

[0099] According to the technical solution provided in this implementation, a graded early warning mechanism can be used to adopt differentiated handling strategies for faults of different levels. Appropriate handling suggestions can be given for faults of different risk levels, which can improve the fault handling efficiency and flight safety of the aircraft power system while ensuring the continuity of flight missions.

[0100] In some embodiments, the method further includes: Obtain the direct-axis current, quadrature-axis current, direct-axis inductance, and quadrature-axis inductance; calculate the torque based on the direct-axis current, quadrature-axis current, direct-axis inductance, quadrature-axis inductance, number of motor pole pairs, and permanent magnet flux linkage to obtain the electromagnetic torque signal.

[0101] Understandably, the electronic control system can receive the three-phase stator AC current signal from the current sensor in real time, and simultaneously receive the rotor electrical angle signal from the position sensor. Using the rotor electrical angle, through Clarke transformation (converting the three-phase stationary coordinate system to a two-phase stationary coordinate system) and Park transformation (converting the two-phase stationary coordinate system to a two-phase rotating coordinate system that rotates synchronously with the rotor), the three-phase AC current is decoupled and converted into direct-axis current (excitation component) and quadrature-axis current (torque component). Simultaneously, pre-calibrated motor parameters are read from the motor's non-volatile memory.

[0102] The electromagnetic torque signal is calculated using the electromagnetic torque signal calculation formula, based on the direct-axis current, quadrature-axis current, direct-axis inductance, quadrature-axis inductance, number of motor pole pairs, and permanent magnet flux linkage. The electromagnetic torque signal calculation formula is as follows:

[0103] in, This is the electromagnetic torque signal, where p is the number of pole pairs of the motor. It is a permanent magnet flux linkage. For direct-axis current, For quadrature axis current, It is a direct-axis inductor. It is a quadrature axis inductor.

[0104] According to the technical solution provided in this implementation, the calculation is completed directly through the existing current and position sampling data of the electronic control system, without occupying too much computing power resources, and can be adapted to the computing power configuration requirements of various small and medium-sized aircraft power systems.

[0105] Figure 4 This is a schematic flowchart illustrating another aircraft control method as shown in an exemplary embodiment of this application; as follows: Figure 4 As shown, the method includes: S410 acquires the mechanical torque signal and electromagnetic torque signal of the motor in the aircraft; S420, Perform validity judgment: Perform validity judgment on the mechanical torque signal and the electromagnetic torque signal respectively, and obtain the validity judgment result; S430: If only one of the mechanical torque signal and the electromagnetic torque signal is valid, the valid torque signal shall be used as the torque feedback signal. For example, if the validity judgment result indicates that only the mechanical torque signal is valid, then the mechanical torque signal shall be used as the torque feedback signal of the motor; if the validity judgment result indicates that only the electromagnetic torque signal is valid, then the electromagnetic torque signal shall be used as the torque feedback signal of the motor.

[0106] S440: If both the mechanical torque signal and the electromagnetic torque signal are invalid, the aircraft will be controlled to enter emergency protection mode. S450, if both the mechanical torque signal and the electromagnetic torque signal are valid, then determine the torque deviation signal between the mechanical torque signal and the electromagnetic torque signal. S460, if the torque deviation result indicates that the torque deviation signal is less than the preset deviation threshold, then the mechanical torque signal will be used as the torque feedback signal of the motor. S470 If the torque deviation signal is greater than or equal to the preset deviation threshold, a maintenance warning will be issued.

[0107] Figure 5 This is a schematic flowchart illustrating another aircraft control method as shown in an exemplary embodiment of this application; as follows: Figure 5 As shown, the method includes: S510, preprocesses the mechanical torque signal; including: performing bandpass filtering on the mechanical torque signal, and resampling the angular domain of the processed mechanical torque signal according to the current motor speed to obtain the first torque signal; S520, perform Fast Fourier Transform to obtain the current spectrum; including: perform Fast Fourier Transform on the first torque signal using a preset time window to obtain the current spectrum; S530: Based on the current spectrum, extract the feature quantities that match each fault in the preset fault feature library; S540, compare the extracted feature values ​​with the feature value warning threshold; S550: If any feature exceeds the feature warning threshold, the first preset warning is triggered; for example, the event exceeding the limit is recorded in the background for offline analysis by ground maintenance personnel. S560, if any feature quantity exceeds the feature quantity warning threshold within N consecutive preset time windows; or, if at least two feature quantities exceed the feature quantity warning threshold, then a second preset warning is triggered; for example, a maintenance suggestion is sent to remind maintenance personnel to arrange an inspection in the near future. S570 If at least one characteristic quantity exceeds the characteristic quantity warning threshold, and the linear regression slope within M preset time windows is greater than zero, a third preset warning is triggered; for example, indicating that the fault is in an early high-risk state and suggesting that the landing inspection be carried out as soon as possible.

[0108] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the process of the embodiments of this application.

[0109] All of the above-mentioned optional technical solutions can be combined in any way to form the optional embodiments of this application, and will not be described in detail here.

[0110] The following are embodiments of the apparatus described in this application, which can be used to execute the embodiments of the method described in this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the method described in this application.

[0111] Figure 6 This is a schematic diagram illustrating the structure of an aircraft control device according to an exemplary embodiment of this application. Figure 6 As shown, the exemplary aircraft control device includes: The acquisition module 610 is configured to acquire the mechanical torque signal and electromagnetic torque signal of the motor in the aircraft; The determination module 620 is configured to determine the torque deviation signal between the mechanical torque signal and the electromagnetic torque signal; The deviation module 630 is configured to determine the torque deviation result based on the torque deviation signal and the preset deviation threshold. If the torque deviation result indicates that the torque deviation signal is less than the preset deviation threshold, the mechanical torque signal is used as the torque feedback signal of the motor. The control module 640 is configured to determine a corrected torque control signal based on the torque feedback signal and the preset torque control signal, and to control the aircraft motors using the corrected torque control signal.

[0112] In some embodiments, the acquisition module 610 is further configured to perform validity judgments on the mechanical torque signal and the electromagnetic torque signal respectively, and obtain validity judgment results; if the validity judgment result indicates that both the mechanical torque signal and the electromagnetic torque signal are valid, then the torque deviation signal determination step is executed; if the validity judgment result indicates that only the mechanical torque signal is valid, then the mechanical torque signal is used as the torque feedback signal of the motor; if the validity judgment result indicates that only the electromagnetic torque signal is valid, then the electromagnetic torque signal is used as the torque feedback signal of the motor.

[0113] In some embodiments, the deviation module 630 is further configured to monitor the mechanical torque signal of each motor; if the change in the mechanical torque signal of any motor is greater than a preset torque change within a preset time threshold, then the motor is determined to have failed; the target torque signal of the failed motor is determined, and the initial supplementary torque of each effective motor is determined based on the target torque signal and the number of effective motors, wherein the target torque signal characterizes the effective torque signal of the failed motor before failure; the target supplementary torque of each effective motor is determined based on the initial supplementary torque of each effective motor and the adaptive gain factor, and torque supplementation is performed on each effective motor using the target supplementary torque.

[0114] In some embodiments, the deviation module 630 is further configured to acquire the current flight scenario of the aircraft; determine the second time derivative of the mechanical torque signal when the flight scenario is a preset target scenario; and perform angle control on the tilting mechanism of the aircraft based on the second time derivative of the mechanical torque signal.

[0115] In some embodiments, the deviation module 630 is further configured to obtain the reference angle of the tilting mechanism at the current moment; determine the target angle of the tilting mechanism at the current moment based on the reference angle, the second time derivative of the mechanical torque signal and the aerodynamic coupling coefficient, and use the target angle to control the tilting mechanism.

[0116] In some embodiments, the deviation module 630 is further configured to perform bandpass filtering on the mechanical torque signal, and resample the processed mechanical torque signal in the angular domain according to the current motor speed to obtain a first torque signal; perform fast Fourier transform on the first torque signal using a preset time window to obtain the current spectrum; extract feature quantities that match each fault in the preset fault feature library according to the current spectrum; and determine the fault diagnosis result of the aircraft according to the feature quantities and the feature quantity warning threshold.

[0117] In some embodiments, the deviation module 630 is further configured to trigger a first preset warning if the fault diagnosis result indicates that any feature quantity exceeds the feature quantity warning threshold; to trigger a second preset warning if the fault diagnosis result indicates that any feature quantity exceeds the feature quantity warning threshold within N consecutive preset time windows; or, if at least two feature quantities exceed the feature quantity warning threshold; and to trigger a third preset warning if the fault diagnosis result indicates that at least one feature quantity exceeds the feature quantity warning threshold and the linear regression slope within M preset time windows is greater than zero, where N and M are positive integers.

[0118] In some embodiments, the acquisition module 610 is further configured to acquire the direct-axis current, quadrature-axis current, direct-axis inductance, and quadrature-axis inductance; and to calculate the electromagnetic torque signal based on the direct-axis current, quadrature-axis current, direct-axis inductance, quadrature-axis inductance, number of motor pole pairs, and permanent magnet flux linkage.

[0119] Embodiments of this application also provide an aircraft, including: one or more processors and a memory, wherein a computer program is stored in the memory, and when the one or more processors execute the computer program, the aircraft performs the methods provided in the above embodiments.

[0120] Figure 7 A schematic diagram of a computer system suitable for implementing the embodiments of this application is shown. It should be noted that... Figure 7 The computer system 700 of the aircraft shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0121] like Figure 7As shown, the computer system 700 includes a Central Processing Unit (CPU) 701, which can perform various appropriate actions and processes based on programs stored in Read-Only Memory (ROM) 702 or programs loaded from storage portion 708 into Random Access Memory (RAM) 703, such as performing the methods described in the above embodiments. The RAM 703 also stores various programs and data required for system operation. The CPU 701, ROM 702, and RAM 703 are interconnected via a bus 704. An Input / Output (I / O) interface 705 is also connected to the bus 704.

[0122] The following components are connected to I / O interface 705: an input section 706 including a keyboard, mouse, etc.; an output section 707 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 708 including a hard disk, etc.; and a communication section 709 including a network interface card such as a LAN (Local Area Network) card, modem, etc. The communication section 709 performs communication processing via a network such as the Internet. A drive 710 is also connected to I / O interface 705 as needed. Removable media 711, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., are installed on drive 710 as needed so that computer programs read from them can be installed into storage section 708 as needed.

[0123] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program including a computer program for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 709, and / or installed from removable medium 711. When the computer program is executed by central processing unit (CPU) 701, it performs various functions defined in the system of this application.

[0124] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium or any combination thereof. A computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this application, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, carrying a computer-readable computer program. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media can also be any computer-readable medium other than computer-readable storage media, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The computer program contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0125] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation that may be implemented in systems, methods, and computer program products according to various embodiments of this application. Each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0126] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0127] Another aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a computer's processor, causes the computer to perform the aforementioned method. This computer-readable storage medium may be included in the aircraft described in the above embodiments, or it may exist independently and not incorporated into the aircraft.

[0128] Another aspect of this application provides a computer program product or computer program including 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 methods described in the various embodiments above.

[0129] The above embodiments are merely illustrative of the principles and effects of this application and are not intended to limit this application. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this application. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this application should still be covered by the steps of this application.

Claims

1. An aircraft control method, characterized in that, include: Acquire the mechanical torque signal and electromagnetic torque signal of the motor in the aircraft; Determine the torque deviation signal between the mechanical torque signal and the electromagnetic torque signal; Based on the torque deviation signal and the preset deviation threshold, the torque deviation result is determined. If the torque deviation result indicates that the torque deviation signal is less than the preset deviation threshold, then the mechanical torque signal is used as the torque feedback signal of the motor. Based on the torque feedback signal and the preset torque control signal, a corrected torque control signal is determined, and the corrected torque control signal is used to control the aircraft motor.

2. The aircraft control method according to claim 1, characterized in that, After acquiring the mechanical torque signal and electromagnetic torque signal of the motor in the aircraft, the method further includes: The validity of the mechanical torque signal and the electromagnetic torque signal are determined separately to obtain the validity determination results. If the validity judgment result indicates that both the mechanical torque signal and the electromagnetic torque signal are valid, then the step of determining the torque deviation signal is executed; If the validity determination result indicates that only the mechanical torque signal is valid, then the mechanical torque signal is used as the torque feedback signal of the motor; if the validity determination result indicates that only the electromagnetic torque signal is valid, then the electromagnetic torque signal is used as the torque feedback signal of the motor.

3. The aircraft control method according to claim 1 or 2, characterized in that, After using the mechanical torque signal as the torque feedback signal of the motor, the method further includes: Monitor the mechanical torque signals of each motor; If the change in the mechanical torque signal of any motor is greater than a preset torque change within a preset time threshold, then the motor is determined to be faulty. The target torque signal of the failed motor is determined, and the initial supplementary torque of each of the effective motors is determined based on the target torque signal and the number of effective motors, wherein the target torque signal characterizes the effective torque signal of the failed motor before failure; Based on the initial supplementary torque and adaptive gain factor of each effective motor, the target supplementary torque of each effective motor is determined, and the torque of each effective motor is supplemented using the target supplementary torque.

4. The aircraft control method according to claim 1 or 2, characterized in that, After using the mechanical torque signal as the torque feedback signal of the motor, the method further includes: Obtain the current flight scenario of the aircraft; When the flight scenario is a preset target scenario, determine the second time derivative of the mechanical torque signal; The tilting mechanism of the aircraft is controlled by the second-order time derivative of the mechanical torque signal.

5. The aircraft control method according to claim 4, characterized in that, The angle control of the aircraft's tilting mechanism based on the second-order time derivative of the mechanical torque signal includes: Obtain the reference angle of the tilting mechanism at the current moment; Based on the reference angle, the second time derivative of the mechanical torque signal, and the aerodynamic coupling coefficient, the target angle of the tilting mechanism at the current moment is determined, and the tilting mechanism is controlled by the target angle.

6. The aircraft control method according to claim 1 or 2, characterized in that, After using the mechanical torque signal as the torque feedback signal of the motor, the method further includes: The mechanical torque signal is bandpass filtered and then resampled in the angular domain according to the current motor speed to obtain the first torque signal. The first torque signal is subjected to a fast Fourier transform using a preset time window to obtain the current spectrum; Based on the current spectrum, extract the feature quantities that match each fault in the preset fault feature library; Based on the aforementioned characteristic quantities and characteristic quantity warning thresholds, the fault diagnosis results of the aircraft are determined.

7. The aircraft control method according to claim 6, characterized in that, After determining the fault diagnosis results of the aircraft, the following is also included: If the fault diagnosis result indicates that any feature quantity exceeds the feature quantity warning threshold, then a first preset warning is triggered; If the fault diagnosis result indicates that any feature quantity exceeds the feature quantity warning threshold within N consecutive preset time windows; or, if at least two feature quantities exceed the feature quantity warning threshold, then a second preset warning is triggered. If the fault diagnosis result indicates that at least one feature quantity exceeds the feature quantity warning threshold, and the linear regression slope within M preset time windows is greater than zero, then a third preset warning is triggered, where N and M are positive integers.

8. The aircraft control method according to claim 1, characterized in that, The method further includes: Obtain the direct-axis current, quadrature-axis current, direct-axis inductance, and quadrature-axis inductance; The electromagnetic torque signal is obtained by calculating the torque based on the direct-axis current, the quadrature-axis current, the direct-axis inductance, the quadrature-axis inductance, the number of motor pole pairs, and the permanent magnet flux linkage.

9. An aircraft control device, characterized in that, include: The acquisition module is configured to acquire the mechanical torque signal and electromagnetic torque signal of the motor in the aircraft; The determination module is configured to determine a torque deviation signal between the mechanical torque signal and the electromagnetic torque signal; The deviation module is configured to determine the torque deviation result based on the torque deviation signal and a preset deviation threshold. If the torque deviation result indicates that the torque deviation signal is less than the preset deviation threshold, then the mechanical torque signal is used as the torque feedback signal of the motor. The control module is configured to determine a corrected torque control signal based on the torque feedback signal and the preset torque control signal, and to control the aircraft motor using the corrected torque control signal.

10. An aircraft, characterized in that, include: One or more processors and a memory, the memory storing a computer program that, when executed by the one or more processors, causes the aircraft to perform the steps of the method as described in any one of claims 1 to 8.

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