Flight control method, apparatus, aircraft, terminal, system and storage medium

Abstract

A flight control method, an apparatus, an aircraft, a terminal, a system and a storage medium. The method comprises: determining a maximum airspeed vector of an aircraft (S101); determining a current wind speed vector of a current flight environment of the aircraft (S102); determining a current ground speed target direction of the aircraft during flight (S103); on the basis of the maximum airspeed vector, the current wind speed vector and the current ground speed target direction, determining a maximum ground speed vector of the aircraft, the direction of the maximum ground speed vector being the current ground speed target direction (S104); and controlling the flight of the aircraft on the basis of the maximum ground speed vector, such that the magnitude of the flight ground speed of the aircraft is less than or equal to the magnitude of the maximum ground speed vector (S105).

Description

Flight control method and device, aircraft, terminal, system and storage medium TECHNICAL FIELD

[0001] The present application relates to the field of aircraft technology, and in particular to a flight control method and device, an aircraft, a terminal, a system and a storage medium. BACKGROUND

[0002] In related technology, an aircraft (such as a drone) is pre-configured with a maximum flight speed (flight ground speed), which is not the maximum flight speed that the aircraft can achieve in real-time working conditions, but the maximum flight speed in the absence of wind. Therefore, during the flight of the aircraft, if some conditions such as headwinds are encountered, the actual maximum flight speed that the aircraft can reach is not the pre-configured maximum flight speed, and may be less than the pre-configured maximum flight speed. Thus, in the case where the aircraft reaches the actual maximum flight speed and at least one motor at the rear end of the aircraft is saturated, the aircraft may be forced to speed up, because the user and the flight system do not know that the actual maximum flight speed has been reached, the aircraft needs to be further tilted forward, and only the motor at the front end of the aircraft can be slowed down, the overall lift of the aircraft is reduced, resulting in a drop in height, and in serious cases, a crash accident may occur, which poses a safety hazard.

[0003] SUMMARY

[0004] Therefore, the present application provides a flight control method and device, an aircraft, a terminal, a system and a storage medium to prevent the aircraft from being forced to speed up and causing a drop in height, and to improve the safety of the flight of the aircraft.

[0005] In a first aspect, the present application provides a flight control method, comprising:

[0006] determining a maximum airspeed vector of an aircraft;

[0007] determining a current wind speed vector of a current flight environment of the aircraft;

[0008] determining a current ground speed target direction of the aircraft when flying;

[0009] determining a maximum ground speed vector of the aircraft according to the maximum airspeed vector, the current wind speed vector and the current ground speed target direction, the direction of the maximum ground speed vector being the current ground speed target direction; and

[0010] controlling the flight of the aircraft based on the maximum ground speed vector, so that the magnitude of the flight ground speed of the aircraft is less than or equal to the magnitude of the maximum ground speed vector.

[0011] In a second aspect, the present application also provides a flight control method, comprising:

[0012] determining a maximum flight speed of the aircraft in a windless condition;

[0013] determining a current wind speed of a current flight environment of the aircraft;

[0014] determining a maximum ground speed of the aircraft according to the maximum flight speed in the windless condition and the current wind speed; and

[0015] controlling the flight of the aircraft based on the maximum ground speed, so that a magnitude of a ground speed of the aircraft is less than or equal to a magnitude of the maximum ground speed.

[0016] In a third aspect, the present application further provides a control device, comprising: at least one processor; and at least one memory including computer program code, wherein the at least one memory and the computer program code are configured to, with the at least one processor, cause the control device at least to perform the computer program and, when the computer program is executed, implement the flight control method described above.

[0017] In a fourth aspect, the present application further provides an aircraft, comprising:

[0018] a body;

[0019] a power system arranged in the body and configured to provide power for the aircraft; and

[0020] a control device arranged in the body and configured to implement the flight control method described above.

[0021] In a fifth aspect, the present application further provides a control terminal, comprising: at least one processor; and at least one memory including computer program code, wherein the at least one memory and the computer program code are configured to, with the at least one processor, cause the control terminal at least to perform the computer program and, when the computer program is executed, implement the flight control method described above.

[0022] In a sixth aspect, the present application further provides a system, comprising an aircraft and a control terminal, wherein the control terminal is configured to control the flight of the aircraft; the aircraft is the aircraft described above, or the control terminal is the control terminal described above.

[0023] In a seventh aspect, the present application further provides a storage medium, which is computer readable and stores a computer program, wherein the computer program is executed by a processor to cause the processor to implement the flight control method described above.

[0024] It should be understood that the foregoing general description and the following detailed description are only exemplary and explanatory, and are not limiting to the present application. BRIEF DESCRIPTION OF DRAWINGS

[0025] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the embodiments description will be briefly introduced. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can be obtained by those skilled in the art without any creative effort.

[0026] Fig. 1 is a structural schematic diagram of a system provided by an embodiment of the present application;

[0027] Fig. 2 is a schematic block diagram of an aircraft provided by an embodiment of the present application;

[0028] Fig. 3 is a schematic block diagram of a control terminal provided by an embodiment of the present application;

[0029] Fig. 4 is a schematic flow chart of steps of a flight control method provided by an embodiment of the present application;

[0030] Fig. 5 is a schematic diagram of a corresponding relationship between a flight attitude and a magnitude of an airspeed vector provided by an embodiment of the present application;

[0031] Fig. 6 is a schematic diagram of a corresponding relationship between a flight direction and a maximum airspeed vector provided by an embodiment of the present application;

[0032] Fig. 7 is a schematic flow chart of steps of determining a current wind speed vector of a current flight environment of an aircraft provided by an embodiment of the present application;

[0033] Fig. 8 is a schematic diagram of a relationship among a current airspeed vector, a current wind speed vector and a current ground speed vector provided by an embodiment of the present application;

[0034] Fig. 9 is a schematic diagram of determining a maximum ground speed vector based on a maximum airspeed vector, a current wind speed vector and a current ground speed target direction provided by an embodiment of the present application;

[0035] Fig. 10 is a schematic flow chart of steps of another flight control method provided by an embodiment of the present application;

[0036] Fig. 11 is a schematic diagram of a corresponding adjustment range of an adjustment stroke of a speed limiting adjustment member provided by an embodiment of the present application;

[0037] Fig. 12 is a schematic diagram of a mapping relationship with an adjustment stroke provided by an embodiment of the present application;

[0038] Fig. 13 is a schematic diagram of another mapping relationship with an adjustment stroke provided by an embodiment of the present application;

[0039] Fig. 14 is a schematic diagram of another mapping relationship with an adjustment stroke provided by an embodiment of the present application;

[0040] FIG. 15 is a flowchart illustrating steps of another flight control method according to an embodiment of the present application;

[0041] FIG. 16 is a flowchart illustrating steps of determining a maximum ground speed vector of an aircraft according to an embodiment of the present application;

[0042] FIG. 17 is a flowchart illustrating steps of correcting an initial value of the maximum ground speed vector based on a current power output of the aircraft according to an embodiment of the present application;

[0043] FIG. 18 is a flowchart illustrating steps of another flight control method according to an embodiment of the present application;

[0044] FIG. 19 is a schematic block diagram of a control device according to an embodiment of the present application. DETAILED DESCRIPTION

[0045] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of the present application.

[0046] The flowcharts shown in the drawings are only illustrative, and do not necessarily include all the contents and operations / steps, nor do they have to be executed in the order described. For example, some operations / steps can be further decomposed, combined or partially merged, so the actual execution order can be changed according to the actual situation.

[0047] It should be understood that the terms used in the present application are only for the purpose of describing specific embodiments and are not intended to limit the present application. As used in the present application and the appended claims, unless otherwise clearly indicated by the context, the singular forms "a", "an" and "the" are intended to include the plural forms as well.

[0048] It should also be understood that the term "and / or" used in the present application and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes these combinations.

[0049] Some embodiments of the present application will be described in detail below with reference to the accompanying drawings. The following embodiments and features in the embodiments can be combined with each other without conflict.

[0050] Embodiments of the present application provide a flight control method and device, an aircraft, a terminal, a system and a storage medium, which are used to prevent the aircraft from being blindly accelerated, avoid the aircraft from falling in danger, and improve the safety of the aircraft flight; and the aircraft can be accelerated to the size of the maximum ground speed vector according to actual needs, so that the power output of the aircraft can be fully utilized in the case of safe flight.

[0051] Please refer to FIG. 1, which is a structural schematic diagram of a system provided by an embodiment of the present application. As shown in FIG. 1, the system 1000 can include an aircraft 100 and a control terminal 200. The control terminal 200 establishes a communication connection with the aircraft 100, and controls the flight of the aircraft 100.

[0052] The aircraft 100 includes but is not limited to a rotor type aircraft, including a single-rotor aircraft, a double-rotor aircraft, a triple-rotor aircraft, a quad-rotor aircraft, a hexa-rotor aircraft, an octa-rotor aircraft, a decarotor aircraft, a dodeca-rotor aircraft, etc. Of course, the aircraft 100 can also be other types of aircraft, such as a fixed-wing aircraft, and the embodiments of the present application are not limited thereto.

[0053] The control terminal 200 includes but is not limited to a remote controller, a smartphone, a computer, a wearable device, etc., and the embodiments of the present application are not limited thereto. In addition, the control terminal 200 can also be integrated into the aircraft 100 to become a part of the aircraft 100.

[0054] In some embodiments, as shown in FIG. 2, the aircraft 100 includes a body 110, a power system 120, and a control device 130, wherein the power system 120 is arranged on the body 110 and is used to provide power for the aircraft 100, and the control device 130 is arranged on the body 110 and is used to execute the flight control method provided by the embodiments of the present application. For details, please refer to the description of the flight control method embodiments hereinafter. Thus, the aircraft 100 can achieve the beneficial effects achieved by the flight control method embodiments hereinafter.

[0055] In some embodiments, as shown in FIG. 3, the control terminal 200 includes at least one processor 210 and at least one memory 220 including computer program code, wherein the at least one memory 220 and the computer program code are configured to, with the at least one processor 210, cause the control terminal 200 to at least execute the computer program and, when executing the computer program, implement the flight control method provided by the embodiments of the present application. For details, please refer to the description of the flight control method embodiments hereinafter. Thus, the control terminal 200 can also achieve the beneficial effects achieved by the flight control method embodiments hereinafter.

[0056] It can be understood that the above naming of the components of the system 1000, the aircraft 100, and the control terminal 200 is only for the purpose of identification and does not limit the embodiments of the present application.

[0057] The flight control method provided by the embodiments of the present application will be described in detail below based on the system 1000, the aircraft 100, and the control terminal 200. It should be noted that the system 1000, the aircraft 100, and the control terminal 200 in FIGS. 1 to 3 are only used to explain the flight control method provided by the embodiments of the present application, but do not constitute a limitation on the application scenarios of the flight control method provided by the embodiments of the present application.

[0058] Please refer to FIG. 4, which is a schematic flowchart of a flight control method according to an embodiment of the present application. As shown in FIG. 4, the flight control method specifically includes steps S101 to S105.

[0059] S101, determining a maximum airspeed vector of the aircraft.

[0060] The maximum airspeed vector is generally the maximum flight speed vector of the aircraft in the case of no wind. It should be noted that, in the absence of other special definitions, the "flight speed" in this article generally refers to "ground speed". In addition, in the absence of other special definitions, "speed" also generally refers to "ground speed". Similarly, "ground speed" in this article also corresponds to the commonly referred to "speed".

[0061] It can be understood that the maximum flight speed vector of the aircraft in the case of no wind is generally irrelevant to the flight environment of the aircraft, and thus, in some embodiments, determining the maximum airspeed vector of the aircraft includes:

[0062] Pre-determining the maximum airspeed vector.

[0063] By pre-determining the maximum airspeed vector of the aircraft and saving the pre-determined maximum airspeed vector of the aircraft, in the process of controlling the flight of the aircraft, only a query operation needs to be performed to obtain the maximum airspeed vector of the aircraft, which is simple, fast, and efficient.

[0064] For example, the maximum airspeed vector includes the maximum airspeed vectors corresponding to different flight directions of the aircraft. The flight direction of the aircraft refers to the direction relative to the aircraft nose in the aircraft body coordinate system. The maximum airspeed vectors corresponding to different flight directions of the aircraft are pre-determined, and the maximum airspeed vectors corresponding to different flight directions are different. Specifically, the maximum airspeed vectors of different flight directions can be the same or different.

[0065] In some embodiments, pre-determining the maximum airspeed vector includes:

[0066] According to the preset different flight directions, the maximum airspeed vector of the aircraft is determined, so as to establish the corresponding relationship between the flight direction and the maximum airspeed vector.

[0067] Exemplarily, the wind tunnel experiment is performed on the aircraft, the wind tunnel wind speed is sequentially set as each different preset wind speed vector, under each preset wind speed vector, the aircraft is controlled to hover in the wind tunnel, at this time, the ground speed vector of the aircraft is zero, the airspeed vector of the aircraft is equal in size and opposite in direction to the preset wind speed vector, the flight attitude, flight direction and airspeed vector of the aircraft are recorded, wherein the flight attitude of the aircraft includes pitch angle and roll angle.

[0068] According to the test obtained flight attitude and corresponding airspeed vector of the aircraft, the corresponding relationship between the flight attitude and the airspeed vector of the aircraft is established. For example, first, the size of the wind tunnel wind speed vector is set to 2 m / s, the aircraft is controlled to stop in the wind tunnel, and the flight attitude and wind speed vector of the aircraft are recorded after hovering for a certain period of time (such as 10 seconds), then the yaw rotation angle of the aircraft is controlled to rotate 15°, the flight attitude and wind speed vector of the aircraft are recorded again after the aircraft is controlled to hover again, the rotation is repeated 24 times, and the aircraft rotates a circle. Then, the size of the wind tunnel wind speed vector is set to 4 m / s, 6 m / s, 8 m / s, 10 m / s……, and the above process is repeated until the aircraft cannot maintain hovering in the wind tunnel.

[0069] It should be noted that the aircraft rotates yaw because the direction of the wind speed vector set by the wind tunnel test is constant, and different directions of the wind speed vector are simulated by rotating yaw. When the aircraft is in the hovering state, the direction of the wind speed vector is opposite to the direction of the airspeed vector, and the size of the wind speed vector is the size of the airspeed vector.

[0070] By sorting the wind tunnel test data, the corresponding relationship between the flight attitude and the airspeed vector (including the maximum airspeed vector) can be obtained. For example, as shown in FIG. 5, wherein the x-axis represents the roll angle, the y-axis represents the pitch angle, the roll angle and the pitch angle are in °, and the z-axis represents the size of the airspeed vector, which is in m / s.

[0071] In addition, according to the flight direction of the aircraft obtained by the test and the corresponding airspeed vector (including the maximum airspeed vector), a corresponding relationship between the flight direction and the maximum airspeed vector is established. For example, as shown in FIG. 6, the maximum airspeed vector corresponding to each flight direction of the aircraft is fitted into a convex polygon according to the test results shown in FIG. 5, and the vector formed from the center point of the convex polygon to any boundary point of the convex polygon is the maximum airspeed vector corresponding to the flight direction. As shown in FIG. 6, the three vectors are the maximum airspeed vectors in different directions. It should be noted that the convex polygon in the example of FIG. 6 is the maximum airspeed vector fitted in each direction. In fact, other planar shapes or three-dimensional shapes can also be fitted according to actual needs.

[0072] S102, determining a current wind speed vector of a current flight environment of the aircraft.

[0073] The current wind speed vector of the current flight environment of the aircraft can be obtained by using a corresponding wind speed detection device such as a wind speed measuring instrument, or can also be obtained from a third-party platform such as a weather forecast platform.

[0074] In some embodiments, as shown in FIG. 7, in step S102 of determining the current wind speed vector of the current flight environment of the aircraft, the step can include sub-steps S1021 to S1023.

[0075] S1021, determining a current airspeed vector of the aircraft according to a current flight attitude of the aircraft.

[0076] For example, the current flight attitude of the aircraft can be detected by an IMU (Inertial Measurement Unit) provided in the aircraft itself.

[0077] In some embodiments, the current airspeed vector of the aircraft is determined according to the current flight attitude of the aircraft, including:

[0078] The current airspeed vector is determined according to the predetermined corresponding relationship between the flight attitude and the airspeed vector of the aircraft and the current flight attitude of the aircraft.

[0079] For example, after obtaining the current flight attitude of the aircraft, the current airspeed vector corresponding to the current flight attitude of the aircraft is determined according to the corresponding relationship between the flight attitude and the airspeed vector of the aircraft determined by the wind tunnel experiment. Since the current flight attitude of the aircraft can be accurately obtained, the current airspeed vector of the aircraft obtained from the current flight attitude is also accurate and reliable.

[0080] S1022, determining a current ground speed vector of the aircraft.

[0081] Exemplarily, the current ground speed vector of the aircraft can be determined by a GNSS (Global Navigation Satellite System).

[0082] In some embodiments, the current ground speed vector of the aircraft is determined, including:

[0083] The current ground speed vector is determined according to positioning data of a positioning system.

[0084] The positioning system includes but is not limited to a GNSS, and the positioning data of the positioning system is obtained, wherein the positioning data includes but is not limited to a position reached by the aircraft, a speed, an acceleration, and a time corresponding to the reached position. Based on the positioning data, a direction and a size of the current ground speed vector can be determined.

[0085] S1023, determining a current wind speed vector according to the current air speed vector and the current ground speed vector.

[0086] After obtaining the current air speed vector and the current ground speed vector of the aircraft, the current ground speed vector is subtracted from the current air speed vector, and the current wind speed vector can be obtained.

[0087] For example, as shown in FIG. 8, wherein a solid arrow represents the current air speed vector, a dashed arrow represents the current ground speed vector, and a dotted arrow represents the current wind speed vector. The resultant vector of the current air speed vector and the current wind speed vector is the current ground speed vector.

[0088] By determining the current wind speed vector from the current air speed vector and the current ground speed vector, the current wind speed vector can be obtained in real time without increasing additional cost.

[0089] S103, determining a current ground speed target direction of the aircraft in flight.

[0090] The current ground speed target direction is a direction in which the aircraft is expected to fly. It needs to be noted that the current ground speed target direction can be automatically determined, such as being automatically determined according to a flight route of a current flight task of the aircraft, or the current ground speed target direction can be set by user operation.

[0091] In some embodiments, the current ground speed target direction of the aircraft in flight is determined, including:

[0092] The input current ground speed target direction is received.

[0093] For example, the user can input a current ground speed target direction in which the user desires the aircraft to fly by manipulating a remote controller, and in this scenario, the current ground speed target direction input by the user is received. The user can also input the current ground speed target direction by a joystick provided on the aircraft. The user can set the current ground speed target direction according to actual conditions, and thus, the user's interactive experience is improved.

[0094] In some embodiments, the maximum ground speed vector of the aircraft is determined according to the maximum air speed vector, the current wind speed vector, and the current ground speed target direction.

[0095] The resultant vector of the maximum air speed vector and the current wind speed vector is determined, and the maximum ground speed vector is the resultant vector of the maximum air speed vector and the current wind speed vector.

[0096] In some embodiments, the maximum ground speed vector of the aircraft is determined according to the maximum air speed vector, the current wind speed vector, and the current ground speed target direction, including:

[0097] The resultant vector of each maximum air speed vector and the current wind speed vector is determined respectively, and the resultant vector in the direction of the current ground speed target direction is determined as the maximum ground speed vector in which the aircraft currently flies.

[0098] For example, still taking each maximum air speed vector represented by the convex polygon shown in FIG. 6 as an example, the resultant vector of each maximum air speed vector corresponding to the convex polygon and the current wind speed vector is determined respectively, and the resultant vector in the direction of the current ground speed target direction is determined as the maximum ground speed vector in which the aircraft currently flies. For example, as shown in FIG. 9, where the direction of the thick black solid line represents the current ground speed target direction, the dotted line arrow represents the current wind speed vector, and the thin solid line arrow represents one of the maximum air speed vectors, the direction of the resultant vector (i.e., the resultant vector represented by the red arrow line) of the maximum air speed vector and the current wind speed vector is consistent with the current ground speed target direction, and the resultant vector is determined as the maximum ground speed vector in which the aircraft currently flies, i.e., the direction of the dashed line arrow represents the maximum ground speed vector. It should be noted that in some embodiments, the maximum ground speed vector of the aircraft can also be determined according to the size of the maximum air speed vector, the size of the current wind speed vector, and then the size of the maximum ground speed vector based on the size of the maximum ground speed vector and the current ground speed target direction.

[0099] For example, the maximum ground speed vector is a horizontal maximum ground speed vector, and the maximum air speed vector is a horizontal maximum air speed vector. That is, the speed in the horizontal direction is considered in the present application. It should be noted that the embodiments of the present application are still applicable to the determination of the maximum ground speed in other directions, such as the vertical direction.

[0100] S105, control the flight of the aircraft based on the maximum ground speed vector, so that the magnitude of the flight ground speed of the aircraft is less than or equal to the magnitude of the maximum ground speed vector.

[0101] After determining the maximum ground speed vector of the aircraft, the flight of the aircraft is controlled based on the maximum ground speed vector, and during the flight of the aircraft, even if the user performs a blind speed-up operation on the aircraft, the magnitude of the flight ground speed of the aircraft is less than or equal to the magnitude of the maximum ground speed vector, and will not be greater than the magnitude of the maximum ground speed vector, thereby preventing the aircraft from being forcibly speeded up and avoiding the risk of the aircraft falling, thereby improving the safety of the flight of the aircraft.

[0102] For example, after determining the maximum ground speed vector of the aircraft, the aircraft can be accelerated to the magnitude of the maximum ground speed vector according to actual needs, so that the power output of the aircraft can be fully utilized in the case of safe flight.

[0103] In some embodiments, as shown in FIG. 10, the flight control method further includes steps S106 and S107.

[0104] S106, determine the flight limit ground speed of the current flight task, the flight limit ground speed being the maximum ground speed of the aircraft set for performing the current flight task.

[0105] In actual application, in order to ensure the safety of the flight of the aircraft, the maximum ground speed of the aircraft when performing the current flight task, i.e., the flight limit ground speed, is set. The flight limit ground speed can be set by the user or automatically set according to actual working conditions.

[0106] In some embodiments, determining the flight limit ground speed of the current flight task includes:

[0107] The flight limit ground speed is determined within the flight ground speed safety upper limit value, so that the magnitude of the flight limit ground speed is less than or equal to the magnitude of the flight ground speed safety upper limit value.

[0108] The flight ground speed safety upper limit value can be a pre-set value or a value measured in real time according to the maximum flight ground speed vector.

[0109] For example, the flight ground speed safety upper limit value can be pre-set, and the flight limit ground speed is within the flight ground speed safety upper limit value, i.e., the flight limit ground speed is less than or equal to the flight ground speed safety upper limit value.

[0110] For example, as shown in FIG. 11, the speed limit adjustment element (e.g., a circular icon as shown in FIG. 11) of the aircraft is displayed in the control setting interface, and the adjustment range of the speed limit adjustment element is less than the upper limit of the ground speed safety value 33 m / s. For example, the speed limit adjustment element as shown in FIG. 11 is moved within the adjustment range, which can be [0, 33 m / s], [1, 33 m / s], [2, 33 m / s], or the like. The size of the flight limit ground speed is determined by moving the position of the speed limit adjustment element (e.g., the circular icon as shown in FIG. 11).

[0111] In some embodiments, the upper limit of the ground speed safety value is greater than the size of the maximum airspeed vector.

[0112] It can be understood that the maximum flight ground speed of the aircraft in the tailwind condition is greater than the size of the maximum airspeed vector, and thus the upper limit of the ground speed safety value in the tailwind condition is greater than the size of the maximum airspeed vector. At this time, the upper limit of the ground speed safety value is the maximum flight ground speed of the aircraft in the tailwind condition. By setting the upper limit of the ground speed safety value to be greater than the size of the maximum airspeed vector, the flight capability of the aircraft can be released, so that the flight ground speed of the aircraft can be enlarged.

[0113] Of course, the maximum flight ground speed of the aircraft in the headwind condition can be less than the size of the maximum airspeed vector, but this does not affect the determination of the upper limit of the flight capability of the aircraft, because the upper limit of the ground speed safety value of the aircraft in the tailwind condition is greater than the size of the maximum airspeed vector.

[0114] In some embodiments, the upper limit of the ground speed safety value is determined based on the predetermined size of the maximum airspeed vector and the preset wind speed size, so that the upper limit of the ground speed safety value is less than or equal to the sum of the size of the maximum airspeed vector and the preset wind speed size. For example, as shown in FIG. 11, 33 m / s is the pre-set upper limit of the ground speed safety value of the aircraft. Among them, in the adjustment range [0, 33 m / s], 0-21 m / s is the ground speed that the aircraft can reach in the windless condition, and 21 m / s-33 m / s is the ground speed that the aircraft can reach in the maximum airspeed and tailwind condition.

[0115] For example, the preset wind speed size is the wind speed size of 4-12 level wind.

[0116] For example, the 6-level wind corresponds to a wind speed size of about 12 m / s, and the preset wind speed size can be set to 12 m / s.

[0117] Suppose the predetermined size of the maximum airspeed vector is 21 m / s, and the preset wind speed size is 12 m / s, then the upper limit of the ground speed safety value can be determined to be less than or equal to 33 m / s (21 m / s+12 m / s).

[0118] In some embodiments, the flight control method further comprises:

[0119] The flight ground speed safety upper limit value is determined in real time based on the maximum ground speed vector.

[0120] The flight ground speed safety upper limit value in the foregoing embodiments is predetermined and has no direct relationship with the maximum ground speed vector. In this embodiment, the flight ground speed safety upper limit value is determined in real time based on the maximum ground speed vector, that is, the flight ground speed safety upper limit value has a relationship with the maximum ground speed vector.

[0121] For example, based on the maximum ground speed vector, the size of the maximum ground speed vector can be determined in real time as the flight ground speed safety upper limit value. The maximum ground speed vector is different, and the flight ground speed safety upper limit value is also different, that is, the flight ground speed safety upper limit value is not fixed and unique, but is determined by the maximum ground speed vector. The flight ground speed safety upper limit value determined in this way is more accurate and reliable.

[0122] In some embodiments, the flight restriction ground speed is determined within the flight ground speed safety upper limit value, comprising:

[0123] The setting operation of the user on the flight restriction ground speed within the flight ground speed safety upper limit value is received.

[0124] For example, assuming that the flight ground speed safety upper limit value is 33 m / s, the user can manually set the flight restriction ground speed within the flight ground speed safety upper limit value, and the flight restriction ground speed is less than or equal to 33 m / s, for example, the flight restriction ground speed is set to 30 m / s.

[0125] The user can flexibly set the flight restriction ground speed according to the actual situation, for example, in order to make the aircraft fly more safely, the flight restriction ground speed can be set to be smaller, and if the flight environment is safe, the flight restriction ground speed can be set to be larger. The flight restriction ground speed is set by the user, which improves the user's interactive experience.

[0126] In some embodiments, the setting operation of the user on the flight restriction ground speed within the flight ground speed safety upper limit value is received, comprising:

[0127] The setting operation of the user on the flight restriction ground speed within the flight ground speed safety upper limit value is received before the current flight task.

[0128] Before the aircraft performs the current flight task, the user can manually set the flight limiting ground speed within the upper limit of the flight ground speed safety according to the situation of the current flight task. For example, if the current flight task is urgent, in order to more efficiently perform the current flight task, the user can set the flight limiting ground speed close to the upper limit of the flight ground speed safety. For another example, if the current flight task will pass through a region with many obstacles, in order to ensure flight safety, the user can set the flight limiting ground speed to be greatly different from the upper limit of the flight ground speed safety. The user can flexibly set the flight limiting ground speed according to the actual situation before the current flight task, which further improves the user's interactive experience.

[0129] It should be noted that in some embodiments, the flight limiting ground speed is set by the user before the aircraft flies, and the user does not know the maximum ground speed vector. Therefore, when the user needs to set the flight limiting ground speed in advance, the flight limiting ground speed at this time has no direct relationship with the maximum ground speed vector.

[0130] In other embodiments, determining the flight limiting ground speed of the current flight task further includes:

[0131] Determining the flight limiting ground speed in real time based on the maximum ground speed vector.

[0132] The flight limiting ground speed in the foregoing embodiments is set by the user before the aircraft flies, and the flight limiting ground speed has no direct relationship with the maximum ground speed vector. The difference between this embodiment and the foregoing embodiments is that the flight limiting ground speed is determined in real time based on the maximum ground speed vector, that is, the flight limiting ground speed has a relationship with the maximum ground speed vector.

[0133] For example, the flight limiting ground speed can be determined in real time to be less than or equal to the size of the maximum ground speed vector based on the maximum ground speed vector. The flight limiting ground speed has a relationship with the maximum ground speed vector, the maximum ground speed vector is different, and the determined flight limiting ground speed can be different. The flight limiting ground speed changes with the change of the flight environment. In this way, the flight limiting ground speed can be set according to the actually determined maximum ground speed vector, so that the determination of the flight limiting ground speed is more flexible.

[0134] S107, determining a mapping relationship between the flight limiting ground speed and the adjustment stroke of the flight ground speed adjustment member based on at least one of the flight limiting ground speed and the maximum ground speed vector. The flight ground speed adjustment member can be an adjustment lever, an adjustment slider, an adjustment wave wheel, or the like.

[0135] After the flight limiting ground speed and the maximum ground speed vector are determined, a mapping relationship between the flight limiting ground speed and / or the maximum ground speed vector and the adjustment stroke of the flight ground speed adjustment member is determined. It can be understood that the mapping relationship between the flight limiting ground speed and / or the maximum ground speed vector and the adjustment stroke of the flight ground speed adjustment member affects the operation of the user controlling the flight speed of the aircraft based on the flight ground speed adjustment member.

[0136] In some embodiments, the mapping relationship between the adjustment range and the flight restriction ground speed is determined based on the maximum ground speed vector.

[0137] That is, the mapping relationship between the adjustment range and the flight restriction ground speed is determined based on the maximum ground speed vector of the aircraft set for performing the current flight task.

[0138] In some embodiments, the mapping relationship between the adjustment range and the flight restriction ground speed is determined based on the maximum ground speed vector, comprising:

[0139] In response to the size of the maximum ground speed vector being smaller than the size of the flight restriction ground speed, the adjustment range of the flight ground speed adjustment member comprises a first adjustment range and a second adjustment range, the first adjustment range corresponds to a ground speed range [0, Vdmax], and the second adjustment range corresponds to a ground speed range (Vdmax, Vx], Vdmax is the size of the maximum ground speed vector, and Vx is the size of the flight restriction ground speed; in response to the flight ground speed adjustment member moving within the first adjustment range, the ground speed of the aircraft can be adjusted to the size of the maximum ground speed vector at most; in response to the flight ground speed adjustment member moving within the second adjustment range, the size of the ground speed of the aircraft does not change.

[0140] If the size of the maximum ground speed vector Vdmax is smaller than the size of the flight restriction ground speed Vx, that is, the smaller one of the two is the size of the maximum ground speed vector Vdmax, for this case, the adjustment range of the flight ground speed adjustment member is set to comprise a first adjustment range and a second adjustment range, for example, as shown in FIG. 12, the first adjustment range a corresponds to a ground speed range [0, Vdmax], and the second adjustment range b corresponds to a ground speed range (Vdmax, Vx]. When the user controls the flight ground speed adjustment member to move within the first adjustment range a, in response to the flight ground speed adjustment member moving within the first adjustment range, the ground speed of the aircraft can be adjusted to the size of the maximum ground speed vector Vdmax at most. When the user controls the flight ground speed adjustment member to move within the second adjustment range b, in response to the flight ground speed adjustment member moving within the second adjustment range b, the size of the ground speed of the aircraft is always the size of the maximum ground speed vector Vdmax and does not change, that is, the rod amount corresponding to the second adjustment range b is an empty rod amount, thereby preventing the user from controlling the flight ground speed adjustment member to make the size of the ground speed of the aircraft exceed the size of the maximum ground speed vector Vdmax, and ensuring the flight safety of the aircraft.

[0141] In some embodiments, the mapping relationship between the adjustment range and the flight restriction ground speed is determined based on the maximum ground speed vector, comprising:

[0142] In response to the size of the maximum ground speed vector being greater than or equal to the size of the flight restriction ground speed, when the flight ground speed adjustment member moves within the entire adjustment range, the ground speed of the aircraft can be adjusted to the size of the flight restriction ground speed at most.

[0143] If the size of the maximum ground speed vector Vdmax is greater than or equal to the flight limit ground speed Vx, that is, the smaller one of the two is the flight limit ground speed Vx, for this case, for example, as shown in FIG. 13, the adjustment stroke c corresponds to the ground speed range [0, Vx]. When the user manipulates the flight ground speed adjustment member to move within the adjustment stroke c, the ground speed of the aircraft can be adjusted to the flight limit ground speed Vx at most in response to the flight ground speed adjustment member moving within the adjustment stroke c. That is, the user can manipulate the flight ground speed adjustment member to adjust the ground speed of the aircraft within the range [0, Vx], thereby ensuring the flight safety of the aircraft.

[0144] In some embodiments, determining the mapping relationship with the adjustment stroke of the flight ground speed adjustment member of the aircraft based on at least one of the flight limit ground speed and the maximum ground speed vector comprises:

[0145] In response to the size of the maximum ground speed vector being less than the size of the flight limit ground speed, determining the mapping relationship with the adjustment stroke based on the size of the maximum ground speed vector;

[0146] In response to the size of the maximum ground speed vector being greater than or equal to the size of the flight limit ground speed, determining the mapping relationship with the adjustment stroke based on the flight limit ground speed.

[0147] If the size of the maximum ground speed vector Vdmax is less than the flight limit ground speed Vx, that is, the smaller one of the two is the size of the maximum ground speed vector Vdmax, for this case, for example, as shown in FIG. 14, the adjustment stroke d corresponds to the ground speed range [0, Vdmax]. When the user manipulates the flight ground speed adjustment member to move within the adjustment stroke d, the ground speed of the aircraft can be adjusted to the size of the maximum ground speed vector Vdmax at most in response to the flight ground speed adjustment member moving within the adjustment stroke d. That is, the user can manipulate the flight ground speed adjustment member to adjust the ground speed of the aircraft within the range [0, Vdmax], thereby ensuring the flight safety of the aircraft.

[0148] If the size of the maximum ground speed vector Vdmax is greater than or equal to the flight limit ground speed Vx, that is, the smaller one of the two is the flight limit ground speed Vx, for this case, as in the case shown in FIG. 13, details are not repeated here.

[0149] In some embodiments, the flight control method further comprises:

[0150] Determining a flight ground speed safety upper limit value of the aircraft, the flight ground speed safety upper limit value being greater than the size of the maximum airspeed vector.

[0151] For details, reference can be made to the related description of the flight ground speed safety upper limit value in the foregoing embodiments of determining the flight limit ground speed, which will not be repeated here.

[0152] In some embodiments, determining the flight ground speed safety upper limit value of the aircraft comprises:

[0153] The flight ground speed safety upper limit value is preset.

[0154] In some embodiments, the flight ground speed safety upper limit value is determined based on the maximum airspeed vector size and a preset wind speed size, such that the flight ground speed safety upper limit value is less than or equal to the sum of the maximum airspeed vector size and the preset wind speed size.

[0155] For example, the preset wind speed size is the wind speed size of 4-12 level wind.

[0156] For details, refer to the foregoing embodiments, which will not be repeated here.

[0157] In other embodiments, determining the flight ground speed safety upper limit value of the aircraft includes:

[0158] The flight ground speed safety upper limit value is determined in real time based on the maximum ground speed vector.

[0159] For details, refer to the foregoing embodiments of determining the flight ground speed safety upper limit value in real time based on the maximum ground speed vector, which will not be repeated here.

[0160] In some embodiments, as shown in FIG. 15, in step S104, the maximum ground speed vector of the aircraft is determined according to the maximum airspeed vector, the current wind speed vector, and the current ground speed target direction, including step S1041:

[0161] S1041, determining the maximum ground speed vector of the aircraft according to the maximum airspeed vector, the current wind speed vector, the current ground speed target direction, and the current power output of the aircraft.

[0162] Different from the foregoing embodiments of determining the maximum ground speed vector of the aircraft, in this embodiment, the maximum ground speed vector of the aircraft is determined by considering the current power output of the aircraft, in combination with the maximum airspeed vector, the current wind speed vector, and the current ground speed target direction.

[0163] For example, the power output of the aircraft can include the voltage duty cycle output by the motor controller or the current of the motor. The motor is responsible for providing power to drive the rotors of the aircraft to operate; and the motor controller (electronic speed controller) is responsible for controlling the rotation speed and direction of the motor.

[0164] After determining the maximum ground speed vector of the aircraft according to the maximum airspeed vector, the current wind speed vector, the current ground speed target direction, and the current power output of the aircraft, controlling the flight of the aircraft based on the maximum ground speed vector can realize the maximum output capability of the power system of the aircraft under the premise of ensuring the safe flight of the aircraft.

[0165] In some embodiments, as shown in FIG. 16, in step S1041, a maximum ground speed vector of the aircraft is determined according to the maximum airspeed vector, the current wind speed vector, the current ground speed target direction, and the current power output of the aircraft, including step S10411 and step S10412:

[0166] S10411, determining an initial maximum ground speed value of the aircraft according to the maximum airspeed vector, the current wind speed vector, and the current ground speed target direction.

[0167] For details, reference can be made to the foregoing description of determining the maximum ground speed vector of the aircraft according to the maximum airspeed vector, the current wind speed vector, and the current ground speed target direction, which will not be repeated here.

[0168] S10412, correcting the initial maximum ground speed value based on the current power output of the aircraft, to obtain the final maximum ground speed vector.

[0169] After obtaining the initial maximum ground speed value, the initial maximum ground speed value is corrected based on the current power output of the aircraft, to obtain the final maximum ground speed vector. It can be understood that the correction of the initial maximum ground speed value includes but is not limited to reducing the initial maximum ground speed value or increasing the initial maximum ground speed value.

[0170] In some embodiments, the correction of the initial maximum ground speed value based on the current power output of the aircraft includes:

[0171] The correction of the initial maximum ground speed value based on the current power output of the aircraft is to maintain the power output corresponding to the corrected maximum ground speed vector within a preset output range.

[0172] For example, the preset output range can be [70%·Pm, 99%·Pm], where Pm is the maximum power output, which is generally a predetermined value, and when the power output is a voltage duty cycle, Pm is 1. The preset upper limit value corresponding to the power output is the upper boundary value of the preset output range, which is 99% of the maximum power output in the embodiments of the present application. The preset lower limit value corresponding to the power output is the lower boundary value of the preset output range, which is 70% of the maximum power output in the embodiments of the present application.

[0173] Alternatively, the preset output range can be [90%·Pm, 98%·Pm]. The preset upper limit value and the preset lower limit value are 98%·Pm and 90%·Pm, respectively. It should be noted that the preset output range can be flexibly set according to actual conditions, which is not specifically limited in the present application.

[0174] After the final maximum ground speed vector is obtained by correcting the initial maximum ground speed value, the aircraft is controlled to fly based on the corrected maximum ground speed vector. Since the power output corresponding to the corrected maximum ground speed vector is maintained within the preset output range, that is, the power output of the aircraft will neither be lower than the preset lower limit value corresponding to the preset output range, so that the power output of the aircraft can be fully utilized, nor be higher than the preset upper limit value corresponding to the preset output range, so that the safety of the aircraft in flight is ensured.

[0175] In some embodiments, the initial maximum ground speed value is corrected based on the current power output of the aircraft, including:

[0176] In response to the current power output of at least one actuator of the aircraft exceeding the preset upper limit value, the initial maximum ground speed value is reduced to obtain the corrected maximum ground speed vector. It should be noted that "exceeding the preset upper limit value" means "greater than the preset upper limit value".

[0177] The actuator mainly includes a motor, an electronic speed controller, a frame, and a rotor, etc., and is a key component for the flight of the aircraft. The motor is an important component of the actuator, responsible for providing power to drive the rotor to operate; the electronic speed controller is a motor controller, responsible for controlling the rotation speed and direction of the motor; the frame is the main body of the actuator, which supports the motor, the electronic speed controller, and other components, and provides aerodynamic support; the rotor is part of the actuator and is the core part of providing lift.

[0178] For example, if the current power output of one or more actuators of the aircraft exceeds 99%·Pm, at this time, the initial maximum ground speed value is reduced to obtain the corrected maximum ground speed vector, so that the current power output of all actuators of the aircraft corresponding to the corrected maximum ground speed vector is less than or equal to 99%·Pm, thereby ensuring the safety of the aircraft in flight.

[0179] For example, the initial maximum ground speed value is multiplied by a first speed correction coefficient, wherein the first speed correction coefficient is less than 1, and the initial maximum ground speed value is reduced to obtain the corrected maximum ground speed vector.

[0180] In some embodiments, in response to the current power output of at least one actuator of the aircraft exceeding the preset upper limit value, the initial maximum ground speed value is continuously reduced until the power output is maintained within the preset output range, thereby obtaining the corrected maximum ground speed vector.

[0181] To obtain the corrected maximum ground speed vector more accurately, the maximum ground speed initial value is continuously reduced, i.e., the maximum ground speed initial value is slowly attenuated, and after each time the reduced maximum ground speed initial value is obtained, it is determined whether the corresponding power output is maintained within the preset output range. If not, i.e., the power output still exceeds the preset upper limit value, the maximum ground speed initial value is continuously reduced, until the power output is maintained within the preset output range, thereby obtaining the corrected maximum ground speed vector.

[0182] For example, the maximum ground speed initial value is multiplied by an initial first speed correction coefficient, where the initial first speed correction coefficient initial value is less than 1, it is determined whether the corresponding power output is maintained within the preset output range. If not, the first speed correction coefficient is reduced, the maximum ground speed initial value is multiplied by the reduced first speed correction coefficient, and it is again determined whether the corresponding power output is maintained within the preset output range. The above operations are repeated until it is determined that the corresponding power output is maintained within the preset output range, thereby obtaining the corrected maximum ground speed vector.

[0183] For example, assuming that the initial first speed correction coefficient is 0.95, the maximum ground speed initial value is 23 m / s, and the preset output range is [90%·Pm, 98%·Pm], first, the maximum ground speed initial value is reduced to 23 m / s*0.95=21.85 m / s. If the corresponding power output still exceeds the preset upper limit value 98%·Pm at this time, the first speed correction coefficient is reduced to 0.9, and the maximum ground speed initial value is reduced to 23 m / s*0.9=20.7 m / s. If the corresponding power output still exceeds the preset upper limit value 98%·Pm at this time, the first speed correction coefficient is reduced to 0.85, and the maximum ground speed initial value is continuously reduced to 23 m / s*0.85=19.55 m / s. If the corresponding power output still reaches the preset upper limit value 98%·Pm at this time, the first speed correction coefficient is reduced to 0.8, and the maximum ground speed initial value is continuously reduced to 23 m / s*0.8=18.4 m / s. If the corresponding power output does not exceed the preset upper limit value 98%·Pm at this time, the power output is maintained within the preset output range [90%·Pm, 98%·Pm], and the size of the corrected maximum ground speed vector is obtained as 17.25 m / s.

[0184] In some embodiments, the maximum ground speed initial value is corrected based on the current power output of the aircraft, including:

[0185] In response to the current ground speed of the aircraft reaching the maximum ground speed initial value and all the power outputs of the actuators of the aircraft being less than the preset lower limit value, the maximum ground speed initial value is increased to obtain a modified maximum ground speed vector.

[0186] In actual application, the power output of the actuators may not be saturated when the aircraft flies with wind or the load is installed forward: in the scenario of flying with wind, when the aircraft reaches the maximum flight speed, the power output of the actuators is not saturated because part of the speed is the wind speed; in the scenario of installing the load forward, the load installed forward causes the center of gravity to be forward, which generates a low head moment, and when the aircraft flies forward, the low head moment generated by the forward center of gravity and the lifting aerodynamic moment generated by the aerodynamic force offset each other, weaken the lifting aerodynamic moment, and thus reduce the power output of the actuators at the rear end of the aircraft, so that the power output of the actuators at the rear end of the aircraft is not saturated.

[0187] For the case that the current ground speed of the aircraft reaches the maximum ground speed initial value and all the power outputs of the actuators of the aircraft are less than the preset lower limit value, the power output of the aircraft is not fully utilized at this time, and in this case, the maximum ground speed initial value is increased to obtain a modified maximum ground speed vector, and the aircraft is controlled to fly based on the modified maximum ground speed vector, so that the power output of the aircraft can be fully utilized under the premise of safe flight.

[0188] For example, the maximum ground speed initial value is multiplied by a second speed correction coefficient, where the second speed correction coefficient is greater than 1, and the maximum ground speed initial value is increased to obtain a modified maximum ground speed vector.

[0189] In some embodiments, in response to the current ground speed of the aircraft reaching the maximum ground speed initial value and all the power outputs of the actuators of the aircraft being less than the preset lower limit value, the maximum ground speed initial value is continuously increased until the power output of at least one of the actuators is maintained within a preset output range, thereby obtaining a modified maximum ground speed vector.

[0190] In order to more accurately obtain the modified maximum ground speed vector, the maximum ground speed initial value is continuously increased, that is, the maximum ground speed initial value is slowly increased, and after obtaining the increased maximum ground speed initial value each time, it is determined whether the power output of at least one of the actuators is maintained within a preset output range, if not, that is, all the power outputs of the actuators are still less than the preset lower limit value, the maximum ground speed initial value is continuously increased until the power output of at least one of the actuators is maintained within a preset output range, thereby obtaining a modified maximum ground speed vector.

[0191] For example, the maximum ground speed initial value is multiplied by an initial second speed correction coefficient, wherein the initial second speed correction coefficient initial value is greater than 1, it is determined whether the power output of at least one of the actuators is maintained in the preset output range, if not, the second speed correction coefficient is increased, the maximum ground speed initial value is multiplied by the increased second speed correction coefficient, it is determined again whether the power output of at least one of the actuators is maintained in the preset output range, the above operation is repeated until it is determined that the power output of at least one of the actuators is maintained in the preset output range, thereby obtaining a corrected maximum ground speed vector.

[0192] For example, as shown in FIG. 17, assuming that the aircraft includes an actuator 1, an actuator 2, an actuator 3, and the like, based on the current power output of each actuator, if the current power output of at least one actuator exceeds the preset upper limit value, the speed correction coefficient is slowly attenuated, the maximum ground speed initial value is multiplied by the attenuated speed correction coefficient, and a final maximum ground speed vector is obtained. If the current ground speed of the aircraft reaches the maximum ground speed initial value, and the current power output of all actuators of the aircraft is less than the preset lower limit value, the speed correction coefficient is slowly increased, the maximum ground speed initial value is multiplied by the increased speed correction coefficient, and a final maximum ground speed vector is obtained.

[0193] In some embodiments, the flight control method further comprises:

[0194] The maximum ground speed vector information is sent to a prompt device for prompting.

[0195] The prompt device includes but is not limited to a remote controller, a smart phone, a wearable device, and the like. The user can obtain the maximum ground speed vector information in time through the prompt device, and can control the flight speed of the aircraft based on the obtained maximum ground speed vector information, thereby further improving the user experience.

[0196] In some embodiments, the prompt device includes a display interface, and the size and / or direction of the maximum ground speed vector are displayed on the display interface of the prompt device.

[0197] For example, the size and direction of the maximum ground speed vector are displayed on the display interface of the remote controller, and the user can obtain the size and direction of the maximum ground speed vector by viewing the display interface, thereby improving the user experience.

[0198] It should be noted that in addition to the prompt mode of displaying the maximum ground speed vector information on the display interface of the prompt device, other prompt modes such as voice output of the maximum ground speed vector information through the audio module of the prompt device can also be used, which is not specifically limited in the present application.

[0199] In some embodiments, the flight control method further comprises:

[0200] The expected flight duration is determined based on the maximum ground speed vector and the flight distance.

[0201] The expected flight duration of the aircraft can be estimated based on the maximum ground speed vector and the flight distance to be flown by the aircraft in the current flight mission. The flight distance can be a one-way distance or a round-trip distance.

[0202] The expected flight duration is sent to the prompting device for prompting. For example, the expected flight duration is displayed on the display interface of the prompting device. The user can know the duration of the flight of the aircraft by checking the display interface, and can further know the time of completing the current flight mission, the time of returning, and the like of the aircraft, thereby further improving the user experience.

[0203] Please refer to FIG. 18, which is a schematic flowchart of another flight control method provided by an embodiment of the present application. As shown in FIG. 18, the flight control method specifically includes steps S201 to S204.

[0204] S201, determining the maximum flight speed of the aircraft in a windless condition.

[0205] S202, determining the current wind speed of the current flight environment of the aircraft.

[0206] S203, determining the maximum ground speed of the aircraft according to the maximum flight speed in the windless condition and the current wind speed.

[0207] S204, controlling the flight of the aircraft based on the maximum ground speed, so that the magnitude of the flight ground speed of the aircraft is less than or equal to the magnitude of the maximum ground speed.

[0208] It should be noted that the maximum flight speed, the current wind speed, and the maximum ground speed can refer to a speed vector or only refer to a speed magnitude.

[0209] For example, the maximum flight speed is a horizontal maximum flight speed, the current wind speed is a horizontal wind speed, and the maximum ground speed is a horizontal maximum ground speed.

[0210] In some embodiments, the maximum flight speed, the current wind speed, and the maximum ground speed only refer to a speed magnitude. In this case, the maximum flight speed of the aircraft in the windless condition is the maximum airspeed magnitude, and the maximum flight ground speed can be determined based on the maximum airspeed of the aircraft and the current wind speed.

[0211] The current wind speed of the current flight environment of the aircraft can be detected by using a corresponding wind speed detection device such as a wind speed measuring instrument, or can be obtained from a third-party platform such as a weather forecast platform.

[0212] The maximum ground speed is also the maximum flight speed of the aircraft in the case of tailwind. For example, the maximum ground speed of the aircraft is less than or equal to the sum of the maximum flight speed in the case of no wind and the current wind speed. For example, the sum of the maximum flight speed in the case of no wind and the current wind speed is calculated, and the sum is determined as the maximum ground speed of the aircraft.

[0213] After the maximum ground speed of the aircraft is determined, the flight of the aircraft is controlled based on the maximum ground speed, so that the magnitude of the flight ground speed of the aircraft is less than or equal to the magnitude of the maximum ground speed, thereby preventing the flight speed of the aircraft from being too large, and improving the safety of the flight of the aircraft.

[0214] In other embodiments, the maximum flight speed, the current wind speed, and the maximum ground speed refer to a speed vector, in which case the maximum flight speed is also the maximum airspeed vector. For details of determining the maximum airspeed vector of the aircraft, reference can be made to the foregoing embodiments, and details are not repeated here.

[0215] For details of determining the current wind speed vector of the flight environment of the aircraft, reference can be made to the foregoing embodiments, and details are not repeated here.

[0216] After the maximum flight speed and the current wind speed are obtained, the resultant vector of the maximum flight speed and the current wind speed can be calculated, and the resultant vector is determined as the maximum ground speed of the aircraft.

[0217] In some embodiments, the current ground speed target direction of the aircraft is further determined, and the maximum ground speed of the aircraft is determined according to the maximum flight speed, the current wind speed, and the current ground speed target direction. For details of determining the maximum ground speed vector of the aircraft, reference can be made to the foregoing embodiments, and details are not repeated here.

[0218] After the maximum ground speed of the aircraft is determined, the flight of the aircraft is controlled based on the maximum ground speed, so that the magnitude of the flight ground speed of the aircraft is less than or equal to the magnitude of the maximum ground speed, thereby preventing the flight speed of the aircraft from being too large, and improving the safety of the flight of the aircraft.

[0219] For example, after the maximum ground speed of the aircraft is determined, the aircraft can be accelerated to the magnitude of the maximum ground speed according to actual needs, so that the power output of the aircraft can be fully utilized in the case of safe flight.

[0220] Please refer to FIG. 19, which is a schematic block diagram of a control device according to an embodiment of the present application.

[0221] As shown in FIG. 19, the control device 300 can include at least one processor 310 and at least one memory 320 including computer program code, the processor 310 and the memory 320 being connected by a bus, such as an I2C (Inter-integrated Circuit) bus.

[0222] Specifically, the processor 310 can be a micro-controller unit (MCU), a central processing unit (CPU), or a digital signal processor (DSP), etc.

[0223] Specifically, the memory 320 can be a Flash chip, a read-only memory (ROM) disk, an optical disk, a U disk, or a mobile hard disk, etc. The memory 320 stores various computer programs for execution by the processor 310.

[0224] The at least one memory 320 and the computer program code are configured to, with the at least one processor 310, cause the control device 300 at least to perform the following steps:

[0225] determining a maximum airspeed vector of the aircraft;

[0226] determining a current wind speed vector of a current flight environment of the aircraft;

[0227] determining a current ground speed target direction of the aircraft in flight;

[0228] determining a maximum ground speed vector of the aircraft according to the maximum airspeed vector, the current wind speed vector, and the current ground speed target direction, the maximum ground speed vector having a direction of the current ground speed target direction; and

[0229] controlling the aircraft to fly based on the maximum ground speed vector, so that a flight ground speed of the aircraft has a magnitude less than or equal to a magnitude of the maximum ground speed vector.

[0230] In some embodiments, the control device 300 is further configured to:

[0231] determining a flight limit ground speed of a current flight task, the flight limit ground speed being a maximum ground speed of the aircraft set for performing the current flight task; and

[0232] determining a mapping relationship with an adjustment stroke of a flight ground speed adjustment member of the aircraft based on at least one of the flight limit ground speed and the maximum ground speed vector.

[0233] In some embodiments, the control device 300 is configured to determine the mapping relationship between the flight limiting ground speed and the adjustment range based on the flight limiting ground speed.

[0234] In some embodiments, the control device 300 is configured to determine the mapping relationship between the flight limiting ground speed and the adjustment range based on the flight limiting ground speed.

[0235] In response to the size of the maximum ground speed vector being smaller than the size of the flight limiting ground speed, the adjustment range comprises a first range and a second range, the first range corresponds to a ground speed range [0, Vdmax], the second range corresponds to a ground speed range (Vdmax, Vx], the Vdmax is the size of the maximum ground speed vector, the Vx is the size of the flight limiting ground speed; in response to the flight ground speed adjustment element moving within the first range, the ground speed of the aircraft can be adjusted to the size of the maximum ground speed vector; in response to the flight ground speed adjustment element moving within the second range, the size of the ground speed of the aircraft does not change.

[0236] In some embodiments, the control device 300 is configured to determine the mapping relationship between the flight limiting ground speed and the adjustment range based on the flight limiting ground speed.

[0237] In response to the size of the maximum ground speed vector being greater than or equal to the size of the flight limiting ground speed, when the flight ground speed adjustment element moves within the entire range, the ground speed of the aircraft can be adjusted to the flight limiting ground speed.

[0238] In some embodiments, the control device 300 is configured to determine the mapping relationship between the flight limiting ground speed and the adjustment range based on at least one of the flight limiting ground speed and the maximum ground speed vector.

[0239] In response to the size of the maximum ground speed vector being smaller than the size of the flight limiting ground speed, the mapping relationship between the adjustment range is determined based on the size of the maximum ground speed vector.

[0240] In response to the size of the maximum ground speed vector being greater than or equal to the size of the flight limiting ground speed, the mapping relationship between the adjustment range is determined based on the size of the flight limiting ground speed.

[0241] In some embodiments, the control device 300 is configured to determine the flight limiting ground speed of the current flight task.

[0242] The flight limiting ground speed is determined within the flight ground speed safety upper limit value, so that the size of the flight limiting ground speed is smaller than or equal to the flight ground speed safety upper limit value.

[0243] In some embodiments, the flight ground speed safety upper limit value is greater than the magnitude of the maximum airspeed vector.

[0244] In some embodiments, the flight ground speed safety upper limit value is determined based on a predetermined magnitude of the maximum airspeed vector and a preset magnitude of wind speed, such that the flight ground speed safety upper limit value is less than or equal to a sum of the magnitude of the maximum airspeed vector and the preset magnitude of wind speed.

[0245] In some embodiments, the preset magnitude of wind speed is a magnitude of 4-12 level wind speed.

[0246] In some embodiments, the flight ground speed safety upper limit value is a maximum flight speed of the aircraft in tailwind condition.

[0247] In some embodiments, the control device 300, in implementing the determining the flight restriction ground speed within the flight ground speed safety upper limit value, is configured to implement:

[0248] receiving a user setting operation of the flight restriction ground speed within the flight ground speed safety upper limit value.

[0249] In some embodiments, the control device 300, in implementing the receiving a user setting operation of the flight restriction ground speed within the flight ground speed safety upper limit value, is configured to implement:

[0250] receiving a user setting operation of the flight restriction ground speed within the flight ground speed safety upper limit value before a current flight mission.

[0251] In some embodiments, the control device 300 is further configured to implement:

[0252] determining a flight ground speed safety upper limit value in real time based on the maximum ground speed vector.

[0253] In some embodiments, the control device 300, in implementing the determining the flight restriction ground speed of the current flight mission, is configured to implement:

[0254] determining the flight restriction ground speed in real time based on the maximum ground speed vector.

[0255] In some embodiments, the control device 300 is further configured to implement:

[0256] determining a flight ground speed safety upper limit value of the aircraft, the flight ground speed safety upper limit value being greater than the magnitude of the maximum airspeed vector.

[0257] In some embodiments, the control device 300, in implementing the determining the flight ground speed safety upper limit value of the aircraft, is configured to implement:

[0258] The flight ground speed safety upper limit value is preset.

[0259] In some embodiments, the flight ground speed safety upper limit value is determined based on a predetermined maximum airspeed vector and a preset wind speed, such that the flight ground speed safety upper limit value is less than or equal to a sum of the maximum airspeed vector and the preset wind speed.

[0260] In some embodiments, the preset wind speed is a wind speed of 4-12 levels.

[0261] In some embodiments, the control device 300, when determining the flight ground speed safety upper limit value of the aircraft, is configured to:

[0262] The flight ground speed safety upper limit value is determined in real time based on the maximum ground speed vector.

[0263] In some embodiments, the control device 300, when determining the maximum airspeed vector of the aircraft, is configured to:

[0264] The maximum airspeed vector is predetermined.

[0265] In some embodiments, the maximum airspeed vector includes a maximum airspeed vector corresponding to different flight directions of the aircraft.

[0266] In some embodiments, the control device 300, when determining the maximum ground speed vector of the aircraft based on the maximum airspeed vector, the current wind speed vector, and the current ground speed target direction, is configured to:

[0267] The resultant vector of each maximum airspeed vector and the current wind speed vector is determined respectively, and the resultant vector with the direction of the current ground speed target direction is determined as the maximum ground speed vector of the current flight of the aircraft.

[0268] In some embodiments, the control device 300, when determining the maximum airspeed vector of the aircraft, is configured to:

[0269] The maximum airspeed vector of the aircraft is determined according to a preset different flight direction, thereby establishing a correspondence between the flight direction and the maximum airspeed vector.

[0270] In some embodiments, the control device 300, when determining the current wind speed vector of the current flight environment of the aircraft, is configured to:

[0271] The current airspeed vector of the aircraft is determined according to the current flight attitude of the aircraft;

[0272] The current ground speed vector of the aircraft is determined; and

[0273] determining the current wind speed vector according to the current air speed vector and the current ground speed vector.

[0274] In some embodiments, the control device 300, in determining the current air speed vector according to the current flight attitude of the aircraft, is configured to:

[0275] determining the current air speed vector according to a predetermined correspondence between flight attitude and air speed vector and the current flight attitude of the aircraft.

[0276] In some embodiments, the control device 300, in determining the current ground speed vector of the aircraft, is configured to:

[0277] determining the current ground speed vector according to positioning data of a positioning system.

[0278] In some embodiments, the control device 300, in determining the current ground speed target direction of the aircraft, is configured to:

[0279] receiving an input current ground speed target direction.

[0280] In some embodiments, the control device 300, in determining the maximum ground speed vector of the aircraft according to the maximum air speed vector, the current wind speed vector, and the current ground speed target direction, is configured to:

[0281] determining the maximum ground speed vector of the aircraft according to the maximum air speed vector, the current wind speed vector, the current ground speed target direction, and a current power output of the aircraft.

[0282] In some embodiments, the control device 300, in determining the maximum ground speed vector of the aircraft according to the maximum air speed vector, the current wind speed vector, the current ground speed target direction, and a current power output of the aircraft, is configured to:

[0283] determining a maximum ground speed initial value of the aircraft according to the maximum air speed vector, the current wind speed vector, and the current ground speed target direction; and

[0284] correcting the maximum ground speed initial value based on the current power output of the aircraft, thereby obtaining the final maximum ground speed vector.

[0285] In some embodiments, the control device 300, in correcting the maximum ground speed initial value based on the current power output of the aircraft, is configured to:

[0286] correct the maximum ground speed initial value based on the current power output of the aircraft, so that the power output corresponding to the corrected maximum ground speed vector is maintained within a preset output range.

[0287] In some embodiments, the preset output range is [70%·Pm, 99%·Pm], where Pm is the maximum power output.

[0288] In some embodiments, the preset output range is [90%·Pm, 98%·Pm].

[0289] In some embodiments, the control device 300, when implementing the correction of the maximum ground speed initial value based on the current power output of the aircraft, is configured to implement:

[0290] In response to the current power output of at least one actuator of the aircraft reaching a preset upper limit value, the maximum ground speed initial value is decreased to obtain the corrected maximum ground speed vector.

[0291] In some embodiments, in response to the current power output of at least one actuator of the aircraft exceeding a preset upper limit value, the maximum ground speed initial value is decreased until the power output is maintained within a preset output range, thereby obtaining the corrected maximum ground speed vector, and the preset upper limit value is an upper boundary value of the preset output range.

[0292] In some embodiments, the control device 300, when implementing the correction of the maximum ground speed initial value based on the current power output of the aircraft, is configured to implement:

[0293] In response to the current ground speed of the aircraft reaching the maximum ground speed initial value and the current power output of all actuators of the aircraft being less than a preset lower limit value, the maximum ground speed initial value is increased to obtain the corrected maximum ground speed vector.

[0294] In some embodiments, in response to the current ground speed of the aircraft reaching the maximum ground speed initial value and the current power output of all actuators of the aircraft being less than the preset lower limit value, the maximum ground speed initial value is increased until the power output of at least one of the actuators is maintained within a preset output range, thereby obtaining the corrected maximum ground speed vector, and the preset lower limit value is a lower boundary value of the preset output range.

[0295] In some embodiments, the power output of the aircraft includes a voltage duty cycle of a motor controller output or a current of a motor.

[0296] In some embodiments, the maximum ground speed vector is a horizontal maximum ground speed vector, and the maximum air speed vector is a horizontal maximum air speed vector.

[0297] In some embodiments, the control device 300 is further configured to implement:

[0298] sending the maximum ground speed vector information to a prompting device for prompting.

[0299] In some embodiments, the prompting device comprises a display interface, and the control device 300, when implementing the sending of the maximum ground speed vector information to the prompting device for prompting, is configured to implement:

[0300] displaying the size and / or direction of the maximum ground speed vector on the display interface.

[0301] In some embodiments, the control device 300 is further configured to implement:

[0302] determining an estimated flight duration based on the maximum ground speed vector and a flight distance.

[0303] In some embodiments, the control device 300, when executing the computer program, implements the following steps:

[0304] determining a maximum flight speed of the aircraft in a windless condition;

[0305] determining a current wind speed of a current flight environment of the aircraft;

[0306] determining a maximum ground speed of the aircraft according to the maximum flight speed in the windless condition and the current wind speed; and

[0307] controlling the aircraft to fly based on the maximum ground speed, so that a size of a flight ground speed of the aircraft is less than or equal to a size of the maximum ground speed.

[0308] In some embodiments, the control device 300, when executing the computer program, implements the following steps:

[0309] The computer readable storage medium can be an internal storage unit of the control terminal or the aircraft or the control device, such as a hard disk or a memory of the control terminal or the aircraft or the control device. The computer readable storage medium can also be an external storage device of the control terminal or the aircraft or the control device, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc.

[0310] The above merely provides the specific implementation of the present application, but the protection scope of the present application is not limited to this. Any person skilled in the art can easily think of various equivalent modifications or replacements within the technical range disclosed by the present application, and these modifications or replacements shall be covered in the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A flight control method characterized by, The method comprises: determining a maximum airspeed vector of the aircraft; determining a current wind speed vector of a current flight environment of the aircraft; determining a current groundspeed target direction of the aircraft when the aircraft is flying; determining a maximum groundspeed vector of the aircraft according to the maximum airspeed vector, the current wind speed vector and the current groundspeed target direction, the maximum groundspeed vector having a direction of the current groundspeed target direction; and controlling the aircraft to fly based on the maximum groundspeed vector, so that a magnitude of a flight groundspeed of the aircraft is less than or equal to a magnitude of the maximum groundspeed vector. The method further comprises:

2. The method of claim 1, wherein, determining a flight limit groundspeed of a current flight task, the flight limit groundspeed being a maximum groundspeed of the aircraft set for performing the current flight task; and determining a mapping relationship between an adjustment stroke of a flight groundspeed adjustment member of the aircraft and at least one of the flight limit groundspeed and the maximum groundspeed vector. The mapping relationship between the adjustment stroke and the flight limit groundspeed is determined.

3. The method of claim 2, wherein, The determining the mapping relationship between the adjustment stroke and the flight limit groundspeed comprises:

4. The method of claim 3, wherein, in response to the magnitude of the maximum groundspeed vector being less than the magnitude of the flight limit groundspeed, the adjustment stroke comprises a first stroke and a second stroke, the first stroke corresponding to a groundspeed range [0, Vdmax], the second stroke corresponding to a groundspeed range (Vdmax, Vx], the Vdmax being the magnitude of the maximum groundspeed vector, the Vx being the magnitude of the flight limit groundspeed; in response to the flight groundspeed adjustment member moving within the first stroke, the groundspeed of the aircraft can be adjusted to the magnitude of the maximum groundspeed vector at most; in response to the flight groundspeed adjustment member moving within the second stroke, the magnitude of the groundspeed of the aircraft does not change. The determining the mapping relationship between the adjustment stroke and the flight limit groundspeed comprises:

5. The method of claim 3, wherein, in response to the magnitude of the maximum groundspeed vector being greater than or equal to the magnitude of the flight limit groundspeed, when the flight groundspeed adjustment member moves within an entire stroke range, the groundspeed of the aircraft can be adjusted to the magnitude of the flight limit groundspeed at most. The determining the mapping relationship between the adjustment stroke of the flight groundspeed adjustment member of the aircraft and at least one of the flight limit groundspeed and the maximum groundspeed vector comprises:

6. The method of claim 2, wherein, in response to the magnitude of the maximum groundspeed vector being less than the magnitude of the flight limit groundspeed, determining the mapping relationship between the adjustment stroke and the magnitude of the maximum groundspeed vector; in response to the magnitude of the maximum groundspeed vector being greater than or equal to the magnitude of the flight limit groundspeed, determining the mapping relationship between the adjustment stroke and the magnitude of the flight limit groundspeed. The determining the flight limit groundspeed of the current flight task comprises:

7. The method of claim 2, wherein, determining the flight limit groundspeed within a flight groundspeed safety upper limit value, so that the magnitude of the flight limit groundspeed is less than or equal to the flight groundspeed safety upper limit value. The flight groundspeed safety upper limit value is greater than the magnitude of the maximum airspeed vector.

8. The method of claim 7, wherein, ​ 9. The method of claim 8, wherein, The flight ground speed safety upper limit value is determined based on the predetermined maximum airspeed vector and a preset wind speed, so that the flight ground speed safety upper limit value is less than or equal to the sum of the maximum airspeed vector and the preset wind speed.

10. The method of claim 9, wherein, The preset wind speed is a wind speed of 4-12 levels.

11. The method of claim 8, wherein, The flight ground speed safety upper limit value is the maximum flight ground speed of the aircraft in the tailwind condition.

12. The method of claim 7, wherein, The flight restriction ground speed within the flight ground speed safety upper limit value is determined by: Receiving a user's setting operation on the flight restriction ground speed within the flight ground speed safety upper limit value.

13. The method of claim 12, wherein, The receiving of the user's setting operation on the flight restriction ground speed within the flight ground speed safety upper limit value includes: Receiving a user's setting operation on the flight restriction ground speed within the flight ground speed safety upper limit value before performing the current flight task.

14. The method of claim 7, wherein, The method further includes: Real-time determination of the flight ground speed safety upper limit value based on the maximum ground speed vector.

15. The method of claim 2, wherein, The determination of the flight restriction ground speed of the current flight task further includes: Real-time determination of the flight restriction ground speed based on the maximum ground speed vector.

16. The method of claim 1, wherein, The method further includes: Determining the flight ground speed safety upper limit value of the aircraft, which is greater than the size of the maximum airspeed vector.

17. The method of claim 16, wherein, The determination of the flight ground speed safety upper limit value of the aircraft includes: Pre-setting the flight ground speed safety upper limit value.

18. The method of claim 17, wherein, The flight ground speed safety upper limit value is determined based on the predetermined maximum airspeed vector and a preset wind speed, so that the flight ground speed safety upper limit value is less than or equal to the sum of the maximum airspeed vector and the preset wind speed.

19. The method of claim 18, wherein, The preset wind speed is a wind speed of 4-12 levels.

20. The method of claim 16, wherein, The determination of the flight ground speed safety upper limit value of the aircraft includes: Real-time determination of the flight ground speed safety upper limit value based on the maximum ground speed vector.

21. The method of claim 1, wherein, The determination of the maximum airspeed vector of the aircraft includes: Pre-determining the maximum airspeed vector.

22. The method of claim 21, wherein, The maximum airspeed vector includes the maximum airspeed vector corresponding to different flight directions of the aircraft.

23. The method of claim 22, wherein, The determination of the maximum ground speed vector of the aircraft according to the maximum airspeed vector, the current wind speed vector and the current ground speed target direction includes: Determine the resultant vector of each maximum airspeed vector and the current wind speed vector respectively, and determine the resultant vector with the direction of the current ground speed target direction as the maximum ground speed vector of the current flight of the aircraft.

24. The method of claim 22, wherein, The pre-determination of the maximum airspeed vector includes: Determine the maximum airspeed vector of the aircraft according to the preset different flight directions, so as to establish the correspondence between the flight direction and the maximum airspeed vector.

25. The method of claim 1, wherein, The determination of the current wind speed vector of the current flight environment of the aircraft includes: Determine the current airspeed vector of the aircraft according to the current flight attitude of the aircraft; Determine the current ground speed vector of the aircraft; and Determine the current wind speed vector according to the current airspeed vector and the current ground speed vector.

26. The method of claim 25, wherein, The determination of the current airspeed vector of the aircraft according to the current flight attitude of the aircraft includes: The current airspeed vector is determined according to a predetermined correspondence between flight attitudes and airspeed vectors and a current flight attitude of the aircraft.

27. The method of claim 25, wherein, The current ground speed vector of the aircraft is determined, including: The current ground speed vector is determined according to positioning data of a positioning system.

28. The method of claim 1, wherein, The current ground speed target direction when the aircraft is flying is determined, including: An input current ground speed target direction is received.

29. The method of claim 1, wherein, The maximum ground speed vector of the aircraft is determined according to the maximum airspeed vector, the current wind speed vector, the current ground speed target direction, and a current power output of the aircraft. The maximum ground speed vector of the aircraft is determined according to the maximum airspeed vector, the current wind speed vector, the current ground speed target direction, and a current power output of the aircraft.

30. The method of claim 29, wherein, The maximum ground speed vector of the aircraft is determined according to the maximum airspeed vector, the current wind speed vector, and the current ground speed target direction, and including: An initial value of the maximum ground speed vector is determined according to the maximum airspeed vector, the current wind speed vector, and the current ground speed target direction; and The initial value of the maximum ground speed vector is corrected based on the current power output of the aircraft, so as to obtain a final maximum ground speed vector.

31. The method of claim 30, wherein, The initial value of the maximum ground speed vector is corrected based on the current power output of the aircraft, so as to obtain a final maximum ground speed vector. The initial value of the maximum ground speed vector is corrected based on the current power output of the aircraft, so as to obtain a final maximum ground speed vector.

32. The method of claim 31, wherein, The preset output range is [70%·Pm, 99%·Pm], where Pm is a maximum power output.

33. The method of claim 32, wherein, The preset output range is [90%·Pm, 98%·Pm].

34. The method of claim 30, wherein, The initial value of the maximum ground speed vector is corrected based on the current power output of the aircraft, so as to obtain a final maximum ground speed vector. In response to the current power output of at least one actuator of the aircraft exceeding a preset upper limit value, the initial value of the maximum ground speed vector is reduced to obtain a corrected maximum ground speed vector.

35. The method of claim 34, wherein, In response to the current power output of at least one actuator of the aircraft exceeding a preset upper limit value, the initial value of the maximum ground speed vector is reduced until the power output is maintained within a preset output range, so as to obtain a corrected maximum ground speed vector, where the preset upper limit value is an upper boundary value of the preset output range.

36. The method of claim 30, wherein, The initial value of the maximum ground speed vector is corrected based on the current power output of the aircraft, so as to obtain a final maximum ground speed vector. In response to the current ground speed of the aircraft reaching the initial value of the maximum ground speed vector and the current power output of all actuators of the aircraft being less than a preset lower limit value, the initial value of the maximum ground speed vector is increased to obtain a corrected maximum ground speed vector.

37. The method of claim 36, wherein, In response to the current ground speed of the aircraft reaching the initial maximum ground speed value and all actuators of the aircraft having a current power output less than the preset lower limit value, the initial maximum ground speed value is increased until the power output of at least one of the actuators is maintained within a preset output range, thereby obtaining a modified maximum ground speed vector preset upper limit value.

38. The method of claim 29, wherein, The power output of the aircraft includes a voltage duty cycle of a motor controller output or a current of a motor.

39. The method of claim 1, wherein, The maximum ground speed vector is a horizontal maximum ground speed vector, and the maximum airspeed vector is a horizontal maximum airspeed vector.

40. The method of claim 1, wherein, The method further comprises: sending the maximum ground speed vector information to a prompting device for prompting.

41. The method of claim 40, wherein, The prompting device comprises a display interface, and the prompting step comprises: displaying the size and / or direction of the maximum ground speed vector on the display interface.

42. The method of claim 1, wherein, The method further comprises: determining an estimated flight duration based on the maximum ground speed vector and a flight distance.

43. A flight control method, characterized by, comprises: determining a maximum flight speed of the aircraft in a windless condition; determining a current wind speed of a current flight environment of the aircraft; determining a maximum ground speed of the aircraft according to the maximum flight speed in the windless condition and the current wind speed; and controlling the aircraft to fly based on the maximum ground speed, so that a flight ground speed of the aircraft is less than or equal to the maximum ground speed. comprises:

44. A control device characterized by comprising: at least one processor; and at least one memory including computer program code, wherein the at least one memory and the computer program code are configured to, with the at least one processor, cause the control device to at least execute the computer program and, when executing the computer program, implement the flight control method according to any one of claims 1 to 43. comprises:

45. An aircraft characterized by: a body; a power system provided in the body and configured to provide power for the aircraft; and a control device provided in the body and configured to implement the flight control method according to any one of claims 1 to 43. comprises: at least one processor; and at least one memory including computer program code, wherein the at least one memory and the computer program code are configured to, with the at least one processor, cause the control terminal to at least execute the computer program and, when executing the computer program, implement the flight control method according to any one of claims 1 to 43.

46. A control terminal, comprising: The aircraft comprises the aircraft according to claim 45, or the control terminal comprises the control terminal according to claim 46. The storage medium stores a computer program, and the computer program is executed by the processor to cause the processor to implement the flight control method according to any one of claims 1 to 43. ​ 47. A system, comprising: ​ 48. A storage medium for computer-readable use, characterized in that ​

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