Power distribution method and apparatus, electronic device, and program product

Abstract

A power distribution method and apparatus, an electronic device, and a program product. The method comprises: constructing a flight dynamics model of a target aircraft, and determining an expected flight speed and a control instruction of the target aircraft executing a target flight task; acquiring flight data corresponding to the target aircraft, and determining an initial power distribution matrix on the basis of the flight data; determining flight power on the basis of the initial power distribution matrix, the expected flight speed, the control instruction, and the flight dynamics model; when the flight power does not satisfy a preset condition, performing iterative optimization on the initial power distribution matrix, and re-determining flight power on the basis of the iteratively optimized power distribution matrix; and when the re-determined flight power satisfies the preset condition, on the basis of the iteratively optimized power distribution matrix, performing power distribution on a plurality of motors comprised in the target aircraft. Therefore, when the target flight task changes, an original control law algorithm does not need to be changed, thereby reducing costs.

Description

Power distribution method and device, electronic equipment and program product

[0001] The embodiments of the present disclosure are based on the Chinese patent application No. 202411050516.7, filed on August 1, 2024, entitled "Power distribution method and device, electronic equipment and program product", and claiming priority to the Chinese patent application No. 202411050516.7, the contents of which are hereby incorporated by reference in its entirety. TECHNICAL FIELD

[0002] The present disclosure relates to the field of aircraft technology, and in particular, to a power distribution method, device, electronic equipment and program product. BACKGROUND

[0003] The maintenance of flight attitude and speed of a multi-rotor aircraft usually relies on fine control law algorithms and power distribution strategies.

[0004] In the related art, when a multi-rotor aircraft performs different flight tasks, complex adjustment or reconstruction of the control law algorithm is required so that the multi-rotor aircraft can perform new flight tasks. However, the adjustment or reconstruction of the control law algorithm not only increases the design and implementation difficulty of the control system, but also puts higher requirements on the computing power of the flight control system, which may lead to an increase in cost.

[0005] SUMMARY

[0006] The embodiments of the present disclosure provide a power distribution method, device, electronic equipment and program product.

[0007] In a first aspect, the embodiments of the present disclosure provide a power distribution method, comprising: constructing a flight dynamics model of a target aircraft, and determining a desired flight speed and a control instruction when the target aircraft performs a target flight task; obtaining flight data corresponding to a hovering state of the target aircraft, and determining an initial power distribution matrix according to the flight data; determining a flight power of the target aircraft according to the initial power distribution matrix, the desired flight speed, the control instruction and the flight dynamics model; in a case where the flight power does not satisfy a preset condition, iteratively optimizing the initial power distribution matrix, and re-determining the flight power according to the iteratively optimized power distribution matrix; in a case where the re-determined flight power satisfies the preset condition, determining the iteratively optimized power distribution matrix as a target power distribution matrix, and distributing power to a plurality of motors included in the target aircraft according to the target power distribution matrix.

[0008] In a second aspect, the present disclosure provides a power distribution device, applied to the power distribution method of the first aspect, the method comprising: a construction module configured to construct a flight dynamics model of a target aircraft and determine a desired flight speed and a control instruction when the target aircraft performs a target flight task; an acquisition module configured to acquire flight data corresponding to a hovering state of the target aircraft, and determine an initial power distribution matrix according to the flight data; a determination module configured to determine a flight power of the target aircraft according to the initial power distribution matrix, the desired flight speed, the control instruction and the flight dynamics model; an iteration module configured to iteratively optimize the initial power distribution matrix when the flight power does not meet a preset condition, and determine the flight power again according to the iteratively optimized power distribution matrix; and a distribution module configured to determine the iteratively optimized power distribution matrix as a target power distribution matrix when the flight power determined again meets the preset condition, and distribute power to a plurality of motors included in the target aircraft according to the target power distribution matrix.

[0009] In a third aspect, the present disclosure provides an electronic device, comprising at least one processor, a memory for storing at least one processor-executable instruction, wherein the at least one processor is configured to execute the instructions to implement the steps of the power distribution method.

[0010] In a fourth aspect, the present disclosure provides a computer-readable storage medium, when the instructions in the computer-readable storage medium are executed by a processor of an electronic device, the electronic device can perform the steps of the power distribution method.

[0011] According to a fifth aspect, the present disclosure provides a computer program product comprising a computer program, when the computer program is executed by a processor, the steps of the power distribution method are implemented.

[0012] The at least one technical scheme adopted by the embodiments of the present disclosure can achieve the following beneficial effects: by constructing a flight dynamics model of a target aircraft, and determining an expected flight speed and a control instruction when the target aircraft performs a target flight task; flight data corresponding to a hovering state of the target aircraft is obtained, and an initial power distribution matrix is determined according to the flight data; the flight power of the target aircraft is determined according to the initial power distribution matrix, the expected flight speed, the control instruction and the flight dynamics model; in the case that the flight power does not meet a preset condition, the initial power distribution matrix is iteratively optimized, and the flight power is re-determined according to the iteratively optimized power distribution matrix; in the case that the re-determined flight power meets the preset condition, the iteratively optimized power distribution matrix is determined as a target power distribution matrix, and power distribution is performed on a plurality of motors included in the target aircraft according to the target power distribution matrix. It can be seen that, when the target flight task changes, the embodiments of the present disclosure do not need to change the original control law algorithm, so that the change of the flight task can be performed without increasing the control complexity and the calculation burden, thereby reducing the cost.

[0013] In order to make the above objectives, characteristics and advantages of the present disclosure more apparent, below, embodiments are specifically described, and the accompanying drawings are described in detail as follows. It should be understood that the above general description and the following detailed description are only exemplary and explanatory, but not limiting the present disclosure. BRIEF DESCRIPTION OF DRAWINGS

[0014] In order to more clearly illustrate the technical solutions of the embodiments of the present disclosure, the accompanying drawings needed to be used in the embodiments will be briefly introduced as follows. The accompanying drawings are incorporated into the specification and form a part of the specification, which show the embodiments consistent with the present disclosure, and are used to illustrate the technical solutions of the present disclosure together with the specification. It should be understood that the following accompanying drawings only show some embodiments of the present disclosure, and therefore should not be regarded as a limitation on the scope, and other related drawings can also be obtained by those skilled in the art without creative labor on the basis of the accompanying drawings.

[0015] FIG. 1 is a flowchart of a power distribution method according to an example embodiment of the present disclosure;

[0016] FIG. 2 is a flowchart of a power distribution matrix calculation method according to an example embodiment of the present disclosure;

[0017] FIG. 3 is a flowchart of another power distribution method according to an example embodiment of the present disclosure;

[0018] FIG. 4 is a flowchart of a power distribution device according to an example embodiment of the present disclosure;

[0019] FIG. 5 is a structural diagram of an electronic device according to an example embodiment of the present disclosure;

[0020] FIG. 6 is a structural schematic diagram of a computer system according to an example embodiment of the present disclosure. DETAILED DESCRIPTION

[0021] Embodiments of the present disclosure will be described in more detail with reference to the drawings. Although some embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as being limited to the embodiments set forth herein, but rather the embodiments are provided so that the present disclosure can be more thoroughly and completely understood. It should be understood that the drawings and embodiments of the present disclosure are only for illustrative purposes and are not intended to limit the scope of protection of the present disclosure.

[0022] It should be understood that each of the steps recited in the method embodiments of the present disclosure can be performed in different orders and / or in parallel. In addition, the method embodiments can include additional steps and / or omit the steps shown. The scope of the present disclosure is not limited in this respect.

[0023] The term "comprising" and variations thereof as used herein are open-ended, and mean "including but not limited to". The term "based on" means "based, at least in part, on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments". Related terms are defined in the description that follows. It should be noted that reference to a "first", "second", etc. concept in the present disclosure is merely for differentiating between different devices, modules, or units, and does not imply a sequence or interdependence of the functions performed by these devices, modules, or units.

[0024] It should be noted that the terms "one", "more than one" or "plurality" as used herein are illustrative and not limiting, and those skilled in the art will understand that, unless the context clearly indicates otherwise, "one" or "more than one" should be interpreted as "one or more".

[0025] The names of the messages or information exchanged between the plurality of devices in the embodiments of the present disclosure are only for illustrative purposes, and are not intended to limit the scope of the messages or information.

[0026] In practical applications, the maintenance of the flight attitude and speed of the multi-rotor aircraft usually relies on a fine control law algorithm and a power distribution strategy. When the multi-rotor aircraft performs different flight tasks, the power balance and overall flight performance of the multi-rotor aircraft are different under different flight tasks. Therefore, when the multi-rotor aircraft needs to change the task, the control law algorithm needs to be adjusted or reconfigured complexly, so that the multi-rotor aircraft can perform a new flight task. However, the adjustment or reconfiguration of the control law algorithm not only increases the design and implementation difficulty of the control system, but also puts higher requirements on the computing power of the flight control system, which may lead to an increase in system cost. It should be understood that the control law algorithm is an algorithm for the flight control system to form a control instruction, which describes the functional relationship between the controlled state variables and the system input signals.

[0027] The prior art methods mainly have the following several kinds;

[0028] Scheme one: linear control method.

[0029] Specifically, the linear control method is a commonly used control method in the field of aircraft control, which is mainly based on the linear dynamics of the system model to design the controller. Among them, the design of the linear control method is relatively simple, easy to understand and implement, but it is difficult to effectively design the controller for complex nonlinear behavior or extreme operating conditions. It should be understood that the linear control method is mainly aimed at proportion-integral-differential controller (Proportion Integration Differentiation, PID), linear quadratic regulator (linear quadratic regulator, LQR) and robust controller. Among them, the PID controller is composed of a proportional unit, an integral unit and a differential unit. The PID controller is mainly suitable for systems that are basically linear and whose dynamic characteristics do not change over time; the LQR can obtain the optimal control law of state linear feedback, which is easy to form a closed-loop optimal control; the robust controller is a fixed controller designed with the robustness of the closed-loop system as the target.

[0030] Scheme two: nonlinear control method.

[0031] Specifically, the nonlinear control method can be applied to handle more complex system dynamics and is suitable for systems that are difficult to effectively control by linear control methods. However, the design and implementation of nonlinear control strategies are usually more complex than linear control methods, requiring more in-depth mathematical knowledge and computing resources, making the design cost higher. It should be understood that the nonlinear control method is mainly aimed at backstepping controller, sliding mode controller, feedback linearization controller, dynamic inverse controller and nonlinear robust controller.

[0032] Scheme three: intelligent control method.

[0033] Specifically, the intelligent control method generally refers to using artificial intelligence and machine learning technology to realize the control of a complex system, and is particularly suitable for scenarios that are difficult to effectively control by traditional control methods. The intelligent control method using artificial intelligence and machine learning generally needs to train the model through a large amount of data, and there are problems of model interpretability and transparency, and reliability and verification in safety-critical applications. It should be understood that the main intelligent control methods mainly target controllers such as reinforcement learning controllers and deep learning controllers.

[0034] Scheme four: integrated control method.

[0035] Specifically, the integrated control method combines multiple control technologies, for example, PID control, adaptive control, and deep neural network control can be combined. This method can take advantage of different control strategies to adapt to different flight conditions and task requirements.

[0036] Most of these prior art technologies need to adjust or reconfigure the original control law algorithm to adapt to the new fault state. However, the adjustment or reconfiguration process of the control law algorithm not only increases the design and implementation difficulty of the control system, but also puts higher requirements on the computing power of the flight control system, thereby increasing the system cost, resulting in high design cost.

[0037] To solve the above problems, the embodiments of the present disclosure provide a power distribution method and device, electronic equipment and program product, which can quickly adjust the power distribution matrix without changing the original control law algorithm, and can keep the power of the multicopter at a low level without increasing the control complexity and computational burden. At the same time, the adjustment or reconfiguration of the control law algorithm can also be optimized together, so as to improve the reliability and safety of the multicopter while controlling the cost.

[0038] FIG. 1 is a flowchart of a power distribution method according to an example embodiment of the present disclosure. As shown in FIG. 1, the method comprises the following steps:

[0039] S101, a flight dynamics model corresponding to a target aircraft is established.

[0040] In some embodiments, one or more motors included in the target aircraft need to be determined first, and then a flight dynamics model containing motor throttle M i is constructed. Wherein, i = 1, 2, …, m; i represents the serial number of the motor included in the target aircraft, and m represents the maximum number of motors included in the target aircraft. Based on this, the flight dynamics model can be represented as:

[0041] wherein t represents time; s represents state variables, including body axis system velocity (u, v, w), angular velocity (p, q, r), attitude angle (phi, theta, psi), and ground axis system velocity (Vx, Vy, Vz), wherein u represents forward velocity, v represents lateral velocity, and w represents vertical velocity; p represents roll angular velocity under the body axis system, q represents pitch angular velocity under the body axis system, and r represents yaw angular velocity under the body axis system; phi represents roll angle, theta represents pitch angle, and psi represents yaw angle; denotes the first-order derivative of the state variable s with respect to time t; M represents a set of all motor throttle amounts, including throttle amounts of all motors, including the throttle amount corresponding to M1, the throttle amount corresponding to M2, …, and the throttle amount corresponding to M m corresponding to M1, the throttle amount corresponding to M2, …, and the throttle amount corresponding to M

[0042] S102, determining a corresponding expected flight speed of the target aircraft when performing the target flight task, and determining a corresponding control instruction of the target aircraft when performing the target flight task in stable straight flight.

[0043] In some embodiments, the expected flight speed Vt of the target aircraft when completing the target flight task can be determined first, and the control instruction of the target aircraft when performing the target flight task in stable straight flight can be determined, and the control instruction U of the target aircraft can be calculated by a control law algorithm. U includes a drag throttle instruction dt, a roll instruction da, a pitch instruction de, and a yaw instruction dr, etc. It should be understood that stable straight flight is straight flight in a stable state. The control law algorithm is an algorithm for forming a control instruction of a flight control system.

[0044] S103, establishing a power distribution matrix of the target aircraft, and determining a corresponding flight power of the target aircraft when performing stable flight according to the power distribution matrix and the throttle amount of each motor.

[0045] In some embodiments, the motor design and performance analysis are often performed for a single control loop, but for the target aircraft to be controlled, the control instruction for finally driving the actuator is determined by a certain combination relationship of the motor outputs of multiple control loops. This combination relationship can be referred to as a control distribution matrix, that is, a power distribution matrix.

[0046] In actual applications, the power distribution matrix can include power distribution values corresponding to all motors included in the target aircraft, wherein the power distribution value corresponding to one motor can be regarded as an element in the matrix. Based on this, when performing an optimization algorithm for the power distribution matrix X, the non-zero elements in the power distribution matrix X need to be set as state variables to be optimized, and the throttle amount M iThen, set the throttle value M corresponding to each motor. i The target aircraft's flight state variables s0 are obtained by inputting the desired flight speed Vt into the flight dynamics model established in step S101 for balancing calculations. Then, the s0 obtained from the balancing calculations and the corresponding M values ​​of each motor can be used to calculate the flight state variables s0 of the target aircraft. i The flight power P of the target aircraft is calculated, and finally the flight power ratio is determined based on the flight power P and the flight power P0 of the target aircraft when hovering, i.e., the objective function J = P / P0.

[0047] Specifically, the non-zero elements in the dynamics assignment matrix X can first be normalized, and then the normalized non-zero elements can be set as the state variables to be optimized. It should be understood that, here, the dynamics assignment matrix can generally be chosen as the default dynamics assignment matrix in the hovering state, and the non-zero elements can be any value between -1 and 1, which will make the optimization convergence time faster.

[0048] In practical applications, since these non-zero elements have all undergone normalization, the constraint condition can be directly given: -1≤x i ≤1, i=1…N

[0049] Where, x i Let N represent the i-th non-zero element in the dynamic allocation matrix X, where i represents the index of the non-zero element and N represents the index of the last non-zero element.

[0050] Then, based on the product of the control quantity corresponding to the control command U under the current target flight mission and the power distribution matrix X, the throttle quantity M of each motor can be determined. i Specifically, it can be: M = X·u

[0051] These throttle values ​​and the desired flight speeds Vt(Vtx, Vty, Vtz) are then input into the flight dynamics model for trim calculation, i.e., trimming the right-hand side of the flight dynamics mathematical model to obtain the steady-state flight state variables of the aircraft. The trim calculation can generally be solved using a sequential quadratic programming (SQP) algorithm, where Vtx is the desired flight speed in the x-direction; Vty is the desired flight speed in the y-direction; and Vtz is the desired flight speed in the z-direction. It should be understood that the SQP algorithm transforms a complex nonlinear constrained optimization problem into a relatively simple quadratic programming problem. A quadratic programming problem is an optimization problem where the objective function is a quadratic function and the constraint functions are linear functions.

[0052] Next, the objective function needs to be balanced. The velocity components of the target aircraft's ground axis in different directions can be determined based on the expected flight speed Vt required for the aircraft to complete the target flight mission. Specifically:

[0053] wherein, Vx represents the velocity component of the target aircraft in the x direction of the earth axis system; Vty represents the velocity component of the target aircraft in the y direction of the earth axis system; Vtz represents the velocity component of the target aircraft in the z direction of the earth axis system. It should be understood that Vty and Vtz are 0 when the target aircraft is flying horizontally forward.

[0054] Then the initial value of the trim calculation is required: the initial value of the flight state quantity s0 of the target aircraft and the control instruction U corresponding to the control quantity can be defaulted to 0. Among them, the initial value of the body axis system velocity in the flight state quantity s0 of the target aircraft can be given according to the flight task, or defaulted to 0.

[0055] Finally, the constraints of the trim calculation are required, that is, the target aircraft needs to enter the state of steady-state horizontal flight, that is, the constraints can be: p = 0, q = 0, r = 0, psi = 0

[0056] wherein, p represents the forward acceleration under the body axis system, q represents the lateral acceleration under the body axis system, r represents the vertical acceleration under the body axis system; p represents the roll angle acceleration under the body axis system, q represents the pitch angle acceleration under the body axis system, r represents the yaw angle acceleration under the body axis system.

[0057] After the trim calculation is completed, the flight state quantity s0 of the target aircraft can be obtained, and then the flight state quantity s0 and the throttle quantity M of each motor are used to calculate the flight power P. i The rotor power model in the multi-rotor aircraft flight dynamics model is brought in again, and the flight power P can be calculated. Finally, the flight power ratio is determined according to the flight power P and the flight power P0 of the target aircraft in hovering, that is, the target function J = P / P0.

[0058] S104, the final power distribution matrix is determined by minimizing the flight power ratio J as the optimization target, and the power distribution value of each motor is re-determined according to the final power distribution matrix.

[0059] In some embodiments, the flight power ratio J can be minimized as the optimization target, that is, after algorithm optimization, the final power distribution matrix after adjustment is output, and power optimization distribution under different flight tasks is realized. If the computing power of the onboard control system is insufficient, real-time power distribution matrix optimization cannot be realized, and the following method can be used:

[0060] Method 1, pre-calculate several groups of optimal power distribution matrixes corresponding to different expected flight speeds of different flight tasks, record the data in the on-board computer, and then select.

[0061] Method 2, in actual flight, according to the expected flight speed of the current flight task, the corresponding optimal power distribution matrix can be extracted by interpolation.

[0062] In practical application, after optimization by algorithm with the optimization target of minimizing flight power ratio J, the power distribution matrix X is constantly iteratively optimized and updated, and the adjusted power distribution matrix is finally outputted to realize power optimization distribution under different flight tasks.

[0063] S105, according to the re-determined power distribution value, power is distributed to each motor of the target aircraft, so that the target aircraft completes the target task with the minimum flight power.

[0064] In some embodiments, in the case of outputting the adjusted power distribution matrix, the power distribution value corresponding to each motor can be determined, and then the power distribution result corresponding to each motor is determined, and finally the power distribution result is used to distribute power to each motor.

[0065] FIG. 2 is a flowchart of a power distribution matrix calculation method provided by an exemplary embodiment of the present disclosure. As shown in FIG. 2, the method includes the following steps:

[0066] S201, start.

[0067] S202, initialize each element in the power distribution matrix.

[0068] Specifically, the non-zero elements in the power distribution matrix X can be first normalized, and then the normalized non-zero elements are set as state variables to be optimized. It should be understood that the power distribution matrix can generally be selected as the default power distribution matrix in the hovering state.

[0069] In practical application, since these non-zero elements have been normalized, the constraint condition can be directly given: -1≤x i ≤1, i = 1…N

[0070] Where x i represents the i-th non-zero element in the power distribution matrix X, i represents the serial number of the non-zero element, and N represents the serial number corresponding to the last non-zero element.

[0071] S203, determine the throttle amount corresponding to each motor according to the control amount corresponding to the control instruction and the power distribution matrix.

[0072] Specifically, the throttle amount M of each motor can be determined according to the product of the control amount corresponding to the control instruction U under the current target flight task and the power distribution matrix X i , and specifically can be: M=X·u

[0073] In S204, the throttle amount and the expected flight speed of each aircraft are input into the flight dynamics model, and the SQP algorithm is called for trimming calculation to determine the flight power ratio.

[0074] Specifically, the throttle amount M obtained in step S203 and the expected flight speed Vt are input into the flight dynamics model for trimming calculation, i.e., trimming the right end term of the flight dynamics mathematical model, to obtain the steady-state horizontal flight state quantity of the aircraft. The trimming calculation can generally be solved by using the sequential quadratic programming (SQP) algorithm. It should be understood that the SQP algorithm is an algorithm for converting a complex nonlinear constrained optimization problem into a relatively simple quadratic programming problem for solving. The so-called quadratic programming problem is an optimization problem in which the objective function is a quadratic function and the constraint function is a linear function.

[0075] Next, the target function needs to be trimmed. The target aircraft ground axis speed components in different directions can be determined according to the ground axis flight speed (Vx, Vy, Vz) required by the aircraft to complete the target flight task, and specifically:

[0076] wherein, Vtx represents the speed component of the target aircraft in the x-axis system; Vy represents the speed component of the target aircraft in the y-axis system; Vtz represents the speed component of the target aircraft in the z-axis system. It should be understood that Vty and Vtz are 0 when the target aircraft is flying horizontally forward.

[0077] Then the initial value needs to be trimmed. The flight state quantity s0 of the target aircraft and the initial value of the control amount corresponding to the control instruction U can be set to 0 by default. Among them, the initial value of the body axis speed in the flight state quantity s0 of the target aircraft can be given according to the flight task, or can be set to 0 by default.

[0078] Finally, the constraints need to be trimmed. The state quantity of the target aircraft needs to enter the steady-state horizontal flight, i.e., the constraint can be: p=0, q=0, r=0, psi=0

[0079] wherein, p represents the forward acceleration in the body axis system, q represents the lateral acceleration in the body axis system, r represents the vertical acceleration in the body axis system. Rolling angle acceleration under body axis system, Pitch angle acceleration under body axis system, Yaw angle acceleration under body axis system.

[0080] After the trim calculation is completed, the flight state quantity s0 of the target aircraft can be obtained, and then the flight state quantity s0 and the throttle quantity M of each motor are used to calculate the flight power P of the target aircraft. i The flight power P is calculated by bringing the rotor power model into the rotor power model of the multi-rotor aircraft flight dynamics model again, and the flight power ratio is determined according to the flight power P and the flight power P0 of the target aircraft in hovering, that is, the objective function J = P / P0.

[0081] S205, whether the flight power ratio converges compared with the last iteration optimization.

[0082] Specifically, when the flight power ratio converges compared with the last iteration optimization, step S206 is performed; when the flight power ratio does not converge compared with the last iteration optimization, step S207 is performed.

[0083] In actual application, when the flight power ratio calculated this time is less than or equal to the flight power ratio calculated last time, and the absolute value of the difference between the two flight power ratios is less than 10 -5 %, it is determined that the flight power ratio converges, at this time, step S206 can be performed; otherwise, it is determined that the flight power ratio does not converge, at this time, step S207 can be performed. It should be understood that when the calculation result of the last iteration optimization does not exist when the calculation is performed for the first time, the flight power ratio calculated for the second time can be used to start the judgment, or an initial flight power ratio can be set first and then the judgment can be performed.

[0084] S206, outputting each element in the current power distribution matrix.

[0085] Specifically, when it is confirmed that the flight power ratio calculated this time is less than or equal to the flight power ratio calculated last time, and the absolute value of the difference between the two flight power ratios is less than 10 -5 %, it is confirmed that the flight power ratio converges, at this time, each element in the current power distribution matrix can be directly outputted, since one element represents the power distribution value of one motor, thus the throttle quantity corresponding to each motor can be determined according to the power distribution value corresponding to each motor in the current power distribution matrix and the control command, thereby realizing the control of the target aircraft.

[0086] S207, calling the SQP algorithm to adjust the elements in the power distribution matrix.

[0087] Specifically, when it is confirmed that the flight power ratio obtained in this calculation is greater than the flight power ratio obtained in the last calculation, it is confirmed that the flight power ratio does not converge. At this time, each element in the power distribution matrix calculated in this calculation needs to be adjusted, and then step S203 is re-executed to re-calculate until the flight power ratio converges.

[0088] Therefore, the power distribution matrix can be quickly adjusted without increasing the control complexity and the calculation burden, the adaptability and stability of the aircraft in the face of different flight tasks can be improved, the flight power can be kept at a low level, and the endurance time can be prolonged. In addition, the embodiment of the present disclosure can be easily integrated into various existing flight control systems, and provides strong technical support for the safety and reliability of the multi-rotor aircraft.

[0089] The power distribution method provided by the embodiment of the present disclosure can be executed by a terminal or a chip applied to the terminal.

[0090] For example, the terminal can include one or more of a mobile phone, a tablet computer, a wearable device, a vehicle-mounted device, a notebook computer, an ultra-mobile personal computer (UMPC), a netbook, a personal digital assistant (PDA), and a wearable device based on augmented reality (AR) and / or virtual reality (VR) technology, and the like. The terminal can also include, but is not limited to, a remote control device, a wearable device, a street lamp, a smart terminal of a household appliance, and the like, and the embodiment of the present disclosure does not make specific limitations thereto.

[0091] FIG. 3 is a flowchart of another power distribution method provided by an exemplary embodiment of the present disclosure. As shown in FIG. 3, the method includes the following steps:

[0092] S301, a flight dynamics model of a target aircraft is constructed, and a desired flight speed and a control instruction of the target aircraft when performing a target flight task are determined.

[0093] In some embodiments, the target aircraft can be different types of aircraft such as a quadcopter and a hexacopter, and different types of aircraft include different numbers of motors. Therefore, one or more motors included in the target aircraft need to be determined first, and then a flight dynamics model including motor throttle M i is constructed, where i = 1, 2, …, m. i represents the serial number of the motor, and m represents the maximum number of motors included in the target aircraft. Based on this, the flight dynamics model can be represented as:

[0094] wherein t represents time; s represents state variables, including body axis system velocity (u, v, w), angular velocity (p, q, r), attitude angle (phi, theta, psi), and ground axis system velocity (Vx, Vy, Vz), wherein u represents forward velocity, v represents lateral velocity, and w represents vertical velocity; p represents roll angular velocity under the body axis system, q represents pitch angular velocity under the body axis system, and r represents yaw angular velocity under the body axis system; phi represents the roll angle, theta represents the pitch angle, and psi represents the yaw angle; represents the first-order derivative of the state variable s with respect to time t; M represents a set of all motor throttle amounts, including throttle amounts of all motors, including the throttle amount corresponding to M1, the throttle amount corresponding to M2, …, and the throttle amount corresponding to M m corresponding to M1.

[0095] In actual application, the expected flight speed Vt corresponding to the completion of the target flight task by the target aircraft can be determined, and the control instruction corresponding to the target aircraft in stable straight flight during the execution of the target flight task can be determined, which can be calculated by a control law algorithm. The control instruction U includes the lift throttle instruction dt, the roll instruction da, the pitch instruction de, and the yaw instruction dr, etc. It should be understood that stable straight flight is straight flight in a stable state.

[0096] S302, flight data corresponding to the target aircraft in a hovering state is obtained, and an initial power distribution matrix is determined according to the flight data.

[0097] In some embodiments, the motor design and performance analysis are often performed for a single control loop, but for the target aircraft to be controlled, the control instruction for finally driving the actuator is determined by a certain combination relationship of the motor outputs of multiple control loops. The combination relationship can be referred to as a control distribution matrix, that is, a power distribution matrix.

[0098] In actual application, the power distribution matrix can include power distribution values corresponding to all motors included in the target aircraft, wherein the power distribution value corresponding to one motor can be regarded as an element in the matrix. The value corresponding to the initial power distribution matrix of the embodiments of the present disclosure can be the value corresponding to the power distribution result in the hovering state, and the specific power distribution result can be determined by the flight data in the hovering state.

[0099] S303, flight power of the target aircraft is determined according to the initial power distribution matrix, the expected flight speed, the control instruction, and the flight dynamics model.

[0100] In some embodiments, the throttle amount M of each motor can be determined by the product of the control amount corresponding to the control instruction U under the current target flight task and the initial power distribution matrix X.i the throttle amount M corresponding to each motor is calculated again i and the desired flight speed Vt are input into the flight dynamics model to obtain a flight state quantity s0 of the target aircraft, and finally the flight power P of the target aircraft is determined according to s0 and the throttle amount M corresponding to each motor. i

[0101] S304, in the case where the flight power does not meet the preset condition, iteratively optimizing the initial power distribution matrix, and re-determining the flight power according to the iteratively optimized power distribution matrix.

[0102] In some embodiments, the preset condition can be that when the flight power obtained by the current calculation is less than or equal to the flight power obtained by the last calculation, it is determined that the flight power meets the preset condition; when the flight power obtained by the current calculation is greater than the flight power obtained by the last calculation, it is determined that the flight power does not meet the preset condition.

[0103] Based on this, when the flight power does not meet the preset condition, the elements in the initial power distribution matrix need to be adjusted. For example, the power value corresponding to some motors that do not need large power can be reduced to adjust the elements in the initial power distribution matrix, and then the flight power is recalculated. After obtaining the new flight power, the new flight power is analyzed and judged again to determine whether the new flight power meets the preset condition. If it still does not meet the preset condition, the elements in the current power distribution matrix are continuously adjusted until the flight power meets the preset condition.

[0104] S305, in the case where the re-determined flight power meets the preset condition, determining that the iteratively optimized power distribution matrix is the target power distribution matrix, and distributing power to the multiple motors included in the target aircraft according to the target power distribution matrix.

[0105] In some embodiments, when the flight power re-determined by the iteratively optimized power distribution matrix meets the preset condition, it is determined that the iteratively optimized power distribution matrix is the target power distribution matrix. At this time, each element in the target power distribution matrix can be directly output. Since one element represents the power distribution value of one motor, the throttle amount corresponding to each motor can be directly determined according to the power distribution value corresponding to each motor in the target power distribution matrix and the control instruction, thereby realizing the control of the target aircraft.

[0106] ​It can be seen that, when the target flight task changes, the original control law algorithm does not need to be changed, the power distribution matrix can be quickly adjusted without increasing the control complexity and the calculation burden, so that the power of the multicopter is kept at a low level. Meanwhile, the adjustment or reconstruction of the control law algorithm can be optimized together, so that the reliability and safety of the multicopter can be improved while the cost is controlled.

[0107] In some embodiments, the flight power of the target aircraft is determined according to the initial power distribution matrix, the expected flight speed, the control instruction corresponding to each motor and the flight dynamics model, comprising: determining the throttle amount corresponding to each motor according to the initial power distribution matrix and the control instruction, wherein the control instruction is calculated by the control law algorithm; determining the flight power of the target aircraft according to the throttle amount corresponding to each motor, the expected flight speed and the flight dynamics model.

[0108] In some embodiments, the power distribution matrix can include the power distribution values corresponding to all the motors included in the target aircraft, wherein the power distribution value corresponding to one motor can be regarded as an element in the matrix. Based on this, when the optimization algorithm of the power distribution matrix is performed, first, the non-zero elements in the power distribution matrix X are set as the state variables to be optimized, and the throttle amount M corresponding to each motor is determined by the product of the control amount corresponding to the control instruction U under the current target flight task and the power distribution matrix X. i Then, the throttle amount M corresponding to each motor and the expected flight speed Vt are jointly input into the flight dynamics model for trim calculation to obtain the flight state quantity s0 of the target aircraft, and then the flight power P corresponding to the target aircraft can be calculated by using s0 obtained by the trim calculation and M i . i

[0109] In actual application, the flight power ratio can be determined according to the flight power P and the flight power P0 of the target aircraft in the hovering state, that is, the objective function J=P / P0.

[0110] Specifically, the non-zero elements in the power distribution matrix X can be first normalized, and then the normalized non-zero elements are set as the state variables to be optimized. It should be understood that the initial value of the power distribution matrix can generally be selected as the default power distribution matrix in the hovering state.

[0111] In actual application, since these non-zero elements have been normalized, the constraint condition can be directly given as -1≤x i ≤1, i=1…N

[0112] wherein, x i ​denotes the i-th non-zero element in the power distribution matrix X, i denotes the serial number of the non-zero element, and N denotes the serial number corresponding to the last non-zero element.

[0113] Further, the throttle amount M of each motor can be determined according to the product of the control amount corresponding to the control instruction U under the current target flight task and the power distribution matrix X i , specifically: M = X u

[0114] The throttle amounts and the expected flight speed Vt (Vtx, Vty, Vtz) are input into the flight dynamics model for trimming calculation, i.e., trimming the right end term of the flight dynamics mathematical model, to obtain the steady-state horizontal flight state quantity of the aircraft. The trimming calculation can generally be solved by using the sequential quadratic programming (SQP) algorithm, wherein Vtx is the expected flight speed in the x direction; Vty is the expected flight speed in the y direction; and Vtz is the expected flight speed in the z direction. It should be understood that the SQP algorithm is an algorithm for converting a complex nonlinear constrained optimization problem into a relatively simple quadratic programming problem for solving. The so-called quadratic programming problem is an optimization problem in which the objective function is a quadratic function and the constraint function is a linear function.

[0115] In some embodiments, determining the flight power of the target aircraft according to the throttle amount corresponding to each motor, the expected flight speed, and the flight dynamics model includes: inputting the throttle amount corresponding to each motor and the expected flight speed into the flight dynamics model for trimming calculation to obtain the flight power of the target aircraft.

[0116] Specifically, the expected flight speed needs to be trimmed first to obtain the flight state quantity corresponding to the target aircraft.

[0117] For example, when performing the trimming calculation, the target function needs to be trimmed. The speed component of the target aircraft in different directions corresponding to the expected flight speed Vt required by the aircraft to complete the target flight task can be determined, specifically as follows:

[0118] wherein, Vtx denotes the speed component of the target aircraft in the x direction of the axis system; Vty denotes the speed component of the target aircraft in the y direction of the axis system; Vtz denotes the speed component of the target aircraft in the z direction of the axis system. It should be understood that Vty and Vtz are 0 when the target aircraft is flying horizontally forward.

[0119] Then the initial value of trim calculation is needed: the initial value of the flight state quantity s0 of the target aircraft and the control instruction U corresponding to the control quantity can be set as 0 by default. Among them, the initial value of the body axis system speed in the flight state quantity s0 of the target aircraft can be given according to the flight task, or it can be set as 0 by default.

[0120] Finally, the constraint of trim calculation is needed, that is, the target aircraft needs to enter the steady state horizontal flight state quantity, that is, the constraint can be: p = 0, q = 0, r = 0, psi = 0

[0121] Among them, represents the forward acceleration under the body axis system, represents the lateral acceleration under the body axis system, represents the vertical acceleration under the body axis system; represents the roll angle acceleration under the body axis system, represents the pitch angle acceleration under the body axis system, represents the yaw angle acceleration under the body axis system.

[0122] In some embodiments, the throttle quantity corresponding to each motor and the flight state quantity are input into the flight dynamics model to obtain the flight power of the target aircraft.

[0123] Specifically, after the trim calculation is completed, the flight state quantity s0 of the target aircraft can be obtained, and then the s0 and the throttle quantity M of each motor are used to i , the rotor power model in the multi-rotor aircraft flight dynamics model is brought in again, and the flight power P can be obtained according to the flight dynamics model.

[0124] In some embodiments, in the case that the flight power does not meet the preset condition, the initial power distribution matrix is iteratively optimized, and the flight power is re-determined according to the iteratively optimized power distribution matrix, including: adjusting the elements in the initial power distribution matrix according to the sequential quadratic programming algorithm to obtain an adjusted power distribution matrix, and re-determining the throttle quantity corresponding to each motor according to the adjusted power distribution matrix and the control instruction; re-determine the flight power of the target aircraft according to the re-determined throttle quantity corresponding to each motor, the expected flight speed and the flight dynamics model.

[0125] Specifically, if the flight power ratio obtained in the current calculation is greater than the flight power obtained in the last iteration optimization calculation, it is considered that the convergence is not achieved, at this time, the elements in the power distribution matrix corresponding to the last iteration optimization calculation need to be adjusted, and the throttle amount corresponding to each motor is re-determined according to the control amount corresponding to the control instruction and the adjusted power distribution matrix, and then the flight power of the target aircraft is re-determined according to the re-determined throttle amount corresponding to each motor, the expected flight speed and the flight dynamics model; then in the case that the re-determined flight power meets the preset condition, the adjusted power distribution matrix is determined as the target power distribution matrix, and finally the power distribution is performed on each motor according to the target power distribution matrix.

[0126] For example, the elements in the power distribution matrix can be adjusted, and specifically, the elements can be adjusted according to the actual situation, and in the case of control ability, some values are made smaller, so as to reduce the flight power of the target aircraft.

[0127] In some embodiments, the flight data includes a hovering flight power, and the method further comprises: determining a flight power ratio according to the hovering flight power and the flight power; in the case that the flight power ratio is less than or equal to the flight power ratio obtained in the last iteration optimization, and the absolute value of the difference between the two flight power ratios is less than 10 -5 , it is determined that the flight power meets the preset condition.

[0128] Specifically, after the trimming calculation is completed, the flight state quantity s0 of the target aircraft can be obtained, and then the rotor power model in the multi-rotor aircraft flight dynamics model is brought in again with the throttle amount M i of each motor, so that the flight power P can be calculated, and finally the flight power ratio is determined according to the flight power P and the flight power P0 of the target aircraft in hovering, that is, the objective function J=P / P0.

[0129] Then it needs to be compared with the flight power ratio obtained in the last iteration optimization calculation, when the flight power ratio obtained in the current calculation is less than or equal to the flight power ratio obtained in the last calculation, and the absolute value of the difference between the two flight power ratios is less than 10 -5 , it is determined that the flight power ratio converges. At this time, each element in the current power distribution matrix can be directly output, since one element represents the power distribution value of one motor, therefore, the throttle amount corresponding to each motor can be directly determined according to the power distribution value corresponding to each motor in the current power distribution matrix and the control instruction, so as to realize the control of the target aircraft.

[0130] In summary, the embodiment of the present disclosure proposes a control method for quickly adjusting the motor throttle amount by optimizing the power distribution matrix under different flight tasks (such as hovering, different flight speeds, or centripetal rotation), so as to maintain the flight power at a low level. By determining the expected speed Vt corresponding to the flight task and the corresponding control instruction U calculated by the control law algorithm during stable flight under the flight task, the power distribution matrix optimization algorithm can be called, and then the non-zero elements in the power distribution matrix X are set as the optimization variables. The flight dynamics model is trimmed to output the adjusted multi-rotor aircraft power distribution matrix, so as to realize power optimization distribution under different flight tasks.

[0131] If the computing power of the onboard control system is insufficient to realize real-time power distribution matrix optimization, the following methods can be used:

[0132] Method 1: Calculate several groups of optimal power distribution matrices corresponding to different expected flight speeds under different flight tasks in advance, record the data in the onboard computer, and then select.

[0133] Method 2: In actual flight, the corresponding optimal power distribution matrix can be extracted by interpolation according to the current expected flight speed under the flight task.

[0134] Based on this, the embodiment of the present disclosure can quickly adjust the power distribution matrix without increasing the control complexity and computational burden. Not only can it improve the adaptability and stability of the aircraft when facing different flight tasks, but also can maintain the flight power at a low level and prolong the endurance time. In addition, the embodiment of the present disclosure can realize effective control strategy adjustment without changing the original control law algorithm. This means that no matter whether the aircraft uses traditional control algorithms (such as linear control method, nonlinear control method), or advanced intelligent control method, integrated control method, etc., the embodiment of the present disclosure can be connected to these control algorithms to play a role, and has wide applicability. At the same time, it can also be optimized together with the adjustment or reconstruction of the control law algorithm, and has wide applicability.

[0135] The above mainly introduces the scheme provided by the embodiments of the present disclosure. It can be understood that, in order to realize the above functions, the electronic device contains the hardware structure and / or software module corresponding to each function. Those skilled in the art should easily realize that, in combination with the units and algorithm steps of each example described in the embodiments disclosed herein, the present disclosure can be realized in the form of hardware or a combination of hardware and computer software. Whether a certain function is realized in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. The skilled person can use different methods to realize the described functions for each specific application, but such implementation should not be considered beyond the scope of the present disclosure.

[0136] The embodiments of the present disclosure can divide the functional units of the electronic device according to the above method examples. For example, each functional module can be divided corresponding to each function, or two or more functions can be integrated in one processing module. The above integrated module can be realized in the form of hardware or in the form of a software functional module. It should be noted that the division of the module in the embodiments of the present disclosure is illustrative, and is only a logical functional division. When actually implemented, there can be another division manner.

[0137] In the case of dividing each functional module corresponding to each function, the exemplary embodiments of the present disclosure provide a power distribution device, which can be a server or a chip applied to a server. FIG. 4 is a structural schematic diagram of a power distribution device provided by an exemplary embodiment of the present disclosure. As shown in FIG. 4, the power distribution device 400 includes:

[0138] A construction module 401 is configured to construct a flight dynamics model of a target aircraft, and determine an expected flight speed and a control instruction when the target aircraft performs a target flight task;

[0139] An acquisition module 402 is configured to acquire flight data corresponding to a hovering state of the target aircraft, and determine an initial power distribution matrix according to the flight data;

[0140] A determination module 403 is configured to determine a flight power of the target aircraft according to the initial power distribution matrix, the expected flight speed, the control instruction and the flight dynamics model;

[0141] An iteration module 404 is configured to perform iterative optimization on the initial power distribution matrix in a case where the flight power does not satisfy a preset condition, and redetermine the flight power according to the power distribution matrix after iterative optimization;

[0142] The distribution module 405 is configured to determine the iteration-optimized power distribution matrix as a target power distribution matrix when the re-determined flight power meets the preset condition, and perform power distribution on the plurality of motors included in the target aircraft according to the target power distribution matrix.

[0143] In an optional manner, the determination module 403 is further configured to determine a throttle amount corresponding to each motor according to the initial power distribution matrix and the control instruction, where the control instruction is calculated by a control law algorithm; and determine the flight power of the target aircraft according to the throttle amount corresponding to each motor, the expected flight speed, and the flight dynamics model.

[0144] In an optional manner, the determination module 403 is further configured to input the throttle amount corresponding to each motor and the expected flight speed into the flight dynamics model to perform trim calculation, and obtain the flight power of the target aircraft.

[0145] In an optional manner, the determination module 403 is further configured to perform trim calculation on the expected flight speed to obtain a flight state quantity corresponding to the target aircraft; and input the throttle amount corresponding to each motor and the flight state quantity into the flight dynamics model to obtain the flight power of the target aircraft.

[0146] In an optional manner, the iteration module 404 is further configured to adjust elements in the initial power distribution matrix according to a sequential quadratic programming algorithm to obtain an adjusted power distribution matrix, and re-determine the throttle amount corresponding to each motor according to the adjusted power distribution matrix and the control instruction; and re-determine the flight power of the target aircraft according to the re-determined throttle amount corresponding to each motor, the expected flight speed, and the flight dynamics model.

[0147] In an optional manner, the flight data includes a hovering flight power, and the power distribution device 400 further includes a judgment module 406 configured to determine a flight power ratio according to the hovering flight power and the flight power; and determine that the flight power meets the preset condition when the flight power ratio is less than or equal to a flight power ratio obtained by last iteration optimization, and an absolute value of a difference between the two flight power ratios is less than 10 -5

[0148] The embodiments of the present disclosure further provide an electronic device, including at least one processor, a memory for storing instructions executable by the at least one processor, and the at least one processor is configured to execute the instructions to implement the steps of the above method.

[0149] ​FIG. 5 is a structural schematic diagram of an electronic device according to an example embodiment of the present disclosure. As shown in FIG. 5, the electronic device 500 includes at least one processor 501 and a memory 502 coupled to the processor 501, and the processor 501 can execute corresponding steps in the above method disclosed by the embodiments of the present disclosure.

[0150] The processor 501 can also be referred to as a central processing unit (CPU), which can be an integrated circuit chip having a processing capability of signals. Each step in the above method disclosed by the embodiments of the present disclosure can be completed by an integrated logic circuit of hardware or an instruction in the form of software in the processor 501. The processor 501 can be a general-purpose processor, a digital signal processor (DSP), an ASIC, a field-programmable gate array (FPGA) or other programmable logic device, a discrete gate or transistor logic device, a discrete hardware component. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor or the like. The steps of the method disclosed in conjunction with the embodiments of the present disclosure can be directly embodied as a hardware coding processor for execution, or a combination of hardware and software modules in the coding processor for execution. The software module can be located in the memory 502, such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory or an electrically erasable programmable memory, a register or other mature storage medium in the art. The processor 501 reads information in the memory 502 and completes the steps of the above method in conjunction with the hardware thereof.

[0151] In addition, various operations / processes according to the present disclosure, when implemented by software and / or firmware, can install programs constituting the software from a storage medium or a network to a computer system having a dedicated hardware structure, for example, a computer system 600 shown in FIG. 6, which can perform various functions when various programs are installed, including functions such as the foregoing and the like. FIG. 6 is a structural schematic diagram of a computer system according to an example embodiment of the present disclosure.

[0152] The computer system 600 is intended to represent various forms of digital electronic computer devices, such as laptops, desktops, tablets, personal digital assistants, servers, blade servers, mainframes, and other appropriate computers. The electronic device can also represent various forms of mobile devices, such as personal digital assistants, cellular telephones, smartphones, wearable devices, and other similar computing devices. The components shown here, their connections and relationships, and their functions, are meant to be examples only, and are not meant to limit implementations of the present disclosure described and / or claimed in this document.

[0153] As shown in FIG. 6, the computer system 600 includes a computing unit 601 that can perform various appropriate actions and processes in accordance with a computer program stored in a read-only memory (ROM) 602 or a computer program loaded into a random access memory (RAM) 603 from a storage unit 608. Various programs and data required for the operation of the computer system 600 can also be stored in the RAM 603. The computing unit 601, the ROM 602, and the RAM 603 are connected to each other through a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0154] A plurality of components in the computer system 600 are connected to the I / O interface 605, including an input unit 606, an output unit 607, a storage unit 608, and a communication unit 609. The input unit 606 can be any type of device that can input information to the computer system 600, and can receive inputted digital or character information, and generate key signal inputs related to user settings and / or function controls of the electronic device. The output unit 607 can be any type of device that can present information, and can include, but is not limited to, a display, a speaker, a video / audio output terminal, a vibrator, and / or a printer. The storage unit 608 can include, but is not limited to, a magnetic disk, an optical disk. The communication unit 609 allows the computer system 600 to exchange information / data with other devices through a network such as the Internet, and can include, but is not limited to, a modem, a network card, an infrared communication device, a wireless communication transceiver, and / or a chipset, for example, a Bluetooth™ device, a WiFi device, a WiMax device, a cellular communication device, and / or the like.

[0155] The computing unit 601 can be various general and / or special-purpose processing components having processing and computing capabilities. Some examples of the computing unit 601 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, motor, micro-motor, etc. The computing unit 601 performs various methods and processes described above. For example, in some embodiments, the above-described methods disclosed by embodiments of the present disclosure can be implemented as a computer software program tangibly embodied in a machine-readable medium, for example, the storage unit 608. In some embodiments, part or all of the computer program can be loaded and / or installed on the electronic device via the ROM 602 and / or the communication unit 609. In some embodiments, the computing unit 601 can be configured to perform the above-described methods disclosed by embodiments of the present disclosure by any other appropriate means, for example, by means of firmware.

[0156] The embodiment of the present disclosure further provides a computer readable storage medium, wherein when instructions in the computer readable storage medium are executed by a processor of an electronic device, the electronic device is enabled to perform the above method disclosed by the embodiment of the present disclosure.

[0157] The computer readable storage medium in the embodiment of the present disclosure can be a tangible medium, which can contain or store programs for use by or in connection with an instruction execution system, apparatus or device. The above computer readable storage medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus or device, or any suitable combination of the above. More specifically, the above computer readable storage medium can include one or more wire-based electrical connections, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the above.

[0158] The above computer readable medium can be included in the above electronic device, or can exist separately and not be assembled into the electronic device.

[0159] The embodiment of the present disclosure further provides a computer program product, comprising a computer program, wherein the computer program is executed by a processor to implement the above method disclosed by the embodiment of the present disclosure.

[0160] In the embodiments of the present disclosure, the computer program code for performing the operations of the present disclosure can be written in one or more programming languages or combinations thereof, including but not limited to object-oriented programming languages such as Java, Smalltalk, C++, and conventional procedural programming languages such as "C" language or similar programming languages. The program code can be executed entirely on a user computer, partially on a user computer, as an independent software package, partially on a user computer and partially on a remote computer, or entirely on a remote computer or server. In the case involving a remote computer, the remote computer can be connected to the user computer through any kind of network, including a local area network (LAN) or a wide area network (WAN), or can be connected to an external computer.

[0161] The flow diagrams and the block diagrams in the drawings are illustrations of architectures, functionalities, and operations of possible implementations of systems, methods, and computer program products according to various embodiments of present disclosure. In this regard, each block in the flow diagrams or block diagrams can represent a module, a segment, or a portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that in some alternative implementations, the functions noted in the block can occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and / or flow diagrams, and combinations thereof, can be implemented by special purpose hardware-based systems that perform the specified functions or operations, or combinations of special purpose hardware and computer instructions.

[0162] The modules, components or units described in the embodiments of the present disclosure can be implemented by software or by hardware. In some cases, the name of the module, component or unit does not constitute a limitation on the module, component or unit itself.

[0163] The functions described above in the specification of the present disclosure can be performed by one or more hardware logic components. For example, and without limitation, examples of hardware logic components that can be used include Field-programmable Gate Arrays (FPGAs), Application-specific Integrated Circuits (ASICs), Application-specific Standard Products (ASSPs), System-on-a-chip (SOCs), Complex Programmable Logic Devices (CPLDs), etc.

[0164] The above description is merely some embodiments of the present disclosure and a description of the principles of the technology employed. It should be understood by those skilled in the art that the scope of the disclosure involved in the present disclosure is not limited to the technical solutions formed by the specific combinations of the above technical features, and also covers other technical solutions formed by the combinations of the above technical features or equivalent features thereof without departing from the above disclosed concept. For example, the technical solutions formed by the mutual replacement of the above features and the technical features disclosed in the present disclosure (but not limited to) having similar functions.

[0165] Although some specific embodiments of the present disclosure have been described in detail by way of examples, it should be understood that the above examples are only for illustration and not intended to limit the scope of the present disclosure. Those skilled in the art should understand that the above embodiments can be modified without departing from the scope and spirit of the present disclosure. The scope of the present disclosure is defined by the appended claims.

Claims

1. A power distribution method, characterized by, The method comprises the following steps: constructing a flight dynamics model of a target aircraft and determining a desired flight speed and a control instruction when the target aircraft performs a target flight task; acquiring flight data corresponding to a hovering state of the target aircraft, and determining an initial power distribution matrix according to the flight data; determining flight power of the target aircraft according to the initial power distribution matrix, the desired flight speed, the control instruction and the flight dynamics model; in the case that the flight power does not meet a preset condition, iteratively optimizing the initial power distribution matrix, and re-determining the flight power according to the iteratively optimized power distribution matrix; in the case that the re-determined flight power meets the preset condition, determining the iteratively optimized power distribution matrix as a target power distribution matrix, and distributing power to multiple motors included in the target aircraft according to the target power distribution matrix.

2. The power distribution method of claim 1, wherein, The method comprises the following steps: determining a throttle amount corresponding to each motor according to the initial power distribution matrix and the control instruction, wherein the control instruction is calculated by a control law algorithm; determining flight power of the target aircraft according to the throttle amount corresponding to each motor, the desired flight speed and the flight dynamics model.

3. The power distribution method of claim 2, wherein, The method comprises the following steps: inputting the throttle amount corresponding to each motor and the desired flight speed into the flight dynamics model for trim calculation to obtain the flight power of the target aircraft.

4. The method of claim 3, wherein, The method comprises the following steps: performing trim calculation on the desired flight speed to obtain a flight state quantity corresponding to the target aircraft; inputting the throttle amount corresponding to each motor and the flight state quantity into the flight dynamics model to obtain the flight power of the target aircraft.

5. The method of claim 1, wherein, The method comprises the following steps: adjusting elements in the initial power distribution matrix according to a sequential quadratic programming algorithm to obtain an adjusted power distribution matrix, and re-determining the throttle amount corresponding to each motor according to the adjusted power distribution matrix and the control instruction; re-determining the flight power of the target aircraft according to the re-determined throttle amount corresponding to each motor, the desired flight speed and the flight dynamics model.

6. The method of claim 1, wherein, The flight data comprises hovering flight power, and the method further comprises the following steps: determining a flight power ratio according to the hovering flight power and the flight power. When the flight power ratio is less than or equal to the flight power ratio obtained in the last iteration optimization, and the absolute value of the difference between the two flight power ratios is less than 10 -5 , it is determined that the flight power meets the preset condition.

7. A power distribution device, characterized by, The method comprises the following steps: a construction module, configured to construct a flight dynamics model of a target aircraft and determine a desired flight speed and a control instruction when the target aircraft performs a target flight task; an acquisition module, configured to acquire flight data corresponding to a hovering state of the target aircraft, and determine an initial power distribution matrix according to the flight data; determining a flight power of the target aerial vehicle according to the initial power distribution matrix, the expected flight speed, the control instruction and the flight dynamics model; iterating the initial power distribution matrix and re-determining the flight power according to the iterated power distribution matrix when the flight power does not satisfy a preset condition; distributing power to a plurality of motors included in the target aerial vehicle according to a target power distribution matrix when the re-determined flight power satisfies the preset condition, the target power distribution matrix being the iterated power distribution matrix.

8. An electronic device, comprising: comprise: at least one processor; a memory for storing instructions executable by the at least one processor; wherein the at least one processor is configured to execute the instructions to implement the method of any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, When the instructions in the computer-readable storage medium are executed by the processor of the electronic device, the electronic device is enabled to perform the method of any one of claims 1-6.

10. A computer program product, characterised in that, comprise a computer program, which, when executed by a processor, implements the method of any one of claims 1-6.

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