Seaplane lateral stability control method, seaplane and computer device

Abstract

The application provides a seaplane lateral stability control method, a seaplane and a computer device, and the method comprises the following steps: collecting lateral motion state data and external environment data in real time when sliding on the water surface; the lateral motion state data comprises a roll angle; monitoring whether the roll angle is greater than a preset roll angle threshold; when the roll angle is greater than the roll angle threshold, determining a target lateral restoring moment according to the lateral motion state data and the external environment data, and outputting a rotating speed adjusting instruction according to the target lateral restoring moment, wherein the rotating speed adjusting instruction is used for adjusting the rotating speed of a left power propeller and / or a right power propeller. The application improves the lateral stability and safety of the seaplane sliding on the water surface by canceling the underwing float and actively adjusting the vertical thrust of the power propeller.

Description

Technical Field

[0001] This application belongs to the field of aircraft control technology, and in particular relates to a method for lateral stability control of a seaplane, the seaplane, and computer equipment. Background Technology

[0002] Seaplanes can take off and land in rivers, lakes, nearshore waters, and reservoirs without requiring dedicated airport runways. They are characterized by low operating costs and high maneuverability, and can be widely used in military and civilian fields such as maritime search and rescue, long-range replenishment, anti-submarine warfare, forest fire fighting, and maritime law enforcement. They are crucial equipment that is difficult for other aircraft to replace. Ensuring the lateral stability of seaplanes while gliding on water and preventing wingtips from touching the water are core indicators for ensuring the safe operation of seaplanes on water, directly determining the success rate of takeoffs and landings and operational safety.

[0003] Traditional seaplanes generally employ an underwing float configuration. By symmetrically arranging buoyancy floats under the left and right wings, the buoyancy difference after the floats enter the water passively generates a lateral restoring moment to counteract the aircraft's roll and capsizing tendency during taxiing. However, this configuration has inherent drawbacks: the floats are external protrusions exposed to the airflow, increasing overall drag and fuel consumption. The float structure itself also increases the aircraft's empty weight, adversely affecting flight time and range. More importantly, during water takeoff and landing and high-speed taxiing, the aircraft is highly susceptible to situations where one float enters the water too deeply, causing a sudden increase in the submerged area. In such cases, the floats generate enormous hydrodynamic drag and impact loads, causing instantaneous imbalance, roll and capsizing, and even catastrophic accidents such as float tearing, fuselage damage from water contact, and the aircraft capsizing and sinking. This constitutes a major safety hazard for traditionally configured seaplanes operating on water. Existing improvement methods mainly focus on optimizing the buoy's shape and adjusting its installation position, but these methods cannot fundamentally eliminate the aerodynamic resistance problem caused by the buoy, nor can they completely avoid the risk of capsizing and damage caused by the buoy being submerged in deep water. Summary of the Invention

[0004] The purpose of this application is to provide a method for controlling the lateral stability of a seaplane, the seaplane itself, and computer equipment.

[0005] In a first aspect, this application provides a method for lateral stability control of a seaplane, the seaplane comprising a left and a right powered propeller symmetrically arranged on the left and right wings; the left and right powered propellers output vertical upward thrust when rotating; and there are no floats under the left and right wings; the method includes: While gliding on the water, real-time data on lateral motion and external environment are collected; the lateral motion data includes the roll angle. Monitor whether the roll angle is greater than the preset roll angle threshold; When the roll angle is greater than the roll angle threshold, the target lateral restoring torque is determined based on the lateral motion state data and external environment data. The speed adjustment command is output based on the target lateral restoring torque. The speed adjustment command is used to adjust the speed of the left power propeller and / or the right power propeller.

[0006] In a second aspect, this application provides a seaplane comprising a flight controller, a left powered propeller and a right powered propeller symmetrically arranged on the left and right wings; the left and right powered propellers output vertical upward thrust when rotating; the left and right wings have no floats under their wings; the flight controller is used to execute the steps of the seaplane lateral stability control method provided in the second aspect.

[0007] Thirdly, this application provides a computer device, comprising: One or more processors; The memory; and one or more computer programs, the processor and the memory being connected via a bus, wherein the one or more computer programs are stored in the memory and configured to be executed by one or more processors, the processors executing the computer programs implementing the steps of the seaplane lateral stability control method in the first aspect.

[0008] This application eliminates the additional aerodynamic drag and structural weight increase caused by externally mounted floats on the left and right wings of the seaplane, thereby reducing flight drag and fuel consumption, and avoiding safety accidents caused by deep-water submersion of the floats. By symmetrically arranging the left and right power propellers on the outer sides of the left and right wings, and ensuring that the left and right power propellers output vertical upward thrust during rotation, a lateral restoring torque source can be provided to replace the buoyancy of the floats for the seaplane after float removal. Furthermore, by collecting lateral motion data and external environmental data in real time during gliding on the water surface... By collecting environmental data and monitoring whether the roll angle exceeds a preset roll angle threshold, the system can promptly detect the lateral instability trend of the seaplane when the roll angle exceeds the limit. By determining the target lateral restoring torque based on real-time collected lateral motion state data and external environmental data, and outputting speed adjustment commands to adjust the speed of the left and / or right propellers based on the target lateral restoring torque, the system can achieve active and precise output of the lateral restoring torque, dynamically balance the lateral overturning torque during water taxiing, and improve the lateral stability and operational safety of the seaplane during water taxiing. Attached Figure Description

[0009] Figure 1 This is a multi-view schematic diagram of a seaplane provided in an embodiment of this application.

[0010] Figure 2 This is a flowchart of a seaplane lateral stability control method provided in an embodiment of this application.

[0011] Figure 3 This is a structural block diagram of a computer device provided in one embodiment of this application. Detailed Implementation

[0012] To make the objectives, technical solutions, and beneficial effects of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0013] To illustrate the technical solution described in this application, specific embodiments are provided below.

[0014] Please see Figure 1 This is a schematic diagram of a lateral stability design layout for a seaplane according to an embodiment of this application. The top view, right view, and front view of the seaplane correspond to... Figure 1 (a), (b), and (c) are provided. For example, a seaplane may include a fuselage, wings, and a tail. The wings may include a left wing and a right wing. An onboard power supply system may be installed on the fuselage to provide power to the various electrical components of the seaplane. An IMU (Inertial Measurement Unit) and a flight control module may be installed near the center of gravity of the fuselage. The IMU can be used to collect real-time data on the lateral motion state of the fuselage, such as roll angle, roll velocity, and roll acceleration. The flight control module can be used to perform lateral stability control processing for the seaplane. Atmospheric data sensors may be installed on both sides of the left and right nose to measure external environmental data such as wind speed encountered by the aircraft. A left-powered propeller and a right-powered propeller may be symmetrically arranged on the outer sides of the left and right wings, respectively. The left-powered propeller and the right-powered propeller may be driven by independent speed-regulating motors to output vertical upward thrust. For example, Figure 1 The components can be represented by the following labels: atmospheric data sensor (label 1), IMU inertial unit and flight control module (label 2), left power propeller (label 3), right power propeller (label 4), airborne power supply system (label 5), wing (label 6), fuselage (label 7), and tail (label 8). It is understandable that... Figure 1 The components of the seaplane shown and their arrangement are merely illustrative examples. The actual arrangement can be adjusted as needed, and this application does not impose any restrictions on it.

[0015] This embodiment mainly uses the application of the seaplane lateral stability control method to the flight controller (which can be integrated into the airborne equipment of the seaplane or implemented by an independent controller, such as a microcontroller, embedded processor or dedicated control circuit) as an example. The flight controller can include a flight control computer and a roll stability calculation program. The roll stability calculation program is used to perform lateral stability calculation processing based on the data collected by the flight control computer.

[0016] Please see Figure 2 The lateral stability control method for seaplanes provided in one embodiment of this application includes the following steps: Step S101: While gliding on the water surface, collect lateral motion state data and external environment data in real time; the lateral motion state data includes the roll angle.

[0017] Taxiing refers to the operational state of a seaplane when it taxis, takes off, lands, or sails on the water.

[0018] In this embodiment, the left and right propellers of the seaplane can be driven by independent speed-regulating motors. These motors can receive speed adjustment commands from the flight controller, enabling independent adjustment of the propeller speed. For example, the left and right propellers can be implemented using a ducted propeller mechanism, which refers to a propeller mechanism with a duct structure around the propeller to constrain airflow and improve thrust efficiency. The left and right propellers can be symmetrically arranged on the outer sides of the left and right wings of the seaplane to achieve independent output and coordinated adjustment of vertical thrust on both sides.

[0019] The flight controller can determine whether the seaplane is gliding on the water. When it is determined that the seaplane is gliding on the water, it can collect lateral motion data and external environment data in real time through the situational awareness system.

[0020] For example, the flight controller can identify the seaplane's operating mode, which may include a water taxiing mode and a flight mode. For instance, it can determine whether the seaplane is currently in water taxiing mode or flight mode based on its operating status data. Only when the seaplane is identified as being in water taxiing mode will the step of real-time acquisition of lateral motion data and external environmental data be performed, thus avoiding unnecessary thrust intervention during flight. Specifically, when water taxiing mode is triggered, the left and right propellers are activated and placed at idle speed.

[0021] For example, an inertial measurement unit (IMU) can be installed near the center of gravity of the seaplane to collect real-time data on lateral motion, such as roll angle, roll velocity, and roll acceleration. Atmospheric data sensors can be installed on both sides of the seaplane's nose to measure wind speed and other external environmental data in real time. The flight controller can continuously acquire this data at a preset sampling frequency, using it as input for subsequent lateral stability control.

[0022] For example, the above-mentioned lateral stability control logic can be implemented according to a hierarchical architecture of a pattern recognition layer, a roll motion perception layer, a data fusion calculation layer, a propeller thrust distribution execution layer, and a roll motion monitoring feedback layer. The pattern recognition layer is used to identify the operating mode of the seaplane, the roll motion perception layer is used to collect lateral motion state data and external environment data in real time, the data fusion calculation layer is used to determine the target lateral restoring torque based on the collected data, the propeller thrust distribution execution layer is used to generate and output speed adjustment commands, and the roll motion monitoring feedback layer is used to continuously monitor the roll angle to form a closed-loop feedback control.

[0023] By collecting lateral motion data and external environment data in real time, a timely and accurate data foundation can be provided for subsequent roll attitude monitoring and determination of the target lateral recovery torque.

[0024] Step S102: Monitor whether the roll angle is greater than the preset roll angle threshold.

[0025] A preset roll angle threshold refers to a pre-defined safe roll angle limit, such as 2° or 4°, used to determine whether the roll attitude of a seaplane is within a safe range. The preset roll angle threshold can be pre-calibrated based on the seaplane's model, center of gravity position, load status, etc., and stored in the flight controller. For example, it can be set by combining the seaplane's geometric parameters and the permissible safe roll attitude range. For instance, the roll stability calculation program can pre-store overall aircraft data and control logic. The overall aircraft data may include the seaplane's geometric parameters, center of gravity height, and fuel mass. The permissible safe roll attitude threshold can be pre-stored as one item in the overall aircraft data. The preset roll angle threshold can be calibrated based on the pre-stored overall aircraft data and the permissible safe roll attitude threshold.

[0026] The flight controller can compare the real-time collected roll angle with a preset roll angle threshold to monitor whether the roll angle exceeds the preset threshold. For example, the flight controller can continuously compare the current roll angle value with the preset roll angle threshold: when the roll angle is not greater than the preset roll angle threshold, the seaplane's roll attitude is determined to be within a safe range, and roll angle monitoring can continue. In this case, the left and right propellers can maintain their current speeds without adjustment; when the roll angle exceeds the preset roll angle threshold, the seaplane is determined to have a tendency towards lateral instability, triggering subsequent thrust control procedures.

[0027] By comparing the roll angle with a preset roll angle threshold, the triggering time of lateral instability can be objectively and quantitatively determined, so that unnecessary thrust intervention is not carried out when the roll attitude is safe, and timely control is initiated when the roll attitude exceeds the limit.

[0028] Step S103: When the roll angle is greater than the roll angle threshold, determine the target lateral restoring torque based on the lateral motion state data and external environment data, and output the speed adjustment command based on the target lateral restoring torque.

[0029] The target lateral restoring moment refers to the target value of the lateral restoring moment required by the left and right powered propellers to correct the lateral instability of the seaplane, used to balance the lateral overturning moment during the seaplane's gliding on the water. The speed adjustment command refers to the instruction information used to instruct the left and / or right powered propellers to adjust their speeds, and may include information such as the target speed and the amount of speed adjustment.

[0030] The core control logic of lateral stability control lies in maintaining a balance between the lateral restoring torque provided by the powered propeller and the lateral overturning torque of the aircraft. The flight controller first calculates the target lateral restoring torque required to balance the current lateral overturning torque based on a preset lateral restoring torque model, using lateral motion state data and external environmental data. Then, it converts the target lateral restoring torque into the thrust adjustment required by the left and right powered propellers, and generates a speed adjustment command based on the propeller speed and thrust characteristics. Finally, the speed adjustment command is output to the corresponding speed-regulating motors of the left and right powered propellers, which adjust the speed of the left and / or right powered propellers to output matched vertical upward thrust, generating a lateral restoring torque to correct the roll attitude of the seaplane. For example, the left and right powered propellers can each be equipped with independent speed-regulating motors, which can achieve stepless adjustment of the propeller speed, for example, stepless adjustment within the 0-100% speed range, thereby independently outputting vertical upward thrust.

[0031] For example, the left and right power propellers and their corresponding speed-regulating motors can constitute the actuation units of the seaplane. The actuation units are symmetrically arranged on the left and right wings of the seaplane and are used to independently output vertical upward thrust. For example, after outputting the speed adjustment command, the roll angle is continuously monitored. If the roll angle is still greater than the preset roll angle threshold, the steps of determining the target lateral restoring torque and outputting the speed adjustment command are repeated until the roll angle is no greater than the preset roll angle threshold, thereby realizing closed-loop iterative control of lateral stability control.

[0032] When the roll angle exceeds the limit, the target lateral restoring torque is determined based on real-time data and the speed adjustment command is output. This enables the active and precise output of the lateral restoring torque, dynamically balances the lateral overturning torque during water gliding, and improves the effect of lateral stability control.

[0033] This embodiment eliminates the additional aerodynamic drag and structural weight increase caused by externally mounted floats by removing the floats under the left and right wings, reducing flight drag and fuel consumption, and avoiding safety accidents caused by deep-water submersion of the floats. By symmetrically arranging the left and right power propellers on the outer sides of the left and right wings, and ensuring that the left and right power propellers output vertical upward thrust when rotating, a lateral restoring torque source can be provided for the seaplane after the floats are removed, replacing the buoyancy of the floats. By collecting lateral motion state data and external environmental data in real time during water taxiing, and monitoring whether the roll angle exceeds the preset roll angle threshold, the lateral instability trend of the seaplane can be detected in time when the roll angle exceeds the limit. By determining the target lateral restoring torque based on the real-time collected lateral motion state data and external environmental data, and outputting speed adjustment commands to adjust the speed of the left and / or right power propellers based on the target lateral restoring torque, the active and precise output of the lateral restoring torque can be achieved, dynamically balancing the lateral overturning torque during water taxiing, and improving the lateral stability and operational safety of the seaplane during water taxiing.

[0034] In one embodiment, the external environmental data includes wind speed. Determining the target lateral restoring moment based on the lateral motion state data and the external environmental data includes: The crosswind overturning moment is calculated based on the roll angle, wind speed, air density, wing area and wingspan of the seaplane. Calculate the self-weight lateral overturning moment based on the seaplane's mass, center of gravity height, and overturning moment height correction factor; The asymmetric fuel overturning moment is calculated based on the asymmetric fuel mass, the lateral distance between the center of the wing fuel tank and the center of gravity of the seaplane, and the asymmetric fuel roll arm correction factor. Calculate the propeller anti-torsion tilting moment based on engine speed, number of engines, engine efficiency, and engine power; The lateral overturning moment is calculated based on the crosswind overturning moment, the self-weight overturning moment, the asymmetric fuel overturning moment, and the propeller anti-torsion overturning moment. The target lateral restoring moment is determined based on the lateral overturning moment.

[0035] External environmental data can include wind speed. Wind speed refers to the ambient wind speed encountered by the seaplane, as measured by atmospheric data sensors, and is used to characterize external aerodynamic conditions such as crosswinds.

[0036] Wing area refers to the planar projected area of ​​a seaplane wing; wingspan refers to the horizontal distance between the left and right wingtips; center of gravity height refers to the height of the seaplane's center of gravity relative to the water surface; lateral distance between the center of the wing fuel tank and the seaplane's center of gravity refers to the lateral distance between the center of the wing fuel tank and the center of gravity of the aircraft; asymmetric fuel mass refers to the difference in fuel quantity between the left and right wing fuel tanks.

[0037] In this embodiment, when the flight controller determines the target lateral restoring moment based on the lateral motion state data and external environment data, it can first calculate the crosswind rollover moment, the self-weight rollover moment, the asymmetric fuel rollover moment, and the propeller anti-torsion rollover moment, respectively. Then, it performs summation processing on the four types of moments to obtain the lateral rollover moment. Finally, it determines the target lateral restoring moment based on the lateral rollover moment.

[0038] This embodiment decomposes the lateral overturning moment into four types of moments: crosswind, self-weight, asymmetric fuel, and propeller anti-torsion. After calculating and summing these separately, it can cover the main sources of lateral overturning during water gliding, improve the accuracy of lateral overturning moment calculation, and thus provide a reliable basis for determining the target lateral restoring moment.

[0039] For example, the crosswind overturning moment is calculated using the following formula: ; Indicates the crosswind overturning moment. Indicates the roll angle. Indicates air density, Indicates wind speed. Indicates wing area. Indicates the wingspan; The overturning moment due to self-weight is calculated using the following formula: ; This represents the overturning moment due to its own weight. Indicates the roll angle. Indicates the mass of the seaplane. Indicates the height of the seaplane's center of gravity. Represents gravitational acceleration. This indicates the overturning moment height correction factor; The asymmetric fuel rollover moment is calculated using the following formula: ; Indicates the asymmetric fuel overturning moment. Indicates the roll angle. This represents the correction factor for the asymmetric fuel roll arm. Indicates asymmetric fuel mass. Represents gravitational acceleration. This indicates the lateral distance between the center of the wing fuel tank and the center of gravity of the seaplane; The propeller anti-torsion tilting moment is calculated using the following formula: ; This indicates the propeller's anti-torsional tilting moment. Indicates engine speed. Indicates the number of engines. Indicates engine power. This indicates engine efficiency.

[0040] The air density mentioned above refers to the density of the atmosphere surrounding the seaplane; wing area refers to the planar projected area of ​​the seaplane's wing; wingspan refers to the horizontal distance between the left and right wingtips; gravitational acceleration refers to the acceleration caused by Earth's gravity; center of gravity height refers to the height of the seaplane's center of gravity relative to the horizontal plane of the seaplane's coordinate system; asymmetric fuel mass refers to the difference in fuel quantity between the left and right wing fuel tanks; lateral distance between the center of the left or right wing fuel tank and the seaplane's center of gravity refers to the lateral distance between the center of the left or right wing fuel tank and the aircraft's center of gravity; engine speed refers to the engine's output speed; number of engines refers to the number of engines configured on the seaplane; engine power refers to the engine's output power; and engine efficiency refers to the efficiency with which the engine converts input energy into effective power.

[0041] The overturning moment height correction factor η1 can range from 0.7 to 0.85, and the asymmetric fuel roll arm correction factor η2 can range from 0.75 to 0.85. The constant 716 is a conversion constant when using a specific engineering unit system, and the constants 0.17 and 0.38 are statistical constants obtained from engineering experience. The specific unit system of each physical quantity can be set according to the actual engineering needs.

[0042] By using the above formulas to calculate various lateral overturning moments, the overturning effects from various physical sources can be quantified, improving the engineering accuracy of lateral overturning moment calculations and thus providing precise numerical basis for determining the target lateral restoring moment.

[0043] In one embodiment, the speed adjustment command is specifically used to increase the speed of the powered propeller corresponding to the roll-down side of the seaplane, and to maintain or decrease the speed of the powered propeller corresponding to the non-roll-down side of the seaplane; the powered propeller corresponding to the roll-down side is either the left powered propeller or the right powered propeller; the roll-down side is determined according to the direction of the roll angle.

[0044] The roll-down side refers to the side of the seaplane that tilts downwards due to roll, i.e., the side the aircraft tilts towards, as indicated by the roll angle; the non-roll-down side refers to the opposite side. The direction of the roll angle is a symbolic information used to characterize whether the seaplane is tilting to the left or right. For example, a roll angle that tilts to the left can be recorded as a negative value, and a roll angle that tilts to the right can be recorded as a positive value.

[0045] In this embodiment, when the direction of the roll angle indicates that the seaplane is tilting to the right, it can be determined that the right side is the roll-down side. At this time, the speed of the right propeller is increased to increase the vertical upward thrust output of the right propeller, while the speed of the left propeller is maintained or decreased, so that the left and right propellers generate a lateral thrust difference, forming a lateral restoring torque opposite to the overturning direction, thereby righting the seaplane.

[0046] This embodiment determines the roll-down side based on the roll angle direction, increases the propeller speed on the downside, and maintains or decreases the propeller speed on the other side. This creates a lateral thrust difference opposite to the overturning direction, accurately generates a reverse restoring torque, and improves the effectiveness of lateral instability correction.

[0047] In one embodiment, the lateral motion state data further includes roll angle acceleration; determining the target lateral restoring moment based on the lateral overturning moment includes: The instantaneous roll overturning moment is calculated based on the roll angular acceleration and the moment of inertia of the seaplane about its longitudinal axis of gravity. Compare the instantaneous roll overturning moment with the lateral overturning moment; When the instantaneous roll overturning moment is greater than the lateral overturning moment, the difference between the instantaneous roll overturning moment and the lateral overturning moment is used as the corrected restoring moment. The target lateral restoring moment is determined based on the lateral overturning moment and the corrected restoring moment.

[0048] Lateral motion data may also include roll angle acceleration.

[0049] Roll acceleration refers to the rate of change of roll angular velocity over time. The moment of inertia about the longitudinal axis of the center of gravity refers to the rotational inertia of a seaplane about an axis passing through the center of gravity and along the longitudinal axis of the fuselage; it characterizes the magnitude of the aircraft's rotational inertia about that axis. Instantaneous roll overturning moment refers to the instantaneous lateral overturning moment generated due to a drastic change in roll acceleration. Corrective restoring moment refers to the torque compensation amount used to dynamically correct the target's lateral restoring moment.

[0050] In this embodiment, when the seaplane is disturbed by external factors such as waves, causing a drastic change in roll acceleration, the instantaneous roll overturning moment may increase. In this case, the difference between the instantaneous roll overturning moment and the lateral overturning moment can be used as the corrected restoring moment, and combined with the lateral overturning moment to determine the target lateral restoring moment, ensuring that the target lateral restoring moment can cover the instantaneous overturning component caused by wave disturbance. If the instantaneous roll overturning moment is not greater than the lateral overturning moment, the lateral overturning moment can be used as the target restoring moment.

[0051] For example, the instantaneous rollover moment can be calculated using the following formula: ; Indicates the instantaneous roll and overturning moment. The moment of inertia of a seaplane about its longitudinal axis of gravity is represented by [missing information]. This represents the roll angle acceleration.

[0052] This embodiment calculates the instantaneous roll overturning moment based on the roll angle acceleration, and corrects the target lateral restoring moment by using the difference when the instantaneous roll overturning moment is large. This can cope with the instantaneous overturning trend caused by disturbances such as waves and improve the lateral stability control capability under complex sea conditions.

[0053] In one embodiment, outputting a speed adjustment command based on the target lateral restoring torque includes: The target thrust difference between the left and right power propellers is determined based on the distance between the center of the power propeller and the center of gravity of the seaplane and the target's lateral restoring moment. Based on the real-time rotational speeds of the left and right propellers and the preset propeller speed-thrust model, the real-time thrust of the left and right propellers is determined, and the real-time thrust difference is calculated based on the real-time thrust of the left and right propellers. The thrust difference compensation value is determined based on the target thrust difference and the real-time thrust difference. Based on the thrust difference compensation value and the propeller model (which can be represented as T(n)), determine the target rotational speeds of the left and right power propellers; A speed adjustment command is generated based on the target speed and roll angle.

[0054] The target thrust difference refers to the difference in thrust required by the left and right powered propellers, used to generate the target lateral restoring torque. Real-time rotational speed refers to the current actual rotational speed of the left and right powered propellers. The propeller T(n) model is a model used to characterize the relationship between propeller rotational speed and propeller thrust; for example, it can represent thrust as proportional to the square of rotational speed, or it can be in the form of a characteristic curve or data table. Real-time thrust refers to the current propeller thrust determined based on the real-time rotational speed and the propeller T(n) model. Real-time thrust difference refers to the difference in real-time thrust between the left and right powered propellers. Thrust difference compensation value refers to the thrust difference adjustment amount required to adjust the real-time thrust difference to the target thrust difference. The target rotational speed refers to the rotational speed of the left and right propellers required to achieve the target thrust difference. The distance between the center of the powered propeller and the center of gravity of the seaplane refers to the lateral distance from the center of the powered propeller to the center of gravity of the aircraft.

[0055] In this embodiment, when the flight controller outputs a speed adjustment command based on the target lateral restoring torque, it can first determine the target thrust difference between the left and right propellers based on the distance between the center of the powered propeller and the center of gravity of the seaplane and the target lateral restoring torque; then, based on the real-time speeds of the left and right propellers and a preset propeller T(n) model, determine the real-time thrust of the left and right propellers, and calculate the real-time thrust difference based on the real-time thrust; then, determine the thrust difference compensation value based on the target thrust difference and the real-time thrust difference, for example, the difference between the target thrust difference and the real-time thrust difference can be used as the thrust difference compensation value; then, based on the thrust difference compensation value and the propeller T(n) model, determine the target speeds of the left and right propellers, for example, by using the inverse solution of the propeller T(n) model to convert the thrust difference compensation value into the target speeds of the left and right propellers; finally, generate a speed adjustment command based on the target speed and the current roll angle, for example, generate a speed adjustment command containing the target speed value, and output it to the speed regulating motors of the left and right propellers.

[0056] The target thrust difference can be calculated using the following formula: ; Indicates the target lateral restoring moment. Indicates the difference in target thrust. This indicates the target thrust of the right-hand propeller. This indicates the target thrust of the left-hand propeller. This indicates the distance between the center of the powered propeller and the center of gravity of the seaplane. The center of the powered propeller refers to the center of the left and right powered propellers.

[0057] This embodiment determines the thrust difference compensation value based on the target thrust difference and the real-time thrust difference, and converts it into the target speed using the propeller T(n) model. This can transform the target lateral restoring torque into an executable speed adjustment command, thereby achieving closed-loop precise adjustment of the restoring torque.

[0058] In one embodiment, generating a speed adjustment command based on a target speed and roll angle includes: Determine the corresponding power propeller on the roll-down side and the non-roll-down side from the left and right power propellers based on the direction of the roll angle. Based on the roll angle, determine the speed gain coefficient corresponding to the target speed of the propeller on the roll-down side. Multiply the speed gain coefficient with the target speed of the propeller on the roll-down side to obtain the target speed of the propeller on the roll-down side after gain processing. Based on the target speed of the powered propeller corresponding to the roll-down side after gain processing and the target speed of the powered propeller corresponding to the non-roll-down side, a speed adjustment command is generated.

[0059] The target speed refers to the speed that the left and right powered propellers should achieve, determined based on the target thrust difference and the propeller thrust model. The speed gain coefficient is a coefficient used to adjust the gain of the target speed of the powered propeller corresponding to the roll-down side. Gain processing refers to the operation of multiplying the speed gain coefficient by the target speed. The speed adjustment command is the instruction information used to instruct the left and right powered propellers to adjust their speeds, and may include information such as the target speed and the speed adjustment amount.

[0060] In this embodiment, the flight controller can determine the propeller corresponding to the roll-down side and the non-roll-down side from the left and right propellers based on the roll angle direction. Then, based on the roll angle, it determines the speed gain coefficient corresponding to the target speed of the propeller corresponding to the roll-down side. This speed gain coefficient is multiplied by the target speed of the propeller corresponding to the roll-down side to obtain the target speed of the propeller corresponding to the roll-down side after gain processing. Finally, based on the target speed of the propeller corresponding to the roll-down side after gain processing and the target speed of the propellers corresponding to the non-roll-down side, a speed adjustment command is generated. For example, when the roll angle direction indicates that the seaplane is tilting to the right, the right propeller can be determined as the propeller corresponding to the roll-down side and the left propeller as the propeller corresponding to the non-roll-down side. In this case, the determined speed gain coefficient can be multiplied by the target speed of the right propeller to obtain the target speed of the right propeller after gain processing. This target speed is then combined with the target speed of the left propeller to generate a speed adjustment command, which is output to the speed control motors corresponding to the left and right propellers.

[0061] This embodiment determines the roll-down side based on the roll angle direction and applies a gain processing to the target speed on that side. This allows for an increase in the vertical upward thrust output of the propeller on the roll-down side when the roll instability increases, thereby enhancing the lateral restoring torque and improving the effectiveness of lateral instability correction.

[0062] In one embodiment, when determining the speed gain coefficient corresponding to the target rotational speed of the propeller on the roll-down side based on the roll angle, the speed gain coefficient can be determined based on the following method: When the roll angle is less than 2°, the speed gain coefficient is 1; When the roll angle is greater than or equal to 2° and less than 4°, the speed gain coefficient is 1.03 to 1.15; When the roll angle is greater than or equal to 4° and less than the limit roll angle minus 1.5°, the speed gain coefficient is 1.15 to 1.25; When the roll angle is greater than or equal to the difference between the limit roll angle and 1.5°, the speed gain coefficient is 1.25 to 1.35; the limit roll angle refers to the maximum roll angle that a seaplane is allowed to reach.

[0063] The limit roll angle refers to the maximum roll angle that a seaplane is allowed to reach, which can be pre-calibrated and stored in the flight controller.

[0064] When the speed gain coefficient is given in the form of a range, the specific value can be determined in combination with other states within that range. For example, the upper limit or the middle value of the range can be taken, or the specific speed gain coefficient value can be determined within that range based on state data such as roll rate, roll acceleration, or wind speed.

[0065] This embodiment divides the roll angle into multiple angle intervals and sets a corresponding speed gain coefficient for each angle interval. This enables graded gain control that gradually increases the vertical thrust of the propeller on the roll-down side as the roll angle increases. When roll instability worsens, the lateral restoring torque is increased in a timely manner, thereby improving the reliability of lateral stability control.

[0066] In one embodiment, this application provides a seaplane, which includes a flight controller, a left powered propeller and a right powered propeller symmetrically arranged on the left and right wings; the left and right powered propellers output vertical upward thrust when rotating; there are no floats under the left and right wings; the flight controller is used to execute the steps of the seaplane lateral stability control method provided in the above embodiment.

[0067] The seaplane provided in one embodiment of this application and the seaplane lateral stability control method provided in one embodiment of this application belong to the same concept. The specific implementation process is detailed in the full text of the specification and will not be repeated here.

[0068] Figure 3 A specific structural block diagram of a computer device provided in an embodiment of this application is shown. The computer device 100 includes: one or more processors 101, a memory 102, and one or more computer programs. The processors 101 and the memory 102 are connected via a bus. The one or more computer programs are stored in the memory 102 and configured to be executed by the one or more processors 101. When the processors 101 execute the computer programs, they implement the steps of the seaplane lateral stability control method provided in an embodiment of this application.

[0069] It should be understood that the steps in the various embodiments of this application are not necessarily executed sequentially according to the order indicated by the step numbers. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in each embodiment may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least a portion of the sub-steps or stages of other steps.

[0070] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), Synchlink, DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and RAMbus dynamic RAM (RDRAM), etc.

[0071] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0072] The above embodiments merely illustrate several implementation methods of the present invention, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. A method for controlling the lateral stability of a seaplane, characterized in that, The seaplane includes a left-powered propeller and a right-powered propeller symmetrically arranged on the left and right wings; the left-powered propeller and the right-powered propeller output vertical upward thrust when rotating; the left and right wings have no floats under their wings; the method includes: While gliding on the water, real-time data on lateral motion and external environment are collected; the lateral motion data includes the roll angle. Monitor whether the roll angle is greater than a preset roll angle threshold; When the roll angle is greater than the roll angle threshold, a target lateral restoring torque is determined based on the lateral motion state data and the external environment data. A speed adjustment command is output based on the target lateral restoring torque. The speed adjustment command is used to adjust the speed of the left power propeller and / or the right power propeller.

2. The method according to claim 1, characterized in that, The external environmental data includes wind speed; Determining the target lateral restoring torque based on the lateral motion state data and the external environment data includes: The crosswind overturning moment is calculated based on the roll angle, wind speed, air density, wing area, and wingspan of the seaplane. The self-weight lateral overturning moment is calculated based on the mass, center of gravity height, and overturning moment height correction factor of the seaplane. The asymmetric fuel overturning moment is calculated based on the asymmetric fuel mass, the lateral distance between the center of the wing fuel tank and the center of gravity of the seaplane, and the asymmetric fuel roll arm correction factor. Calculate the propeller anti-torsion tilting moment based on engine speed, number of engines, engine efficiency, and engine power; The lateral overturning moment is calculated based on the crosswind overturning moment, the self-weight overturning moment, the asymmetric fuel overturning moment, and the propeller anti-torsion overturning moment. The target lateral restoring moment is determined based on the lateral overturning moment.

3. The method according to claim 2, characterized in that, The crosswind overturning moment is calculated using the following formula: ； This indicates the crosswind overturning moment. Indicates the roll angle, Indicates air density, This indicates the wind speed. This represents the wing area. This refers to the wingspan of the aircraft wing; The overturning moment due to self-weight is calculated using the following formula: ； This indicates the overturning moment due to the weight of the object. Indicates the roll angle, This indicates the mass of the seaplane. This indicates the height of the seaplane's center of gravity. Represents gravitational acceleration. This represents the overturning moment height correction factor; The asymmetric fuel rollover moment is calculated using the following formula: ； This indicates the asymmetric fuel overturning moment. Indicates the roll angle, This represents the correction factor for the asymmetric fuel roll arm. This indicates the mass of the asymmetric fuel. Represents gravitational acceleration. This indicates the lateral distance between the center of the wing fuel tank and the center of gravity of the seaplane; The anti-torsion tilting moment of the propeller is calculated using the following formula: ； This indicates the anti-torsional tilting moment of the propeller. This indicates the engine speed. This indicates the number of engines. This indicates the engine power. This indicates the engine efficiency.

4. The method according to claim 1, characterized in that, The speed adjustment command is specifically used to increase the speed of the powered propeller corresponding to the roll-down side of the seaplane, and to maintain or decrease the speed of the powered propeller corresponding to the non-roll-down side of the seaplane; the powered propeller corresponding to the roll-down side is the left powered propeller or the right powered propeller; the roll-down side is determined according to the direction of the roll angle.

5. The method according to claim 2 or 4, characterized in that, The lateral motion state data also includes roll angle acceleration; Determining the target lateral restoring moment based on the lateral overturning moment includes: The instantaneous roll overturning moment is calculated based on the roll angular acceleration and the moment of inertia of the seaplane about its longitudinal axis of gravity. Compare the instantaneous roll overturning moment with the lateral overturning moment; When the instantaneous roll overturning moment is greater than the lateral overturning moment, the difference between the instantaneous roll overturning moment and the lateral overturning moment is used as the corrected restoring moment; The target lateral restoring moment is determined based on the lateral overturning moment and the corrected restoring moment.

6. The method according to claim 5, characterized in that, The formula for calculating the instantaneous rollover moment is: ； This indicates the instantaneous roll and overturning moment. This represents the moment of inertia of the seaplane about its longitudinal axis of gravity. This refers to the roll angle acceleration.

7. The method according to claim 1, characterized in that, The step of outputting a speed adjustment command based on the target lateral restoring torque includes: The target thrust difference between the left and right power propellers is determined based on the distance between the center of the power propeller and the center of gravity of the seaplane and the target lateral restoring moment. Based on the real-time rotational speed and propeller thrust model of the left and right powered propellers, the real-time thrust of the left and right powered propellers is determined, and the real-time thrust difference is calculated based on the real-time thrust of the left and right powered propellers. The thrust difference compensation value is determined based on the target thrust difference and the real-time thrust difference; Based on the thrust difference compensation value and the propeller thrust model, the target rotational speeds of the left and right power propellers are determined. The propeller corresponding to the roll-down side and the non-roll-down side is determined from the left propeller and the right propeller according to the direction of the roll angle; Based on the roll angle, determine the speed gain coefficient corresponding to the target speed of the propeller on the roll-down side, and multiply the speed gain coefficient with the target speed of the propeller on the roll-down side to obtain the target speed of the propeller on the roll-down side after gain processing. The speed adjustment command is generated based on the target speed of the propeller corresponding to the roll-down side after gain processing and the target speed of the propeller corresponding to the non-roll-down side.

8. The method according to claim 7, characterized in that, When the roll angle is less than 2°, the speed gain coefficient is 1; When the roll angle is greater than or equal to 2° and less than 4°, the speed gain coefficient is 1.03 to 1.15; When the roll angle is greater than or equal to 4° and less than the limit yaw angle minus 1.5°, the speed gain coefficient is 1.15 to 1.25; When the roll angle is greater than or equal to the difference between the limiting roll angle and 1.5°, the rotational speed gain coefficient is 1.25 to 1.35; the limiting roll angle refers to the maximum roll angle that the seaplane is allowed to reach. The target thrust difference is calculated using the following formula: ； This indicates the target lateral restoring torque. This indicates the difference in thrust between the targets. This indicates the target thrust of the right-hand propeller. This indicates the target thrust of the left-hand propeller. This indicates the distance between the center of the propeller and the center of gravity of the seaplane.

9. A seaplane, characterized in that, The seaplane includes a flight controller, a left-powered propeller and a right-powered propeller symmetrically arranged on the left and right wings; the left-powered propeller and the right-powered propeller output vertical upward thrust when rotating; the left and right wings have no floats under their wings; the flight controller is used to execute the steps of the seaplane lateral stability control method as described in any one of claims 1-8.

10. A computer device, comprising: One or more processors; Memory; The processor and the memory are connected via a bus, wherein the one or more computer programs are stored in the memory and configured to be executed by the one or more processors, characterized in that the processors, when executing the computer programs, implement the steps of the seaplane lateral stability control method as described in any one of claims 1 to 8.

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