Power distribution method, apparatus and device, and storage medium

Abstract

Disclosed in the present application are a power distribution method, apparatus and device, and a storage medium. The method comprises: acquiring flight data of an aircraft, aircraft parameters, a flight mode, and association relationships between the rotor rotation speed of the aircraft and control forces of the aircraft; performing calculation on the basis of the association relationships, the flight data, the flight mode, the aircraft configuration and the aircraft parameters, so as to obtain a control efficiency matrix representing rotor rotation speed data of the aircraft; solving the control efficiency matrix to obtain rotor rotation speed data; calculating updated control forces on the basis of the rotor rotation speed data; and performing power distribution on the aircraft on the basis of the rotor rotation speed data and the updated control forces.

Description

Power distribution method, device, equipment and storage medium

[0001] Related applications

[0002] This application claims priority to Chinese patent application No. 202311200523.6 filed on September 15, 2023, the entire contents of which are incorporated by reference into this application. Technical Field

[0003] The present application relates to the field of aircraft technology, and in particular to a power distribution method, device, equipment and storage medium. Background Art

[0004] With the continuous development of science and technology and people's increasing demand for air traffic, the research and development and application of aircraft have become hot topics. In order to ensure the safety and stability of aircraft, it is necessary to distribute power to the aircraft.

[0005] Currently, the power control distribution of aircraft mainly adopts multi-level pseudo-inverse, least squares and reachable set analysis methods to perform anti-saturation control distribution. However, this scheme is only applicable to pure multi-rotor or fixed-wing aircraft, and cannot be applied to aircraft of all modes. In addition, the distribution method cannot guarantee the stability of the aircraft's attitude during flight.

[0006] Summary of the Invention

[0007] The main purpose of this application is to provide a power distribution method, device, equipment and storage medium, aiming to solve the technical problem that the existing technology has poor power distribution effect on aircraft.

[0008] To achieve the above objectives, the present application provides a power distribution method, which includes the following steps:

[0009] Obtaining the flight data, aircraft parameters, flight mode, and the relationship between the rotor speed and the control force of the aircraft;

[0010] Calculating by means of the association relationship, the flight data, the flight mode, and the aircraft parameters, a control efficiency matrix representing the rotor speed data of the aircraft is obtained;

[0011] Solving the control efficiency matrix to obtain rotor speed data;

[0012] Calculate and update the control force based on the rotor speed data;

[0013] Power is distributed to the aircraft based on the rotor speed data and the updated control force.

[0014] In one embodiment, the calculating and updating the control force based on the rotor speed data includes:

[0015] According to the correlation relationships, a first correlation relationship between the rotor speed data and the forward pull in the control force, a second correlation relationship between the rotor speed data and the vertical pull in the control force, a third correlation relationship between the rotor speed data and the rolling moment in the control force, a fourth correlation relationship between the rotor speed data and the pitching moment in the control force, and a fifth correlation relationship between the rotor speed data and the yaw moment in the control force are obtained;

[0016] respectively calculating an updated forward pull, an updated vertical pull, an updated rolling moment, an updated pitching moment, and an updated yaw moment based on the first association relationship, the second association relationship, the third association relationship, the fourth association relationship, and the fifth association relationship and the rotor speed data, the flight data, the aircraft parameters, the flight mode, and the aircraft configuration;

[0017] An updated control force is obtained according to the updated forward tension, the updated vertical tension, the updated rolling moment, the updated pitching moment, and the updated yaw moment.

[0018] In one embodiment, distributing power to the aircraft based on the rotor speed data and the updated control force includes:

[0019] Obtaining a torque control quantity output by the attitude loop and a vertical control quantity output by the position loop according to the updated control force;

[0020] Acquiring an aircraft configuration of the aircraft, and calculating a forward control variable output by a position loop according to the aircraft configuration, the updated control force, the torque control variable, and the vertical control variable;

[0021] Obtaining virtual control amount data based on the rotor speed data and the forward control amount, the vertical control amount, and the torque control amount;

[0022] Power is distributed to the aircraft based on the rotor speed data and the virtual control amount data.

[0023] In one embodiment, the performing power distribution on the aircraft based on the rotor speed data and the virtual control variable data includes:

[0024] comparing each rotor speed in the rotor speed data with a preset speed range;

[0025] When the rotor speed is within the preset speed range, using the rotor speed as the allocable rotor speed;

[0026] When the rotor speed is not within the preset speed range, treating the rotor speed as an unallocated rotor speed;

[0027] Adjusting the unallocated rotor speed to within the preset speed range until all rotor speed data are allocable rotor speeds, thereby obtaining updated rotor speed data;

[0028] Updating the virtual control amount using the updated rotor speed data to obtain an updated virtual control amount;

[0029] Power is distributed to the aircraft using the updated rotor speed data and the updated virtual control variable.

[0030] In one embodiment, the calculation performed using the association relationship, the flight data, the flight mode, and the aircraft parameters to obtain a control efficiency matrix representing the rotor speed data of the aircraft includes:

[0031] Obtaining wing tilt angle data of the aircraft according to the flight mode;

[0032] Calculating by means of the association relationship, the flight data, the wing tilt angle data, and the aircraft parameters, a channel control quantity matrix representing the rotor speed data of the aircraft is obtained;

[0033] Get normalized configuration parameters;

[0034] The channel control quantity matrix is ​​normalized by using the normalized configuration parameters to obtain a control efficiency matrix representing the rotor speed data of the aircraft.

[0035] In one embodiment, the calculation performed using the association relationship, the flight data, the wing tilt angle data, and the aircraft parameters to obtain a channel control quantity matrix representing the rotor speed data of the aircraft includes:

[0036] obtaining control force data according to the flight data;

[0037] Obtaining torque coefficient, tension coefficient and wing moment arm data according to the aircraft parameters;

[0038] Obtaining a forward pull, a vertical pull, a rolling moment, a pitching moment, a yaw moment, a rolling moment threshold, a pitching moment threshold, and a yaw moment threshold of the aircraft according to the control force data;

[0039] Obtaining a forward tension threshold and a vertical tension threshold according to the forward tension and the vertical tension;

[0040] Calculating the associated relationship, the forward pull, the vertical pull, the rolling moment, the pitching moment, the yaw moment, the torque coefficient, the pull coefficient, and the wing moment arm data to obtain an original matrix representing the rotor speed data of the aircraft;

[0041] The original matrix is ​​calculated using the rolling moment threshold, the pitching moment threshold, the yaw moment threshold, the forward pull threshold, and the vertical pull threshold to obtain a channel control quantity matrix representing rotor speed data of the aircraft.

[0042] In one embodiment, solving the control efficiency matrix to obtain rotor speed data includes:

[0043] Obtaining a first preset weight matrix and a second preset weight matrix, wherein the first preset weight matrix and the second preset weight matrix are diagonal matrices;

[0044] Obtaining a first constraint condition of the control force according to the first preset weight matrix and the manipulation efficiency matrix;

[0045] Obtaining a second constraint condition for the rotor speed according to the second preset weight matrix and the control efficiency matrix;

[0046] Solving the first constraint condition and the second constraint condition using a preset function to obtain a minimum value of the constraint condition;

[0047] The minimum value of the constraint condition is solved to obtain the rotor speed data.

[0048] In addition, to achieve the above objectives, the present application also proposes a power distribution device, which includes:

[0049] An acquisition module is used to obtain the flight data, aircraft parameters, flight mode, and the correlation between the rotor speed of the aircraft and the control force of the aircraft;

[0050] a calculation module, configured to calculate, using the association relationship, the flight data, the flight mode, and the aircraft parameters, to obtain a control efficiency matrix representing rotor speed data of the aircraft;

[0051] A solving module, configured to solve the control efficiency matrix to obtain rotor speed data;

[0052] The calculation module is further configured to calculate and update the control force based on the rotor speed data;

[0053] A distribution module is used to distribute power to the aircraft based on the rotor speed data and the updated control force.

[0054] In addition, to achieve the above-mentioned purpose, the present application also proposes a power distribution device, which includes: a memory, a processor, and a power distribution program stored on the memory and executable on the processor, wherein the power distribution program is configured to implement the steps of the power distribution method described above.

[0055] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, on which a power distribution program is stored. When the power distribution program is executed by a processor, the steps of the power distribution method described above are implemented.

[0056] The present application obtains the flight data, aircraft parameters, flight mode and the correlation between the rotor speed of the aircraft and the control force of the aircraft; calculates through the correlation, flight data, flight mode, aircraft configuration and aircraft parameters to obtain a control efficiency matrix that characterizes the rotor speed data of the aircraft; solves the control efficiency matrix to obtain the rotor speed data; calculates and updates the control force based on the rotor speed data; and distributes power to the aircraft based on the rotor speed data and the updated control force, which can take into account the control distribution of aircraft with different configurations during tilting, and ensure the stability of the aircraft in different flight modes. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] FIG1 is a schematic diagram of the structure of a power distribution device in a hardware operating environment according to an embodiment of the present application;

[0058] FIG2 is a flow chart of a first embodiment of the power distribution method of the present application;

[0059] FIG3 is a flow chart of a second embodiment of the power distribution method of the present application;

[0060] FIG4 is a schematic diagram of an aircraft in a fully tilting configuration according to an embodiment of the power distribution method of the present application;

[0061] FIG5 is a flow chart of a third embodiment of the power distribution method of the present application;

[0062] FIG6 is a schematic diagram of the anti-saturation distribution process of the power distribution method according to an embodiment of the present application;

[0063] FIG7 is a flow chart of a fourth embodiment of the power distribution method of the present application;

[0064] FIG8 is a flow chart of a fifth embodiment of the power distribution method of the present application;

[0065] FIG9 is a schematic diagram of the overall flow of an embodiment of the power distribution method of the present application;

[0066] FIG10 is a structural block diagram of the first embodiment of the power distribution device of the present application.

[0067] The realization of the objectives, functional features and advantages of this application will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0068] It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0069] Refer to Figure 1, which is a schematic diagram of the power distribution device structure of the hardware operating environment involved in the embodiment of the present application.

[0070] As shown in Figure 1, the power distribution device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Among them, the communication bus 1002 is used to realize the connection and communication between these components. The user interface 1003 may include a display screen (Display), an input unit such as a keyboard (Keyboard), and the user interface 1003 may also include a standard wired interface and a wireless interface. The network interface 1004 may include a standard wired interface and a wireless interface (such as a wireless fidelity (Wi-Fi) interface). The memory 1005 may be a high-speed random access memory (Random Access Memory, RAM) or a stable non-volatile memory (Non-Volatile Memory, NVM), such as a disk storage. The memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0071] Those skilled in the art will understand that the structure shown in FIG1 does not constitute a limitation on the power distribution device, and may include more or fewer components than shown in the figure, or a combination of certain components, or a different arrangement of components.

[0072] As shown in FIG. 1 , the memory 1005 as a storage medium may include an operating system, a network communication module, a user interface module, and a power distribution program.

[0073] In the power distribution device shown in Figure 1, the network interface 1004 is mainly used for data communication with the network server; the user interface 1003 is mainly used for data interaction with the user; the processor 1001 and the memory 1005 in the power distribution device of the present application can be set in the power distribution device, and the power distribution device calls the power distribution program stored in the memory 1005 through the processor 1001, and executes the power distribution method provided in the embodiment of the present application.

[0074] An embodiment of the present application provides a power distribution method. Referring to FIG. 2 , FIG. 2 is a flow chart of a first embodiment of the power distribution method of the present application.

[0075] In this embodiment, the power distribution method includes the following steps:

[0076] Step S10: Acquire flight data, aircraft parameters, flight mode, and the correlation between the rotor speed and the control force of the aircraft.

[0077] It should be noted that the executing entity of this embodiment may be a power distribution device, which is applied to an aircraft to distribute power to the aircraft through the power distribution device. It may also be other devices that can achieve the same or similar functions. This embodiment does not limit this. This embodiment is explained using the power distribution device as an example.

[0078] In specific implementation, for aircraft with tilt-rotor configuration (including full-tilt and partial-tilt), the transition process control distribution and the rotor speed distribution in helicopter mode and fixed-wing mode need to be designed in the same form to avoid sudden changes in control quantities caused by switching. At the same time, the control quantities of throttle, yaw, roll, and pitch need to be gradually distributed from the blade speed to the fixed-wing control surfaces along the tilt corridor.

[0079] During the flight of the aircraft, the flight data of the aircraft can be obtained, and the flight data may include control force data of each channel of the aircraft.

[0080] Aircraft parameters may include torque coefficient, pull coefficient, and aircraft wing moment arm data.

[0081] The flight modes include a transition mode, a helicopter mode, and a fixed-wing mode. The correlation between the rotor speed of the aircraft and the control force of the aircraft can specifically be the correlation between different rotor speeds of the aircraft and different control forces.

[0082] Step S20: Calculating through the association relationship, the flight data, the flight mode, and the aircraft parameters to obtain a control efficiency matrix representing the rotor speed data of the aircraft.

[0083] In specific implementations, a control efficiency matrix representing the aircraft's rotor speed data can be calculated based on correlations, flight data, flight mode, aircraft configuration, and aircraft parameters. This solution primarily addresses the allocation of the aircraft's rotor components, including rotor speed allocation and tilt angle commands in helicopter mode, control force distribution for each channel in transition mode, rotor speed allocation in fixed-wing mode, and forward control variable solution allocation. Calculations can be performed based on the aircraft configuration and flight mode.

[0084] Step S30: Solve the control efficiency matrix to obtain rotor speed data.

[0085] It should be noted that after obtaining the control efficiency matrix representing the rotor speed data of the aircraft, the control efficiency matrix can be solved to obtain the rotor speed data of the aircraft. The rotor speed data of the aircraft may include the speed of each rotor of the aircraft.

[0086] Step S40: Calculating and updating the control force according to the rotor speed data.

[0087] In practice, due to the correlation between rotor speed and control force, once the rotor speed data is calculated, the control force data can be recalculated based on the correlation and rotor speed to obtain an updated control force. The control force of an aircraft includes forward thrust, vertical thrust, rolling moment, pitching moment, and yaw moment.

[0088] Step S50: distributing power to the aircraft based on the rotor speed data and the updated control force.

[0089] It should be understood that after obtaining the rotor speed data and updating the control force, the rotor speed and the updated control force can be distributed in an anti-saturation manner, thereby taking into account the power distribution of aircraft with different configurations in different modes, ensuring that the flight altitude is stable and the attitude changes smoothly during the rotor mode and transition mode. At the same time, when the tilt mechanism and the motor fail, fault-tolerant and anti-saturation control distribution can be performed to ensure flight stability.

[0090] This embodiment obtains the flight data, aircraft parameters, flight mode, and the correlation between the rotor speed of the aircraft and the control force of the aircraft; calculates through the correlation, flight data, flight mode, aircraft configuration, and aircraft parameters to obtain a control efficiency matrix that characterizes the rotor speed data of the aircraft; solves the control efficiency matrix to obtain the rotor speed data; calculates and updates the control force based on the rotor speed data; and distributes power to the aircraft based on the rotor speed data and the updated control force. This can take into account the control distribution of aircraft with different configurations during tilting, thereby ensuring the stability of the aircraft in different flight modes.

[0091] Refer to FIG3 , which is a flow chart of a second embodiment of the power distribution method of the present application.

[0092] Based on the first embodiment described above, step S40 of the power distribution method of this embodiment specifically includes:

[0093] Step S401: According to the correlation relationship, a first correlation relationship between the rotor speed data and the forward pull in the control force, a second correlation relationship between the rotor speed data and the vertical pull in the control force, a third correlation relationship between the rotor speed data and the rolling moment in the control force, a fourth correlation relationship between the rotor speed data and the pitching moment in the control force, and a fifth correlation relationship between the rotor speed data and the yaw moment in the control force are obtained.

[0094] It should be noted that the control force includes forward pull, vertical pull, rolling moment, pitching moment and yaw moment. Therefore, the correlation relationship includes a first correlation relationship between the rotor speed data and the forward pull, a second correlation relationship between the rotor speed data and the vertical pull, a third correlation relationship between the rotor speed data and the rolling moment, a fourth correlation relationship between the rotor speed data and the pitching moment, and a fifth correlation relationship between the rotor speed data and the yaw moment.

[0095] Step S402: Calculate and update the forward pull, the vertical pull, the rolling moment, the pitch moment, and the yaw moment based on the first association relationship, the second association relationship, the third association relationship, the fourth association relationship, and the fifth association relationship and the rotor speed data, the flight data, the aircraft parameters, the flight mode, and the aircraft configuration.

[0096] The tilt angle, the number of tilt angles, and the number of rotors can be determined according to the flight mode and the aircraft configuration. For example, if the number of tilt angles is 4 and the number of rotors is 8, the first correlation relationship is as follows:

[0097] F x is the forward pulling force, c t is the thrust coefficient in the flight parameters, x1~x8 are the rotor speed data, and β is the tilt angle. Once the rotor speed data is obtained, the forward thrust can be updated by calculating the above formula 1.

[0098] The second correlation relationship is as follows:

[0099] F z is the vertical tension, c t is the force coefficient in the flight parameters, x1~x8 are the rotor speed data, and β is the tilt angle. Once the rotor speed data is obtained, the vertical force can be updated by calculating the above formula 2.

[0100] The third correlation relationship is as follows:

[0101] Top 3, M x is the rolling moment, ct is the tension coefficient in the flight parameters, L is the wing arm data in the flight parameters, x1~x8 are the rotor speed data, and β is the tilt angle. Once the rotor speed data is obtained, the rolling moment can be calculated and updated using the above formula 3.

[0102] As shown in Figure 4, Figure 4 is a schematic diagram of an aircraft with eight rotors and four tilt angles in a full-tilt configuration. Wing 1 and wing 2 are symmetrical about the x-axis, and wing 3 and wing 4 are symmetrical about the x-axis. The four wings correspond to four tilt angles, namely beta1 (β1), beta2 (β2), beta3 (β3), and beta4 (β4). L1 to L8 are wing levers. When the aircraft is in helicopter mode, the corresponding tilt angle is 90 degrees. When the aircraft is in fixed-wing mode, the corresponding tilt angle is 0 degrees. When the aircraft is in transition mode, a slow tilt angle can be set in advance according to the tilt corridor. Rotors 1, 3, 6, and 7 rotate clockwise, and rotors 2, 4, 5, and 8 rotate counterclockwise.

[0103] The fourth correlation relationship is as follows:

[0104] In the above formula 4, M y is the pitching moment, c t is the tension coefficient in the flight parameters, L is the wing arm data in the flight parameters, x1~x8 are the rotor speed data, and β is the tilt angle. Once the rotor speed data is obtained, the pitch moment can be calculated and updated using the above formula 4.

[0105] The fifth correlation relationship represents the relationship between the yaw moment and the rotor speed data. If the speed differential is used to control the yaw, the fifth correlation relationship is as follows:

[0106] In the above formula 5, M z To consider the yaw moment of the speed differential control yaw, c t is the tension coefficient in the flight parameters, c m is the torque coefficient in the flight parameters, L is the wing arm data in the flight parameters, x1~x8 is the rotor speed data, and β is the tilt angle.

[0107] If the speed differential control yaw is not considered, the fifth correlation relationship is as follows:

[0108] In the above formula 6, M z In order to ignore the yaw moment of the speed differential control yaw, after the rotor speed data is obtained, the updated yaw moment can be calculated using the above formula 5 or formula 6.

[0109] Step S403: obtaining an updated control force according to the updated forward pulling force, the updated vertical pulling force, the updated rolling moment, the updated pitching moment, and the updated yaw moment.

[0110] In a specific implementation, the updated control force is composed of the updated forward pull, the updated vertical pull, the updated rolling moment, the updated pitching moment and the updated yaw moment. Therefore, the updated control force can be directly obtained through the updated forward pull, the updated vertical pull, the updated rolling moment, the updated pitching moment and the updated yaw moment.

[0111] This embodiment obtains, based on the association relationships, a first association relationship between the rotor speed data and the forward pull in the control force, a second association relationship between the rotor speed data and the vertical pull in the control force, a third association relationship between the rotor speed data and the rolling moment in the control force, a fourth association relationship between the rotor speed data and the pitching moment in the control force, and a fifth association relationship between the rotor speed data and the yaw moment in the control force; and calculates and updates the forward pull, the updated vertical pull, the updated rolling moment, the updated pitching moment, and the updated yaw moment based on the first association relationship, the second association relationship, the third association relationship, the fourth association relationship, and the fifth association relationship and the rotor speed data, the flight data, the aircraft parameters, the flight mode, and the aircraft configuration; and obtains an updated control force based on the updated forward pull, the updated vertical pull, the updated rolling moment, the updated pitching moment, and the updated yaw moment. This allows the control force to be quickly updated based on the association relationships between the rotor speed data and the control force, thereby improving the control effect.

[0112] Refer to FIG5 , which is a flow chart of a third embodiment of the power distribution method of the present application.

[0113] Based on the above first and second embodiments, step S50 of the power distribution method of this embodiment specifically includes:

[0114] Step S501: obtaining the torque control variable output by the attitude loop and the vertical control variable output by the position loop according to the updated control force.

[0115] It should be noted that after the updated control force is obtained, the updated forward pull, the updated vertical pull, the updated rolling moment, the updated pitching moment and the updated yaw moment can be obtained according to the updated control force.

[0116] The control force data also includes the rolling moment threshold, pitching moment threshold, and yaw moment threshold of the aircraft, and the forward pull threshold and the vertical pull threshold can be calculated by adding the updated forward pull and the updated vertical pull.

[0117] The torque control quantities output by the attitude loop include F2, F3 and F4, specifically the roll torque, pitch torque and yaw torque output by the attitude loop.

[0118] F2=Updated rolling moment / M x_max , M x_max is the rolling moment threshold, i.e. the maximum rolling moment, F3 = updated pitch moment / M y_max , M y_max is the pitch moment threshold, i.e. the maximum pitch moment, F3 = updated yaw moment / M z_max , M z_max is the yaw moment threshold, that is, the maximum yaw moment.

[0119] The vertical control quantity output by the position loop is F5, F5 = updated vertical tension / F z_max , F z_max is the vertical tension threshold, i.e., the maximum vertical tension. The vertical tension threshold can be obtained by adding the updated forward tension and the updated vertical tension, or by taking the square root of the sum of their squares, or by pre-calibration.

[0120] Step S502: Acquire the aircraft configuration of the aircraft, and calculate the forward control variable output by the position loop according to the aircraft configuration, the updated control force, the torque control variable, and the vertical control variable.

[0121] The aircraft configuration includes three configurations: full tilt, partial tilt or no tilt.

[0122] It should be noted that different aircraft configurations correspond to different forward control quantities. When the aircraft configuration is full tilt, the forward control quantity F1 output by the position loop is F5 / tanβ, where F5 is the vertical control quantity output by the position loop. When the aircraft configuration is partial tilt (front blade tilt), the forward control quantity F1 output by the position loop is (F5+F3) / (2tanβ). When the aircraft configuration is no tilt, that is, when the tilt angle is 0, F1 = updated forward pull / F x_max , F x_max is the forward tension threshold, which can be obtained by adding the updated forward tension and the updated vertical tension, or taking the square root of the sum of the squares of the two, or calibrating in advance.

[0123] Step S503: obtaining virtual control quantity data based on the rotor speed data and the forward control quantity, the vertical control quantity, and the torque control quantity.

[0124] In a specific implementation, the rotor speed data, the forward control amount, the vertical control amount and the torque control amount can be used as virtual control amount data.

[0125] Step S504: distributing power to the aircraft based on the rotor speed data and the virtual control amount data.

[0126] It should be noted that the rotor speed data and the virtual control amount data can be distributed in an anti-saturation manner to complete power distribution.

[0127] In one embodiment, the step of distributing power to the aircraft based on the rotor speed data and the virtual control variable data specifically includes: comparing each rotor speed in the rotor speed data with a preset speed range; when the rotor speed is within the preset speed range, using the rotor speed as the allocable rotor speed;

[0128] It should be understood that the rotor speed of each rotor in the rotor speed data can be compared with a preset speed range. The preset speed range can be set in advance, including a range consisting of the maximum value of the actuator and the minimum value of the actuator. By comparing the rotor speed with the preset speed range, it can be determined whether it can be allocated.

[0129] When the rotor speed is within a preset speed range consisting of the actuator maximum value and the actuator minimum value, the rotor speed is used as the allocable rotor speed and can be directly allocated.

[0130] When the rotor speed is not within the preset speed range, the rotor speed is regarded as an unallocatable rotor speed.

[0131] It should be noted that when the rotor speed is less than the minimum actuator value or greater than the maximum actuator value, it is determined that the rotor speed is not within the preset speed range. The rotor speed is then treated as an unallocated rotor speed, and the actuator number corresponding to the unallocated rotor speed is recorded. As shown in Figure 6, which is a schematic diagram of the anti-saturation allocation process, a maximum number of iterations and a constraint threshold are set for the actuator to detect whether the rotor speed meets the preset speed range, that is, whether it meets the actuator constraints. If the rotor speed does not meet the preset speed range, the number of iterations of the unallocated rotor speed is detected to see if it meets the maximum allowed number of iterations. If the number of iterations of the unallocated rotor speed is less than the maximum number of iterations, the unallocated rotor speed is adjusted to within the preset speed range until all rotor speed data are allocable rotor speeds, thereby obtaining updated rotor speed data.

[0132] In a specific implementation, the unallocatable rotor speeds are updated to the maximum or minimum allowed values. For example, if the rotor speed is 80 and the preset speed range is 90-200, the rotor speed is adjusted to 90; if the rotor speed is 220, the rotor speed is adjusted to 200. The previously unallocatable rotor speeds are eliminated, and the rotor speeds are continuously compared with the preset speed range, thereby replacing the rotor speeds iteratively until all rotor speeds are allocable rotor speeds.

[0133] The virtual control amount is updated by the updated rotor speed data to obtain an updated virtual control amount; and power is distributed to the aircraft by the updated rotor speed data and the updated virtual control amount.

[0134] In a specific implementation, since there is a relationship between the rotor speed and the forward control quantity, vertical control quantity and torque control quantity, when the rotor speed is an unallocated rotor speed, the forward control quantity, vertical control quantity and torque control quantity corresponding to the unallocated rotor speed are all eliminated, and the row and column elements corresponding to the unallocated actuator number in the actuator virtual control quantity are eliminated, and the column corresponding to the unallocated actuator number in the control efficiency matrix is ​​eliminated. The control degrees of freedom are re-weighted, and the virtual control quantity is updated by the updated rotor speed data, thereby obtaining an updated virtual control quantity, that is, a new control allocation matrix, and power distribution is performed through the new control allocation matrix. The control allocation matrix is ​​then determined to determine whether the number of iterations is greater than or equal to 4. If so, the unallocated virtual control variables are calculated and the virtual control variables resulting from the already allocated speeds are eliminated. The weight matrix is ​​then updated based on the latest virtual control variables. Since the rotor speed is derived by decomposing the pre-set weight matrix, the weight matrix is ​​updated based on the updated rotor speed. The actuator control variables are then recalculated, and the control variables acting on the allocable actuators are subtracted. Finally, the actuator degrees of freedom are weighted to obtain the weighted control variables for the allocable actuators. The control variables for the allocable actuators are added to the weighted control variables for the allocable actuators (if they were already unallocable in the previous step, this remains unchanged). The allocation result is compared with the actuator threshold to determine if allocation is possible. The number of the unallocable actuator is recorded, the iteration count is increased by one, and the loop is repeated until exited. This results in the allocable rotor speed and the allocable virtual control variables. Power distribution is performed using the allocable rotor speed and the allocable virtual control variables. This allows for fault-tolerant and anti-saturation control allocation in the event of failure of the tilt mechanism and motor.

[0135] This embodiment obtains the torque control quantity output by the attitude loop and the vertical control quantity output by the position loop based on the updated control force; obtains the aircraft configuration of the aircraft, and calculates the forward control quantity output by the position loop based on the aircraft configuration, the updated control force, the torque control quantity and the vertical control quantity; obtains virtual control quantity data based on the rotor speed data and the forward control quantity, the vertical control quantity and the torque control quantity; and distributes power to the aircraft based on the rotor speed data and the virtual control quantity data, while taking into account the control distribution of the position loop and the attitude loop, thereby improving the accuracy of the distribution.

[0136] Refer to FIG. 7 , which is a flow chart of a fourth embodiment of the power distribution method of the present application.

[0137] Based on the first embodiment described above, step S20 of the power distribution method of this embodiment specifically includes:

[0138] Step S201: Obtaining wing tilt angle data of the aircraft according to the flight mode.

[0139] It should be noted that the wing tilt angle of the aircraft corresponds to different flight modes. The aircraft configuration includes full-tilt configuration, semi-tilt configuration and non-tilt configuration. The flight modes include helicopter mode, fixed-wing mode and transition model. For example, the helicopter mode corresponds to a wing tilt angle of 90 degrees, and the fixed-wing mode corresponds to a wing tilt angle of 0 degrees.

[0140] Step S202: Calculating through the association relationship, the flight data, the wing tilt angle data, and the aircraft parameters to obtain a channel control quantity matrix representing the rotor speed data of the aircraft.

[0141] In a specific implementation, the rotor speed data of a standard aircraft and a channel control quantity matrix including the tilt angle can be obtained through the correlation relationship, flight data, wing tilt angle data and aircraft parameter calculation.

[0142] In one embodiment, the specific steps of step S202 include: obtaining control force data based on the flight data; obtaining a torque coefficient, a pull coefficient and wing arm data based on the aircraft parameters; obtaining a forward pull, vertical pull, rolling moment, pitching moment, yaw moment, rolling moment threshold, pitching moment threshold and yaw moment threshold of the aircraft based on the control force data; obtaining a forward pull threshold and a vertical pull threshold based on the forward pull and the vertical pull; obtaining an original matrix characterizing the rotor speed data of the aircraft by calculating through the association relationship, the forward pull, the vertical pull, the rolling moment, the pitching moment, the yaw moment, the torque coefficient, the pull coefficient and the wing arm data; calculating the original matrix through the rolling moment threshold, the pitching moment threshold, the yaw moment threshold, the forward pull threshold and the vertical pull threshold to obtain a channel control quantity matrix characterizing the rotor speed data of the aircraft.

[0143] It should be understood that the flight data includes control force data, namely forward pull, vertical pull, rolling moment, pitching moment, and yaw moment. The aircraft parameters include torque coefficient, pull coefficient and wing arm data. The flight data also includes a roll moment threshold, a pitch moment threshold and a yaw moment threshold. The roll moment threshold is the maximum roll moment, the pitch moment threshold is the maximum pitch moment, and the yaw moment threshold is the maximum yaw moment. The correlation relationship is as shown in Formulas 1 to 6 above. The aircraft parameters are known, the forward pull, the vertical pull, the rolling moment, the pitch moment, and the yaw moment are also known, so that the original matrix characterizing the rotor speed data of the aircraft can be obtained.

[0144] In a specific implementation, the original matrix may be calculated using the rolling moment threshold, the pitching moment threshold, the yaw moment threshold, the forward tension threshold, and the vertical tension threshold. For example, the original matrix is ​​as follows:

[0145] It should be noted that the channel control amount matrix is ​​obtained by calculating the original matrix using the rolling moment threshold, the pitching moment threshold, the yaw moment threshold, the forward tension threshold, and the vertical tension threshold as follows:

[0146] Step S203: Acquire normalized configuration parameters.

[0147] It should be noted that the normalized configuration parameter can be set in advance, for example, the normalized configuration parameter can be set to the normalized speed square, that is, the normalized configuration parameter

[0148] Step S204: normalizing the channel control quantity matrix using the normalized configuration parameters to obtain a control efficiency matrix representing the rotor speed data of the aircraft.

[0149] In a specific implementation, the channel control force matrix can be normalized by normalizing the configuration parameters to obtain a control efficiency matrix A representing the rotor speed data of the aircraft, where the control efficiency matrix A=Q / X.

[0150] In a specific implementation, if the control efficiency matrix A takes into account the speed differential control yaw, it is expressed as follows:

[0151] The normalization method of the control efficiency matrix A when the speed differential control yaw is not considered is similar and will not be repeated here.

[0152] This embodiment obtains wing tilt angle data of the aircraft based on the flight mode; calculates through the association relationship, the flight data, the wing tilt angle data and the aircraft parameters to obtain a channel control quantity matrix characterizing the rotor speed data of the aircraft; obtains normalized configuration parameters; normalizes the channel control quantity matrix through the normalized configuration parameters to obtain a control efficiency matrix characterizing the rotor speed data of the aircraft. The channel control quantity matrix characterizing the rotor speed data of the aircraft can be quickly calculated based on the association relationship, and the channel control quantity matrix is ​​normalized to obtain a control efficiency matrix for subsequent power distribution.

[0153] Refer to FIG8 , which is a flow chart of a fifth embodiment of the power distribution method of the present application.

[0154] Based on the first embodiment described above, step S30 of the power distribution method of this embodiment specifically includes:

[0155] Step S301: Acquire a first preset weight matrix and a second preset weight matrix, wherein the first preset weight matrix and the second preset weight matrix are diagonal matrices.

[0156] Considering that the yaw moment of inertia of large aircraft is generally much greater than that of roll and pitch, yaw control is generally weaker, and the impact of external disturbances on yaw is generally smaller than that on roll and pitch channels. Furthermore, yaw control can be abandoned in the event of actuator failure. Therefore, a weight matrix can be appropriately set for the aircraft's control channel degrees of freedom and actuator degrees of freedom (failed actuators have a weight of 0) to ensure a reasonable distribution.

[0157] It should be noted that the first preset weight matrix is ​​the weight matrix of the channel control quantity in the control efficiency matrix, and the second preset weight matrix is ​​the weight matrix of the rotor speed in the control efficiency matrix, thereby converting the weighted control allocation problem into an unweighted control allocation problem. The first preset weight matrix and the second preset weight matrix are diagonal matrices, tending to approach the main direction.

[0158] Step S302: Obtaining a first constraint condition of the control force according to the first preset weight matrix and the manipulation efficiency matrix.

[0159] In the specific implementation of sex, the first preset weight matrix W f The first constraint condition of the control force is obtained by the channel control quantity in the manipulation efficiency matrix. The channel control quantity is F, which is expressed as follows:

[0160] The first constraint condition is expressed as follows: f (F-Ax d )=0 (Formula 9)

[0161] The weighted control allocation problem is to consider the following problem min||W x (xx d )||.

[0162] Step S303: Obtain a second constraint condition for the rotor speed according to the second preset weight matrix and the control efficiency matrix.

[0163] The second constraint is expressed as follows: a=W x (xx d ) (Formula 10)

[0164] W x is the second preset weight matrix, a is a new variable, x is the rotor speed, x d is the value of the previous step, the initial value is 0, for the unweighted control allocation problem, x d =0,W x =I n , W f =I m By performing a linear transformation on the above equation 9, the rotor speed is obtained as follows:

[0165] Step S304: Solve the first constraint condition and the second constraint condition using a preset function to obtain the minimum value of the constraint condition.

[0166] By transforming Equation 8 and Equation 10, substituting the control allocation constraints into Equation 12:

[0167] Let y = W f (F-Ax d ), The original weighted control allocation problem is then transformed into an unweighted control allocation problem. For unweighted control allocation, the goal is to calculate the minimum value, min||x||, under the constraint y=Ca.

[0168] The preset function is the Lagrangian function. The above formula 12 is solved by the Lagrangian function. The minimum value principle of the Lagrangian function is a=C T (CC T ) -1 y.

[0169] Step S305: solving the minimum value of the constraint condition to obtain rotor speed data.

[0170] In a specific implementation, the above formula 12 and the minimum principle can be used to solve the rotor speed data, thereby obtaining the rotor speed data, specifically the following formula 13:

[0171] The rotor speed data can be calculated by the above formula 13. As shown in Figure 9, Figure 9 is a schematic diagram of the overall process of the power distribution method. By obtaining the flight mode of aircraft with different configurations, the three-axis torque, forward pull and vertical pull of the aircraft with different configurations can be balanced and analyzed to obtain the correlation between the rotor speed and the control force. According to the correlation and the collected data, the channel control quantity matrix representing the rotor speed data of the aircraft is obtained. By normalizing the channel control quantity matrix, the operating efficiency matrix containing the tilt angle and rotor speed data is obtained. The solution process of the forward channel control quantity is designed for aircraft with different configurations, and the first weight matrix of the channel control quantity and the second weight matrix of the rotor speed are set to form a weighted anti-saturation control distribution problem. The weighted anti-saturation distribution problem is converted into an unweighted control distribution problem, so that anti-saturation processing is performed on the unweighted control distribution to obtain the distribution result for power distribution of the aircraft. The semi-open-loop tilt control scheme can also avoid the fluctuation problem of the tilt angle command caused by the fluctuation of the control quantity or external interference in the closed-loop control, ensuring the flight altitude stability and smooth attitude changes during the rotor mode and transition mode. At the same time, fault-tolerant and anti-saturation control distribution can be performed when the tilt mechanism and motor fail to ensure flight stability.

[0172] This embodiment obtains a first preset weight matrix and a second preset weight matrix, wherein the first preset weight matrix and the second preset weight matrix are diagonal matrices; obtains a first constraint condition for control force based on the first preset weight matrix and the control efficiency matrix; obtains a second constraint condition for rotor speed based on the second preset weight matrix and the control efficiency matrix; solves the first constraint condition and the second constraint condition using a preset function to obtain a minimum value of the constraint condition; solves the minimum value of the constraint condition to obtain rotor speed data, and calculates the rotor speed data by setting a weight matrix to improve the rationality of the distribution.

[0173] Refer to FIG. 10 , which is a structural block diagram of the first embodiment of the power distribution device of the present application.

[0174] As shown in FIG10 , the power distribution device proposed in the embodiment of the present application includes:

[0175] The acquisition module 10 is used to acquire the flight data, aircraft parameters, flight mode, and the correlation between the rotor speed of the aircraft and the control force of the aircraft.

[0176] The calculation module 20 is configured to calculate based on the association relationship, the flight data, the flight mode, and the aircraft parameters to obtain a control efficiency matrix representing the rotor speed data of the aircraft.

[0177] The solving module 30 is used to solve the control efficiency matrix to obtain rotor speed data.

[0178] The calculation module 20 is further configured to calculate and update the control force based on the rotor speed data.

[0179] The distribution module 40 is configured to distribute power to the aircraft based on the rotor speed data and the updated control force.

[0180] This embodiment obtains the flight data, aircraft parameters, flight mode, and the correlation between the rotor speed of the aircraft and the control force of the aircraft; calculates through the correlation, flight data, flight mode, aircraft configuration, and aircraft parameters to obtain a control efficiency matrix that characterizes the rotor speed data of the aircraft; solves the control efficiency matrix to obtain the rotor speed data; calculates and updates the control force based on the rotor speed data; and distributes power to the aircraft based on the rotor speed data and the updated control force. This can take into account the control distribution of aircraft with different configurations during tilting, thereby ensuring the stability of the aircraft in different flight modes.

[0181] In one embodiment, the calculation module 20 is further used to obtain, based on the correlation relationships, a first correlation relationship between the rotor speed data and the forward pull in the control force, a second correlation relationship between the rotor speed data and the vertical pull in the control force, a third correlation relationship between the rotor speed data and the rolling moment in the control force, a fourth correlation relationship between the rotor speed data and the pitching moment in the control force, and a fifth correlation relationship between the rotor speed data and the yaw moment in the control force; calculate and update the forward pull, the updated vertical pull, the updated rolling moment, the updated pitching moment, and the updated yaw moment according to the first correlation relationship, the second correlation relationship, the third correlation relationship, the fourth correlation relationship, and the fifth correlation relationship and the rotor speed data, the flight data, the aircraft parameters, the flight mode, and the aircraft configuration; and obtain an updated control force according to the updated forward pull, the updated vertical pull, the updated rolling moment, the updated pitching moment, and the updated yaw moment.

[0182] In one embodiment, the calculation module 20 is further used to obtain the torque control quantity output by the attitude loop and the vertical control quantity output by the position loop based on the updated control force; obtain the aircraft configuration of the aircraft, and calculate the forward control quantity output by the position loop based on the aircraft configuration, the updated control force, the torque control quantity and the vertical control quantity; obtain virtual control quantity data based on the rotor speed data and the forward control quantity, the vertical control quantity and the torque control quantity; and distribute power to the aircraft based on the rotor speed data and the virtual control quantity data.

[0183] In one embodiment, the allocation module 40 is further used to compare each rotor speed in the rotor speed data with a preset speed range; when the rotor speed is within the preset speed range, the rotor speed is used as an allocable rotor speed; when the rotor speed is not within the preset speed range, the rotor speed is used as an unallocable rotor speed; the unallocable rotor speed is adjusted to within the preset speed range until all rotor speed data are allocable rotor speeds, thereby obtaining updated rotor speed data; the virtual control quantity is updated according to the updated rotor speed data to obtain an updated virtual control quantity; and power is distributed to the aircraft according to the updated rotor speed data and the updated virtual control quantity.

[0184] In one embodiment, the calculation module 20 is further used to obtain the wing tilt angle data of the aircraft according to the flight mode; calculate through the association relationship, the flight data, the wing tilt angle data and the aircraft parameters to obtain a channel control quantity matrix representing the rotor speed data of the aircraft; obtain normalized configuration parameters; normalize the channel control quantity matrix through the normalized configuration parameters to obtain a control efficiency matrix representing the rotor speed data of the aircraft.

[0185] In one embodiment, the calculation module 20 is further used to obtain control force data based on the flight data; obtain torque coefficient, tension coefficient and wing arm data based on the aircraft parameters; obtain the forward pull, vertical pull, rolling moment, pitching moment, yaw moment, rolling moment threshold, pitching moment threshold and yaw moment threshold of the aircraft based on the control force data; obtain the forward pull threshold and the vertical pull threshold based on the forward pull and the vertical pull; calculate through the association relationship, the forward pull, the vertical pull, the rolling moment, the pitching moment, the yaw moment, the torque coefficient, the tension coefficient and the wing arm data to obtain an original matrix characterizing the rotor speed data of the aircraft; calculate the original matrix through the rolling moment threshold, the pitching moment threshold, the yaw moment threshold, the forward pull threshold and the vertical pull threshold to obtain a channel control quantity matrix characterizing the rotor speed data of the aircraft.

[0186] In one embodiment, the solution module 30 is also used to obtain a first preset weight matrix and a second preset weight matrix, wherein the first preset weight matrix and the second preset weight matrix are diagonal matrices; a first constraint condition for the control force is obtained according to the first preset weight matrix and the control efficiency matrix; a second constraint condition for the rotor speed is obtained according to the second preset weight matrix and the control efficiency matrix; the first constraint condition and the second constraint condition are solved using a preset function to obtain a minimum value of the constraint condition; the minimum value of the constraint condition is solved to obtain rotor speed data.

[0187] In addition, an embodiment of the present application further provides a storage medium on which a power distribution program is stored. When the power distribution program is executed by a processor, the steps of the power distribution method described above are implemented.

[0188] Since the storage medium adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments, which will not be described one by one here.

[0189] It should be understood that the above is only an example and does not constitute any limitation to the technical solution of the present application. In specific applications, technicians in this field can make settings as needed, and the present application does not impose any restrictions on this.

[0190] It should be noted that the workflow described above is merely illustrative and does not limit the scope of protection of this application. In actual applications, technicians in this field can select part or all of it according to actual needs to achieve the purpose of this embodiment scheme, and no restrictions are imposed here.

[0191] In addition, for technical details not fully described in this embodiment, please refer to the power distribution method provided in any embodiment of the present application, and will not be repeated here.

[0192] In addition, it should be noted that, in this document, the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or system comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or system. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or system comprising the element.

[0193] The serial numbers of the above embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0194] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform, and of course can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as a read-only memory (ROM) / (Random Access Memory, RAM), a magnetic disk, or an optical disk), and includes a number of instructions for enabling a terminal device (which can be a mobile phone, a computer, a server, or a network device, etc.) to execute the methods described in each embodiment of the present application.

[0195] The above are merely optional embodiments of the present application and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A power distribution method, wherein: The power distribution method comprises: Obtaining the flight data, aircraft parameters, flight mode, and the relationship between the rotor speed and the control force of the aircraft; By calculating the association relationship, the flight data, the flight mode and the aircraft parameters, a control efficiency matrix representing the rotor speed data of the aircraft is obtained; Solving the control efficiency matrix to obtain rotor speed data; Calculate and update the control force according to the rotor speed data; Power is distributed to the aircraft based on the rotor speed data and the updated control force.

2. The power distribution method according to claim 1, wherein: The calculating and updating the control force according to the rotor speed data comprises: According to the correlation relationships, a first correlation relationship between the rotor speed data and the forward pulling force in the control force, a second correlation relationship between the rotor speed data and the vertical pulling force in the control force, a third correlation relationship between the rotor speed data and the rolling moment in the control force, a fourth correlation relationship between the rotor speed data and the pitching moment in the control force, and a fifth correlation relationship between the rotor speed data and the yaw moment in the control force are obtained; Calculate and update the forward pull, the vertical pull, the rolling moment, the pitch moment, and the yaw moment according to the first association relationship, the second association relationship, the third association relationship, the fourth association relationship, and the fifth association relationship and the rotor speed data, the flight data, the aircraft parameters, the flight mode, and the aircraft configuration, respectively; An updated control force is obtained according to the updated forward tension, the updated vertical tension, the updated rolling moment, the updated pitch moment and the updated yaw moment.

3. The power distribution method according to claim 2, wherein: The distributing power to the aircraft based on the rotor speed data and the updated control force includes: Obtaining a torque control amount output by the attitude loop and a vertical control amount output by the position loop according to the updated control force; Acquiring an aircraft configuration of the aircraft, and calculating a forward control amount output by a position loop according to the aircraft configuration, the updated control force, the torque control amount, and the vertical control amount; Obtaining virtual control amount data based on the rotor speed data and the forward control amount, the vertical control amount, and the torque control amount; Power is distributed to the aircraft based on the rotor speed data and the virtual control amount data.

4. The power distribution method according to claim 3, wherein: The method of distributing power to the aircraft based on the rotor speed data and the virtual control amount data includes: Comparing each rotor speed in the rotor speed data with a preset speed range; When the rotor speed is within the preset speed range, taking the rotor speed as the allocable rotor speed; When the rotor speed is not within the preset speed range, treating the rotor speed as an unallocated rotor speed; Adjusting the non-allocatable rotor speed to within the preset speed range until all rotor speed data are allocable rotor speeds, thereby obtaining updated rotor speed data; Updating the virtual control amount by using the updated rotor speed data to obtain an updated virtual control amount; Power is distributed to the aircraft according to the updated rotor speed data and the updated virtual control amount.

5. The power distribution method according to claim 1, wherein: The calculation is performed through the association relationship, the flight data, the flight mode and the aircraft parameters to obtain a control efficiency matrix characterizing the rotor speed data of the aircraft, including: Obtaining wing tilt angle data of the aircraft according to the flight mode; Calculation is performed through the association relationship, the flight data, the wing tilt angle data and the aircraft parameters to obtain a channel control quantity matrix representing the rotor speed data of the aircraft; Get normalized configuration parameters; The channel control quantity matrix is ​​normalized by using the normalized configuration parameters to obtain a control efficiency matrix that characterizes the rotor speed data of the aircraft.

6. The power distribution method according to claim 5, wherein: The calculation is performed through the association relationship, the flight data, the wing tilt angle data and the aircraft parameters to obtain a channel control quantity matrix characterizing the rotor speed data of the aircraft, including: obtaining control force data according to the flight data; Obtaining torque coefficient, tension coefficient and wing moment arm data according to the aircraft parameters; Obtaining a forward pull, a vertical pull, a rolling moment, a pitching moment, a yaw moment, a rolling moment threshold, a pitching moment threshold, and a yaw moment threshold of the aircraft according to the control force data; Obtaining a forward tension threshold and a vertical tension threshold according to the forward tension and the vertical tension; Calculating through the association relationship, the forward pulling force, the vertical pulling force, the rolling moment, the pitching moment, the yaw moment, the torque coefficient, the pulling force coefficient and the wing moment arm data, to obtain an original matrix characterizing the rotor speed data of the aircraft; The original matrix is ​​calculated by the rolling moment threshold, the pitching moment threshold, the yaw moment threshold, the forward pulling force threshold and the vertical pulling force threshold to obtain a channel control quantity matrix representing the rotor speed data of the aircraft.

7. The power distribution method according to any one of claims 1 to 6, wherein: Solving the control efficiency matrix to obtain rotor speed data includes: Obtaining a first preset weight matrix and a second preset weight matrix, wherein the first preset weight matrix and the second preset weight matrix are diagonal matrices; Obtaining a first constraint condition of the control force according to the first preset weight matrix and the manipulation efficiency matrix; Obtaining a second constraint condition for the rotor speed according to the second preset weight matrix and the control efficiency matrix; Solving the first constraint condition and the second constraint condition using a preset function to obtain a minimum value of the constraint condition; The minimum value of the constraint condition is solved to obtain the rotor speed data.

8. A power distribution device, wherein: The power distribution device comprises: An acquisition module is used to acquire the flight data, aircraft parameters, flight mode, and the correlation between the rotor speed of the aircraft and the control force of the aircraft; A calculation module, configured to calculate through the association relationship, the flight data, the flight mode and the aircraft parameters to obtain a control efficiency matrix representing the rotor speed data of the aircraft; A solution module, used for solving the control efficiency matrix to obtain rotor speed data; The calculation module is further used to calculate and update the control force according to the rotor speed data; A distribution module is used to distribute power to the aircraft based on the rotor speed data and the updated control force.

9. A power distribution device, wherein: The power distribution device includes: a memory, a processor, and a power distribution program stored in the memory and executable on the processor, wherein the power distribution program is configured to implement the power distribution method according to any one of claims 1 to 7.

10. A storage medium, wherein: The storage medium stores a power distribution program, and when the power distribution program is executed by the processor, the power distribution method according to any one of claims 1 to 7 is implemented.

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