Aircraft control method and system, and aircraft, control terminal and storage medium

Abstract

An aircraft control method, comprising: in response to a control mode switching instruction, controlling an aircraft to switch to a first control mode or a second control mode (S101); in the first control mode, in response to state parameters of the aircraft meeting a first preset condition, controlling the aircraft to execute a target operation according to the first control mode (S102); and in the second control mode, when the state parameters of the aircraft do not meet the first preset condition, controlling the aircraft to execute the target operation according to the second control mode (S103).

Description

Control method and system of aircraft, aircraft, control terminal and storage medium TECHNICAL FIELD

[0001] The present application relates to the technical field of aircraft, and particularly relates to a control method and system of aircraft, an aircraft, a control terminal and a storage medium. BACKGROUND

[0002] With the rapid development of aircraft technology, the application scenarios of aircraft are more and more extensive. In some application scenarios, the aircraft needs to land on a mobile carrier or take off from the mobile carrier, for example, island inspection, offshore wind turbine inspection, offshore drilling platform inspection, river traffic management, river patrol of environmental protection departments and the like sometimes need to take off and land on a ship. Due to the particularity of the scene, the aircraft may fail to take off or land as expected, affecting the normal use of the aircraft. SUMMARY

[0003] Therefore, the embodiments of the present application provide a control method and system of aircraft, an aircraft, a control terminal and a storage medium.

[0004] In a first aspect, the embodiments of the present application provide a control method of an aircraft, characterized in that the method comprises: in response to a control mode switching instruction, controlling the aircraft to switch to a first control mode or a second control mode; in the first control mode, in response to a state parameter of the aircraft meeting a first preset condition, controlling the aircraft to perform a target operation according to the first control mode; and in the second control mode and in a case where the state parameter of the aircraft does not meet the first preset condition, controlling the aircraft to perform the target operation according to the second control mode; wherein the first control mode is different from the second control mode, and the target operation comprises the aircraft landing on a mobile carrier from the air or the aircraft taking off from the mobile carrier.

[0005] The control method, by responding to the control mode switching instruction, controls the aircraft to switch to the first control mode or the second control mode, on the one hand, the second control mode relaxes the take-off or landing judgment condition compared with the first control mode, reduces the probability of unsuccessful take-off or landing, and thus improves the reliability of take-off or landing of the aircraft; on the other hand, the two control modes can be switched and selected, and can be suitable for different take-off or landing requirements of the aircraft.

[0006] Secondly, embodiments of this application also provide a control method for an aircraft, characterized in that it includes: controlling the aircraft to switch to a first control mode or a second control mode in response to a control mode switching command; controlling the aircraft to perform a target operation according to the first control mode in the first control mode; and controlling the aircraft to perform the target operation according to the second control mode in the second control mode; wherein the first control mode is different from the second control mode, a first duration is greater than a second duration, the first duration represents the time required for the aircraft to change from an initial state to a preset state when performing the target operation in the first control mode, the second duration represents the time required for the aircraft to change from the same initial state to the same preset state when performing the target operation in the second control mode, one of the initial state and the preset state corresponds to a state in which the vertical speed of the aircraft is a preset speed, the other of the initial state and the preset state corresponds to a state in which the vertical speed of the aircraft is zero, the preset speed is greater than zero, and the target operation includes the aircraft landing from the air onto a mobile vehicle or the aircraft taking off from the mobile vehicle.

[0007] This control method, in response to a control mode switching command, controls the aircraft to switch to either a first control mode or a second control mode. On the one hand, compared to the first control mode, the second control mode enables the aircraft to take off or land quickly on a moving vehicle, reducing the probability of collision with the moving vehicle and thus improving the safety of takeoff or landing. On the other hand, the two control modes can be switched to suit different takeoff or landing requirements of the aircraft.

[0008] Thirdly, embodiments of this application also provide a control system, including: a memory and a processor, wherein the memory is used to store a computer program; and the processor is used to execute the computer program and, when executing the computer program, implement the control method described in any one of the embodiments of this application.

[0009] Fourthly, this application also provides an aircraft, including: an airframe; a power unit disposed on the airframe for providing flight power to the aircraft; and a control device disposed on the airframe for implementing the control method described in any one of the embodiments of this application.

[0010] Fifthly, embodiments of this application also provide a control terminal for an aircraft, characterized in that it includes: a body; and a control device disposed on the body for implementing the control method described in any one of the embodiments of this application.

[0011] Sixthly, embodiments of this application also provide a system, characterized in that it includes: the aircraft described in embodiments of this application and a control terminal for the aircraft described in embodiments of this application.

[0012] In a seventh aspect, embodiments of this application also provide a computer-readable storage medium storing a computer program that, when executed by a processor, causes the processor to implement the control method described above.

[0013] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0014] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0015] Figure 1 is a schematic diagram of a scenario for implementing the aircraft control method provided in the embodiments of this application;

[0016] Figure 2 is a schematic flowchart of the steps of a control method for an aircraft provided in an embodiment of this application;

[0017] Figure 3 is a schematic diagram of a scenario where an aircraft lands from the air onto a mobile vehicle, according to an embodiment of this application.

[0018] Figure 4 is a schematic diagram of a scenario where an aircraft takes off from a mobile vehicle, as provided in an embodiment of this application.

[0019] Figure 5 is a schematic diagram of the first assisted takeoff phase of the aircraft taking off from the mobile vehicle according to the embodiment of this application;

[0020] Figure 6 is a schematic diagram of the second assisted takeoff phase of the aircraft taking off from the mobile vehicle according to an embodiment of this application;

[0021] Figure 7 is a schematic flowchart of another aircraft control method provided in an embodiment of this application;

[0022] Figure 8 is a schematic block diagram of a control system provided in an embodiment of this application;

[0023] Figure 9 is a schematic block diagram of an aircraft provided in an embodiment of this application;

[0024] Figure 10 is a schematic block diagram of a control terminal for an aircraft provided in an embodiment of this application;

[0025] Figure 11 is a schematic block diagram of an aircraft control system provided in an embodiment of this application. Detailed Implementation

[0026] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0027] The flowchart shown in the attached diagram is for illustrative purposes only and does not necessarily include all content and operations / steps, nor does it necessarily have to be performed in the order described. For example, some operations / steps can be broken down, combined, or partially merged, so the actual execution order may change depending on the actual situation.

[0028] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0029] Please refer to Figure 1, which is a schematic diagram of a scenario for implementing the aircraft control method provided in the embodiments of this application. As shown in Figure 1, the scenario includes a mobile vehicle 100, an aircraft 200, and an aircraft control terminal 300.

[0030] The aircraft 200 can land from the air onto the mobile vehicle 100, or take off from the mobile vehicle 100. The aircraft 200 can communicate with its control terminal 300, which can be used to control the aircraft 200. For example, control commands generated based on user actions on the control terminal 300 can control the aircraft 200 to perform corresponding operations when taking off or landing at the mobile vehicle 100.

[0031] The aircraft 200 in this application embodiment may include, but is not limited to, unmanned aerial vehicles (UAVs) and manned aircraft. The aircraft 200 in Figure 1 is an example of an unmanned aerial vehicle (UAV), which is also commonly referred to as a UAV. Unmanned aerial vehicles may include rotary-wing UAVs, fixed-wing UAVs, or a combination of rotary-wing and fixed-wing UAVs, and are not limited here.

[0032] The control terminal 300 of the aircraft in this embodiment may include, but is not limited to, a remote controller, mobile phone, tablet computer, airport equipment, wearable device (such as smart glasses, smartwatches, etc.), or cloud platform monitoring device. This control terminal can communicate with a mobile platform. Figure 1 uses a remote controller as an example of the aircraft's control terminal 300. Exemplarily, the remote controller may include a joystick, display screen, function buttons, knobs and switches, antenna, etc. There may be two joysticks, one for controlling the direction and the other for controlling the aircraft 200's speed, such as controlling basic actions like ascent, descent, forward, backward, left turn, and right turn. The display screen can be used to display the aircraft 200's status information, such as flight altitude, speed, battery status, and flight mode. Function buttons can be used to activate different functions and preset operations, such as taking photos, recording videos, and setting automatic flight routes. Knobs and switches can be used to quickly adjust settings or switch between different functions, such as manual mode, automatic hover mode, and return-to-home mode. The antenna can be used to transmit and receive signals.

[0033] It should be noted that the control method in this application embodiment can be applied to the aircraft 200 or the aircraft control terminal 300; or part of it can be applied to the aircraft 200 and part of it can be applied to the aircraft control terminal 300.

[0034] The mobile vehicle 100 in this embodiment may include, but is not limited to, ships, vehicles, and other mobile vehicles. For example, the state of the mobile vehicle is dynamically changing; for instance, the mobile vehicle may have a speed or acceleration. The mobile vehicle 100 in Figure 1 is an example of a ship; other types of mobile vehicles operate on a similar principle and will not be described again.

[0035] In related technologies, the application of aircraft in maritime operations is becoming increasingly widespread. For example, island inspections, offshore wind turbine inspections, offshore drilling platform inspections, river traffic management, and environmental protection departments' river patrols all require drones to take off and land on ships. For instance, river and waterway management units need to use drones to conduct aerial patrols and close-up photography for evidence collection and enforcement.

[0036] In some situations, due to unavoidable wind and waves during maritime and inland waterway patrols, the vessel will experience a certain degree of turbulence and speed. Therefore, the aircraft may fail to meet the takeoff and landing criteria, leading to takeoff and landing failures (in this embodiment, takeoff and landing refers to at least one scenario, such as takeoff or landing, hereinafter the same), thus preventing the user from performing the task. For example, if the aircraft experiences excessive changes in position or attitude during takeoff, the takeoff preparation verification may fail, resulting in takeoff failure and thus low reliability of takeoff and landing. Furthermore, since there is only one control mode for the aircraft to land from the air onto a mobile vehicle or to take off from a mobile vehicle, it cannot be applied to different takeoff and landing requirements.

[0037] To address the aforementioned problems, this application provides a control method for an aircraft, which has a first control mode and a second control mode that can be switched. On one hand, compared to the first control mode, the second control mode can perform the target operation even when the aircraft's state parameters do not meet a first preset condition, thus relaxing the criteria for takeoff and landing, reducing the probability of unsuccessful takeoff and landing, and thereby improving the reliability of takeoff and landing. On the other hand, the first control mode and the second control mode can be switched to suit different takeoff and landing requirements.

[0038] In other scenarios, such as when an aircraft lands on a mobile vehicle or takes off from a mobile vehicle, the aircraft's acceleration is limited by overall performance and ESC hardware constraints, resulting in a relatively long takeoff and landing time. Because the space on a mobile vehicle is relatively narrow compared to land-based takeoffs, there are usually obstacles nearby. Prolonged operation near a mobile vehicle increases the risk of collisions with these obstacles, leading to lower safety during takeoff and landing. Furthermore, the limited control modes make it unsuitable for diverse takeoff and landing requirements.

[0039] To address the aforementioned issues, this application also provides a control method for an aircraft. The aircraft has a first control mode and a second control mode that can be switched between. On one hand, compared to the first control mode, the second control mode enables the aircraft to take off and land quickly on a mobile vehicle, reducing the risk of collisions due to delayed takeoff and landing, thereby improving the safety of takeoff and landing. On the other hand, the ability to switch between the first and second control modes allows for adaptation to different takeoff and landing requirements.

[0040] The control method for an aircraft provided in the embodiments of this application will be described in detail below with reference to the scenario shown in Figure 1. It should be noted that the scenario in Figure 1 is only used to explain the control method for an aircraft provided in the embodiments of this application, but does not constitute a limitation on the application scenarios of the control method for an aircraft provided in the embodiments of this application.

[0041] Please refer to Figure 2, which is a schematic flowchart illustrating the steps of an aircraft control method according to an embodiment of this application. This aircraft control method can be applied to an aircraft or an aircraft control terminal. The aircraft control terminal is used to control the aircraft, such as controlling the aircraft during takeoff or landing at a mobile vehicle.

[0042] As shown in Figure 2, the control method of the aircraft may include steps S101 to S103.

[0043] Step S101: In response to the control mode switching command, control the aircraft to switch to the first control mode or the second control mode.

[0044] The first control mode differs from the second control mode. The control mode switching command instructs the aircraft to switch its takeoff and landing control mode, including either the first or second control mode. For example, the control mode switching command instructs the aircraft to switch from the first control mode to the second control mode, or vice versa.

[0045] In one embodiment, the first control mode may include a first landing mode or a first takeoff mode, and the second control mode may include a second landing mode or a second takeoff mode. The first control mode can be used to characterize a typical landing / takeoff mode, such as a landing / takeoff mode on a fixed platform (e.g., the ground, a building, a relatively stationary vehicle), where the requirements for takeoff and landing are more stringent. The second control mode can be used to characterize a landing / takeoff mode on a mobile vehicle, where the requirements for takeoff and landing are more lenient, to accommodate the failure of a typical landing / takeoff mode due to factors inherent to the mobile vehicle or aircraft itself.

[0046] For example, a control mode switching command can be used to instruct the aircraft to switch from a first landing mode to a second landing mode, and it can also be used to instruct the aircraft to switch from a second landing mode to a first landing mode. Similarly, a control mode switching command can be used to instruct the aircraft to switch from a first takeoff mode to a second takeoff mode, and it can also be used to instruct the aircraft to switch from a second takeoff mode to a first takeoff mode.

[0047] In one embodiment, the method further includes generating a control mode switching command based on a user's switching operation on the aircraft's control terminal. The switching operation may include triggering a joystick, display screen, function button, knob, or switch on the control terminal; the specific switching operation can be set according to actual conditions. This control mode switching command can be generated based on the user's switching operation on the aircraft's control terminal, thereby improving the operability and reliability of switching the aircraft to a first control mode or a second control mode.

[0048] In one embodiment, the method further includes: automatically generating a control mode switching command based on preset switching conditions. The preset switching conditions can be set according to actual conditions. This control mode switching command can be automatically generated based on the preset switching conditions, thereby improving the intelligence and flexibility of switching the aircraft to a first control mode or a second control mode.

[0049] For example, the preset switching conditions include any one of the following:

[0050] (1) Based on the images collected by the aircraft, identify the moving vehicle. For example, in the landing mode, identify the moving vehicle below, infer that the platform about to land is a moving vehicle, and then switch to the second control mode.

[0051] (2) Based on the images collected by the aircraft, identify that the landing mark or take-off mark comes from the mobile vehicle. For example, in the landing mode, identify the H-shaped landing mark on the mobile vehicle, infer that the platform about to land is the mobile vehicle, and then switch to the second control mode.

[0052] (3) When it is detected that the aircraft is powered on but has not taken off, the aircraft's flight attitude is constantly changing. For example, in take-off mode, the aircraft is powered on but has not taken off, and its flight attitude is constantly changing. It is speculated that the change in flight attitude is not actively caused by its own power, but passively caused by the movement of the mobile vehicle carrying it, and then switch to the second control mode.

[0053] (4) When the aircraft is in a state of zero vertical speed, the relative height between the aircraft and the object below is constantly changing. For example, in the landing mode, when the aircraft is hovering, the aircraft's ranging sensor detects that the relative height between the aircraft and the object below is constantly changing, and infers that there is a moving vehicle below the aircraft, and then switches to the second control mode.

[0054] In one embodiment, one of the first control mode and the second control mode is the default control mode. The default state refers to the system's default state, and the control mode in the default state corresponds to the landing / takeoff mode in common aircraft scenarios. For example, the first control mode is the default control mode, and the second control mode is a non-default control mode. It should be noted that the default control mode can also be set by the user according to their needs. For example, if the aircraft's operations are mostly on board, the user can change the second control mode to the default control mode.

[0055] Furthermore, in response to the aircraft's restart operation, the aircraft is switched to the default control mode. It should be noted that after a restart, the control mode needs to be switched back to the default mode to restore the system's default device performance, prevent system instability or configuration errors, and thus improve the aircraft's versatility and reliability.

[0056] For example, the aircraft can automatically switch to the default control mode each time it restarts. If it needs to enter a non-default control mode, such as the second control mode, a control mode switching command to switch to the second control mode needs to be generated.

[0057] Step S102: In the first control mode, in response to the aircraft's state parameters meeting the first preset conditions, the aircraft is controlled to perform the target operation according to the first control mode.

[0058] The target operation includes the aircraft landing from the air onto a mobile vehicle or the aircraft taking off from a mobile vehicle. It should be noted that the state of the mobile vehicle can be dynamically changing during the target operation.

[0059] This control method controls the aircraft to switch to either a first control mode or a second control mode in response to a control mode switching command. On the one hand, the second control mode relaxes the judgment conditions for takeoff or landing compared to the first control mode, reducing the probability of unsuccessful takeoff or landing, thereby improving the reliability of takeoff or landing. On the other hand, the two control modes can be switched to suit different takeoff or landing requirements of the aircraft.

[0060] In one embodiment, the aircraft's state parameters can be obtained based on the detection results of the aircraft's onboard sensors. These onboard sensors may include one or more of the following: inertial measurement sensors, positioning sensors, ranging sensors, image sensors, etc.

[0061] It should be noted that the state parameters responded to by an aircraft during takeoff and landing can be different. For example, the state parameters responded to by an aircraft during takeoff may include one or more of the following: angular acceleration, angular velocity modulus, and vertical velocity. The state parameters responded to by an aircraft during landing may include one or more of the following: attitude change parameters and position change parameters. Airborne sensors can acquire the state parameters responded to by the aircraft during takeoff and landing, or can acquire process data for calculating the state parameters responded to by the aircraft during takeoff and landing.

[0062] In one embodiment, as shown in FIG3, FIG3 is a schematic diagram of a scenario where an aircraft lands from the air onto a mobile vehicle. The target operation performed by the aircraft includes the aircraft 200 landing from the air onto the mobile vehicle 100. The first control mode includes a first landing mode, and the second control mode includes a second landing mode.

[0063] In one embodiment, the aircraft lands on the mobile vehicle according to a first landing mode and remains there for a predetermined time before switching to a de-propulsion state. That is, after landing on the mobile vehicle according to the first landing mode, the aircraft needs to switch to the de-propulsion state after a predetermined time. The predetermined time is, for example, 1 to 3 seconds. Specifically, the predetermined time can be 1.5 seconds.

[0064] It should be noted that the aircraft needs to enter a de-rotation state during the descent from the air to the mobile vehicle. In some embodiments, the de-rotation state can correspond to the aircraft's propellers stopping and not turning. In some embodiments, the de-rotation state can also correspond to the aircraft's propellers having no power input. There may be a certain response time between the lack of power input to the propellers and the propellers stopping and not turning.

[0065] In one embodiment, controlling the aircraft to perform a target operation according to a first control mode includes: in the first control mode, in response to the aircraft's state parameters meeting a first preset propeller stop condition, controlling the aircraft to enter a propeller stop state.

[0066] It should be noted that when the aircraft descends from the air to the moving vehicle according to the first control mode, the aircraft's state parameters may include one or more of the following: the aircraft's velocity-related parameters, the aircraft's acceleration-related parameters, and the relative altitude between the aircraft and the moving vehicle. The velocity-related parameters characterize the aircraft's velocity-related status. The acceleration-related parameters characterize the aircraft's acceleration-related status. The relative altitude characterizes the vertical distance between the aircraft and the moving vehicle.

[0067] Therefore, the state parameters of the aircraft that meet the first preset stop propeller condition may include one or more of the following: the speed-related parameters of the aircraft are not greater than the first preset speed-related threshold, the acceleration-related parameters of the aircraft are not greater than the first preset acceleration threshold, and the relative height between the aircraft and the mobile vehicle is not greater than the first preset height threshold.

[0068] For example, when the aircraft lands from the air onto the mobile vehicle according to the first control mode, the aircraft's state parameters include one or more of the following: angular acceleration, angular velocity modulus, and vertical velocity. The aircraft's state parameters meet the first preset stop condition, which includes one or more of the following: angular acceleration less than a preset angular acceleration threshold, angular velocity modulus less than a preset angular velocity modulus threshold, and vertical velocity less than a preset vertical velocity threshold. For example, the preset angular acceleration threshold is 0.7 m / s². 2 The preset angular velocity modulus threshold is 60 degrees / s, and the preset vertical velocity threshold is 0.5 m / s.

[0069] In one embodiment, as shown in FIG4, FIG4 is a schematic diagram of a scenario where an aircraft takes off from a mobile vehicle. The target operation performed by the aircraft 200 includes the aircraft 200 taking off from the mobile vehicle 100. The first control mode includes a first takeoff mode, and the second control mode includes a second takeoff mode.

[0070] It should be noted that when the aircraft takes off from the mobile vehicle according to the first control mode, the aircraft's state parameters may include one or more of the following: attitude change parameters and position change parameters. Attitude change parameters characterize the aircraft's attitude changes, such as changes in pitch, yaw, and roll angles. Position change parameters characterize the aircraft's position changes, such as changes in position coordinates.

[0071] In one embodiment, the state parameters of the aircraft meeting the first preset conditions include one or more of the following: attitude change parameters are not greater than a first attitude change threshold, and position change parameters are not greater than a first position change threshold. The first attitude change threshold and the first position change threshold can be set according to actual conditions, such as the actual conditions of the aircraft itself. The attitude change parameters and / or position change parameters reflect the changes in the aircraft's own state. If the attitude change parameters and / or position change parameters are too large, it is presumed that the aircraft is currently in a relatively unstable and turbulent state. In the relatively stringent first control mode, for the sake of prudence, it is presumed that the current state of the aircraft is not suitable for takeoff. However, in the relatively relaxed second control mode, considering that changes in the state of the moving vehicle will cause fluctuations in the aircraft's state (for example, the turbulence of a ship during navigation will cause the aircraft to tilt too much), if the restriction of not taking off when there is a certain degree of fluctuation is strictly followed, it may result in the aircraft being unable to take off on the moving vehicle for a long time, affecting the normal execution of the mission.

[0072] For example, as shown in Figure 4, the first control mode includes a first takeoff mode. In the first takeoff mode, in response to the attitude change parameter of the aircraft 200 not being greater than a first attitude change threshold, the aircraft 200 is controlled to take off from the mobile vehicle 100 according to the first takeoff mode.

[0073] For example, as shown in Figure 4, the first control mode includes a first takeoff mode. In the first takeoff mode, in response to the position change parameter of the aircraft 200 not being greater than a first position change threshold, the aircraft 200 is controlled to take off from the mobile vehicle 100 according to the first takeoff mode.

[0074] For example, as shown in Figure 4, the first control mode includes a first takeoff mode. In the first takeoff mode, in response to the attitude change parameters of the aircraft 200 not being greater than a first attitude change threshold and the position change parameters not being greater than a first position change threshold, the aircraft 200 is controlled to take off from the mobile vehicle 100 according to the first takeoff mode.

[0075] In one embodiment, controlling an aircraft to perform a target operation according to a first control mode includes: controlling the aircraft to take off from a mobile vehicle according to a first takeoff mode to enter a first assisted takeoff phase. The first assisted takeoff phase includes the phase of the aircraft accelerating from idle speed and occurs before the air cruise phase. Alternatively, the first assisted takeoff phase occurs within a preset takeoff duration after the aircraft takes off. For example, the preset takeoff duration can be greater than or equal to 3 seconds and less than or equal to 5 seconds. Alternatively, the first assisted takeoff phase occurs within a preset takeoff altitude of the aircraft from the mobile vehicle after takeoff. For example, the preset takeoff altitude is greater than or equal to 3 meters and less than or equal to 10 meters. Generally, aircraft takeoff sequentially involves idle ascent, assisted takeoff phase, and air cruise phase.

[0076] For example, as shown in Figure 5, the control aircraft 200 takes off from the mobile vehicle 100 according to a first takeoff mode. The first auxiliary takeoff phase is the flight process of the aircraft 200 in segment F1. The flight process of the aircraft 200 in segment F1 includes the phase of the aircraft 200 accelerating from idle speed, and occurs before the air cruise phase. The flight process of the aircraft 200 in segment F1 also includes a preset takeoff time after the aircraft 200 takes off. The flight process of the aircraft 200 in segment F1 also includes a preset takeoff altitude of the aircraft 200 above the mobile vehicle 100 after takeoff.

[0077] In one embodiment, the method further includes: in response to the state parameters not meeting a first preset condition, the aircraft fails to execute the target operation according to the first control mode. It should be noted that in the first control mode, if the state parameters do not meet the first preset condition, the aircraft fails to execute the target operation according to the first control mode, which will result in unsuccessful takeoff and landing.

[0078] Among them, the state parameters do not meet the first preset conditions, including one or more of the following: the attitude change parameter is greater than the first attitude change threshold, and the position change parameter is greater than the first position change threshold.

[0079] In one embodiment, a single type of state parameter can be used to determine the first preset stop condition, which simplifies the determination logic and saves computing power. In another embodiment, multiple types of state parameters can be combined to comprehensively determine the first preset condition, thereby improving the reliability of the determination result and avoiding the determination error of a single type of state parameter.

[0080] For example, as shown in Figure 3, the first control mode includes a first landing mode. In the first control mode, in response to the aircraft's position change parameter being greater than a first position change threshold, if the aircraft fails to land from the air onto the mobile vehicle according to the first control mode, the aircraft can remain airborne.

[0081] For example, as shown in Figure 4, the first control mode includes a first takeoff mode. In the first control mode, in response to the aircraft's attitude change parameters exceeding a first attitude change threshold, the aircraft fails to take off from the mobile vehicle according to the first control mode, and the aircraft can remain in an idle state.

[0082] Step S103: In the second control mode and when the aircraft's state parameters do not meet the first preset conditions, control the aircraft to perform the target operation according to the second control mode.

[0083] The target operation includes the aircraft landing from the air onto a mobile vehicle or the aircraft taking off from a mobile vehicle. During the execution of the target operation, the state of the mobile vehicle can be dynamically changing. In the second control mode, even if the aircraft's state parameters do not meet the first preset conditions, it can still be controlled to land from the air onto a mobile vehicle or take off from a mobile vehicle.

[0084] It should be noted that, compared to the first control mode, the second control mode can relax or even eliminate the conditions for takeoff and landing, reducing the probability of unsuccessful takeoff and landing, thereby improving the reliability of takeoff and landing. Furthermore, the two control modes can be switched to suit different takeoff and landing requirements. For example, the second control mode is used for shipborne or vehicle-mounted operations; the first control mode is used for ground takeoff and landing, fixed airport takeoff and landing, or building takeoff and landing.

[0085] In one embodiment, as shown in FIG3, FIG3 is a schematic diagram of a scenario where an aircraft lands from the air onto a mobile vehicle. The target operation performed by the aircraft includes the aircraft 200 landing from the air onto the mobile vehicle 100. The first control mode includes a first landing mode, and the second control mode includes a second landing mode.

[0086] In one embodiment, the aircraft switches to a de-propulsion state the instant it lands on the mobile vehicle in the second landing mode. It should be noted that, compared to the first landing mode, which requires a delay of 1 to 3 seconds before de-propulsion, the second landing mode allows for touchdown de-propulsion (triggering here refers to contact with the landing platform of the mobile vehicle, and the same applies below), thus enabling a rapid descent, reducing the probability of collision between the aircraft and the mobile vehicle, and thereby improving landing safety. Superficially, in the first landing mode, the aircraft de-propulsion after a contact time t1; in the second landing mode, the same aircraft de-propulsion after a contact time t2, where t1 is greater than t2, and t2 can be zero.

[0087] In one embodiment, controlling the aircraft to perform a target operation according to a second control mode includes: in the second control mode, in response to the aircraft's state parameters meeting a second preset propeller stop condition, controlling the aircraft to enter a propeller stop state.

[0088] The second preset propeller shutdown condition includes situations where the first preset propeller shutdown condition is not met. Even if the aircraft's state parameters meet the second preset propeller shutdown condition, the aircraft's state parameters may still not meet the first preset propeller shutdown condition.

[0089] For example, the first preset condition differing from the second preset condition indicates that the first and second preset conditions impose different levels of restrictions on the aircraft's state. For instance, the first preset condition imposes stricter restrictions on the aircraft's state than the second preset condition. In other words, compared to the first preset condition, the second preset condition imposes looser restrictions on the aircraft's state, reducing the probability of unsuccessful takeoff and landing, thereby improving the reliability of takeoff and landing.

[0090] For example, the first preset condition differs from the second preset condition, including one or more of the following: the threshold values ​​of the same state parameter corresponding to the first preset condition and the second preset condition are different; the types of the state parameters corresponding to the first preset condition and the second preset condition are at least partially different; the number of state parameters corresponding to the first preset condition and the second preset condition is at least partially different.

[0091] It should be noted that the state parameters of the aircraft on which the first preset condition determination is based can be the same as those on which the second preset condition determination is based. For example, the two types of state parameters may be the same, but the threshold conditions for determination may be different. Alternatively, the state parameters of the aircraft on which the first preset condition determination is based may be different from those on which the second preset condition determination is based. For example, the state parameters of the aircraft on which the first preset condition determination is based may use some more stable data sources (e.g., data characterizing attitude stability, or directly detected data), while the state parameters of the aircraft on which the second preset condition determination is based may use data sources applicable to turbulent states (e.g., data characterizing the probability of contact, data with low dependence on the algorithm, or indirectly calculated data).

[0092] In one embodiment, the state parameters of the aircraft include one or more of the following: velocity-related parameters of the aircraft, acceleration-related parameters of the aircraft, and relative altitude between the aircraft and the mobile vehicle. Wherein, the state parameters of the aircraft satisfying the second preset propeller stop condition include one or more of the following: the velocity-related parameters of the aircraft are not greater than a second preset velocity-related threshold; the acceleration-related parameters of the aircraft are not greater than a second preset acceleration threshold; and the relative altitude between the aircraft and the mobile vehicle is not greater than a second preset altitude threshold.

[0093] In one embodiment, a single type of state parameter can be used to determine the second preset stop condition, which simplifies the determination logic and saves computing power. In another embodiment, multiple types of state parameters can be combined to comprehensively determine the second preset condition, thereby improving the reliability of the determination result and avoiding the determination error of a single type of state parameter.

[0094] It should be noted that, compared with the second preset stop propeller condition in this example, the first preset stop propeller condition in the aforementioned example differs from one or more of the following: the first preset speed-related threshold is less than the second preset speed-related threshold, the first preset acceleration-related threshold is less than the second preset acceleration-related threshold, and the first preset altitude threshold is less than the second preset altitude threshold.

[0095] The velocity-related parameters of the aircraft include one or more of the following: vertical velocity, horizontal velocity, and angular velocity. The acceleration-related parameters of the aircraft include one or more of the following: vertical acceleration, rate of change of vertical acceleration, horizontal acceleration, rate of change of horizontal acceleration, angular acceleration, and rate of change of angular acceleration.

[0096] In one embodiment, the state parameters meeting the second preset stop condition include one or more of the following: the relative altitude between the aircraft and the mobile vehicle is not greater than a second preset altitude threshold, the rate of change of the aircraft's vertical acceleration is not greater than a preset rate of change of vertical acceleration, and the rate of change of the aircraft's horizontal acceleration is not greater than a preset rate of change of horizontal acceleration. This allows for the integration of multiple types of state parameters, improving the reliability of the second preset stop condition determination.

[0097] It should be noted that when the state parameters meet the second preset propeller stop condition, the aircraft will stop propellers immediately upon touching the ground, instead of continuing to rotate propellers on the landing platform of the moving vehicle for a period of time. This reduces the probability of collision between the aircraft and the moving vehicle and improves the safety of the aircraft landing, because during the period of continuous propeller rotation, it is very likely that some parts of the aircraft and some parts of the moving vehicle will collide due to relative motion.

[0098] Among them, when there is user input of the control stick, the state parameters meet the second preset propeller stop conditions, including: the relative height between the aircraft and the mobile vehicle is not greater than the second preset height threshold, the vertical acceleration change rate of the aircraft is not greater than the preset vertical acceleration change rate, and the horizontal acceleration change rate of the aircraft is not greater than the preset horizontal acceleration change rate.

[0099] For example, the second preset height threshold is 0.25m, and the preset vertical acceleration change rate is 400m / s². 3 The preset horizontal acceleration change rate is 100 m / s². 3 or 120m / s 3 When there is user input via joystick, it is necessary to simultaneously determine the relative altitude between the aircraft and the moving vehicle, the rate of change of the aircraft's vertical acceleration, and the rate of change of its horizontal acceleration, thereby improving the reliability and safety of the aircraft's landing on the moving vehicle.

[0100] It should be noted that when the aircraft's vertical acceleration rate of change is not greater than a preset vertical acceleration rate of change, and the aircraft's horizontal acceleration rate of change is not greater than a preset horizontal acceleration rate of change, it can be considered that the aircraft has made contact with the moving vehicle at the instant of landing. At this point, if the relative height between the aircraft and the moving vehicle is not greater than a second preset height threshold, the aircraft can safely land on the moving vehicle. Therefore, it can be determined that the second preset propeller stop condition is met, thus achieving early propeller stoppage, reducing the probability of collision between the aircraft and the moving vehicle, and thereby improving landing safety.

[0101] In the absence of user input via joystick, the condition that the state parameters meet the second preset propeller stop condition also includes: the aircraft's vertical speed not exceeding a preset vertical speed threshold. For example, the preset vertical speed threshold is 0.5 m / s.

[0102] It should be noted that when there is no user input of the control stick and the status parameters meet the second preset propeller stop condition, the aircraft will stop the propeller normally regardless of whether the user continues to input the control stick. Moreover, the propeller stops quickly, at the moment of touchdown, ensuring flight safety.

[0103] In one embodiment, controlling the aircraft to enter a stopped propeller state in response to the aircraft's state parameters meeting the second preset stop propeller condition includes: controlling the aircraft to enter a stopped propeller state in response to the aircraft's state parameters meeting the second preset stop propeller condition and obtaining an emergency stop propeller command input by the user.

[0104] The second preset stop propeller condition includes: the relative altitude between the aircraft and the moving vehicle is not greater than a third preset altitude threshold. The third preset altitude threshold can be set according to actual conditions; for example, the third preset altitude threshold is 0.5m. The emergency stop propeller command can be generated based on the user's operation of controls on the aircraft's control terminal; these controls can be independent controls or combined controls.

[0105] It should be noted that the existing solution lacks an emergency propeller stop mechanism. Therefore, in scenarios where users realize that a normal landing and propeller stop are not possible, they cannot stop the aircraft, potentially leading to damage when landing on a moving vehicle. Therefore, in response to the aircraft's state parameters meeting the second preset propeller stop condition and receiving an emergency propeller stop command from the user, the aircraft is controlled to enter a propeller stop state, providing an emergency propeller stop function and greatly improving the safety and reliability of the aircraft's landing on a moving vehicle.

[0106] In one embodiment, the controls on the aircraft's control terminal include a combination button, which includes at least two independent buttons, and the emergency stop propeller command is generated in response to the simultaneous triggering of at least two independent buttons.

[0107] For example, suppose the relative height between the aircraft and the mobile vehicle is 0.2m, which is less than the third preset height threshold of 0.5m. The combination buttons include a photo button and a video button on the aircraft's control terminal. When the relative height between the aircraft and the mobile vehicle is no greater than the third preset height threshold, if the user wants to perform an emergency stop of the aircraft's propellers, they can press and hold the photo button and then the video button to generate an emergency stop command, thereby controlling the aircraft to enter a stopped propeller state.

[0108] In one embodiment, the method further includes: generating a prompt message in response to the relative altitude between the aircraft and the mobile vehicle not being greater than a third preset altitude threshold, wherein the prompt message is used to prompt the user to input an emergency stop propeller command.

[0109] It should be noted that when the relative height between the aircraft and the mobile vehicle is no greater than the third preset height threshold, a prompt message can be generated to prompt the user to input an emergency stop propeller command. This prompt message can be output in the form of vibration, ringing, voice broadcast, flashing lights, screen display, etc., so as to remind the user to use the emergency stop propeller function.

[0110] It should be noted that, after more than 100 onboard landing stability tests, the success rate of landing and stopping the propellers is 90% under medium wave conditions, and the success rate of stopping the propellers by pressing the combination key is 95%.

[0111] In one embodiment, as shown in FIG4, FIG4 is a schematic diagram of a scenario where an aircraft takes off from a mobile vehicle. The target operation performed by the aircraft includes the aircraft 200 taking off from the mobile vehicle 100. The first control mode includes a first takeoff mode, and the second control mode includes a second takeoff mode.

[0112] It should be noted that when the aircraft takes off from the mobile vehicle in accordance with the second control mode, the aircraft's state parameters may include one or more of the following: the aircraft's attitude change parameters and the aircraft's position change parameters.

[0113] In one embodiment, when the aircraft takes off from the mobile vehicle in accordance with the second control mode, the state parameters of the aircraft do not meet the first preset conditions, including one or more of the following: the attitude change parameter is greater than the first attitude change threshold, and the position change parameter is greater than the first position change threshold.

[0114] It should be noted that when the aircraft takes off from the mobile vehicle according to the second control mode, it can still take off from the mobile vehicle even if the aircraft's state parameters do not meet the first preset conditions. Compared with the first control mode, the second control mode can relax or even eliminate the takeoff judgment conditions, reducing the probability of unsuccessful takeoff and thus improving the reliability of aircraft takeoff.

[0115] In one embodiment, controlling the aircraft to perform a target operation according to a second control mode includes: in the second control mode and when the state parameters of the aircraft do not meet a first preset condition, in response to the state parameters meeting the second preset condition, controlling the aircraft to perform a target operation according to the second control mode, wherein the first preset condition is different from the second preset condition.

[0116] Among them, the state parameters meeting the second preset conditions include: the attitude change parameters are not greater than the second attitude change threshold, wherein the second attitude change threshold is greater than the first attitude change threshold.

[0117] For example, as shown in Figure 4, the second control mode includes a second takeoff mode. In the second takeoff mode, in response to the attitude change parameter of the aircraft 200 being greater than a second attitude change threshold, the aircraft 200 is controlled to take off from the mobile vehicle 100 according to the second takeoff mode.

[0118] Among them, the state parameters meeting the second preset conditions include: the position change data is not greater than the second position change threshold, wherein the second position change threshold is greater than the first position change threshold.

[0119] For example, as shown in Figure 4, the second control mode includes a second takeoff mode. In the second takeoff mode, in response to the position change parameter of the aircraft 200 being greater than a second position change threshold, the aircraft 200 is controlled to take off from the mobile vehicle 100 according to the second takeoff mode.

[0120] The condition that the state parameters meet the second preset condition includes: the attitude change parameter is not greater than the second attitude change threshold, and the position change data is not greater than the second position change threshold, wherein the second attitude change threshold is greater than the first attitude change threshold, and the second position change threshold is greater than the first position change threshold.

[0121] For example, as shown in Figure 4, the second control mode includes a second takeoff mode. In the second takeoff mode, in response to the attitude change parameter of the aircraft 200 being greater than a second attitude change threshold and the position change parameter being greater than a second position change threshold, the aircraft 200 is controlled to take off from the mobile vehicle 100 according to the second takeoff mode.

[0122] In one embodiment, controlling the aircraft to perform a target operation according to a first control mode includes: controlling the aircraft to take off from a mobile vehicle according to a first takeoff mode to enter a first assisted takeoff phase; controlling the aircraft to perform a target operation according to a second control mode includes: controlling the aircraft to take off from a mobile vehicle according to a second takeoff mode to enter a second assisted takeoff phase; wherein the first assisted takeoff phase is different from the second assisted takeoff phase.

[0123] The second assisted takeoff phase includes the phase of the aircraft accelerating from idle speed and occurs before the cruise phase. Alternatively, the second assisted takeoff phase occurs within a preset takeoff duration after the aircraft has taken off. For example, the preset takeoff duration is greater than or equal to 3 seconds and less than or equal to 5 seconds. Alternatively, the second assisted takeoff phase occurs within a preset takeoff altitude of the mobile vehicle after the aircraft has taken off. For example, the preset takeoff altitude is greater than or equal to 3 meters and less than or equal to 10 meters.

[0124] For example, as shown in Figure 6, the control aircraft 200 takes off from the mobile vehicle 100 according to a second takeoff mode. The second auxiliary takeoff phase is the flight process of the aircraft 200 in segment F2. The flight process of the aircraft 200 in segment F2 includes the phase of the aircraft 200 accelerating from idle speed, and occurs before the air cruise phase. The flight process of the aircraft 200 in segment F2 also includes a preset takeoff time after the aircraft 200 takes off. The flight process of the aircraft 200 in segment F2 also includes a preset takeoff altitude of the aircraft 200 above the mobile vehicle 100 after takeoff.

[0125] In one embodiment, the first takeoff time required for the aircraft to reach the target altitude during the first assisted takeoff phase is greater than the second takeoff time required for the aircraft to reach the target altitude during the second assisted takeoff phase, and the target altitude is greater than zero. The target altitude is 5m.

[0126] For example, as shown in Figures 5 and 6, assuming that the first takeoff time required for the aircraft 200 to fly to the target altitude during the first assisted takeoff phase F1 is T1, and the second takeoff time required for the aircraft 200 to fly to the target altitude during the second assisted takeoff phase F2 is T2, then T1 is greater than T2, which indicates that the second assisted takeoff phase can achieve rapid takeoff.

[0127] It should be noted that the first flight altitude corresponding to the flight time of the target during the first assisted takeoff phase is less than the second flight altitude corresponding to the flight time of the target during the second assisted takeoff phase, and the preset duration is greater than zero. The preset duration is 3.8 seconds.

[0128] For example, as shown in Figures 5 and 6, assuming that the first flight altitude corresponding to the flight time of the target during the first assisted takeoff phase F1 is H1, and the first flight altitude corresponding to the flight time of the target during the second assisted takeoff phase F2 is H2, then H1 is less than H2, which indicates that the second assisted takeoff phase can achieve rapid takeoff.

[0129] In one embodiment, the maximum acceleration value of the aircraft during the first assisted takeoff phase is less than the maximum acceleration value of the aircraft during the second assisted takeoff phase.

[0130] For example, as shown in Figures 5 and 6, assuming that the maximum acceleration value of the aircraft 200 in the first assisted takeoff phase F1 is A1, and the maximum acceleration value of the aircraft 200 in the second assisted takeoff phase F2 is A2, then A1 is less than A2, which indicates that the second assisted takeoff phase can achieve rapid takeoff.

[0131] In one embodiment, the maximum acceleration value of the aircraft during the first assisted takeoff phase is less than the maximum acceleration value of the aircraft during the cruise phase. Therefore, the aircraft does not exceed the maximum acceleration limit during the cruise phase during the first assisted takeoff phase.

[0132] In one embodiment, the maximum acceleration value of the aircraft during the second assisted takeoff phase is greater than or equal to the maximum acceleration value of the aircraft during the cruise phase. Therefore, during the second assisted takeoff phase, the aircraft can break through the maximum acceleration limit of the cruise phase. The process from idle to acceleration releases the acceleration limit of the takeoff phase, achieving relatively rapid acceleration. This allows the aircraft to quickly move away from the moving vehicle, avoiding collisions with nearby aircraft that have not yet moved away due to the turbulence of the moving vehicle.

[0133] For example, the maximum acceleration value of the aircraft during the second assisted takeoff phase is greater than or equal to 6 m / s². 2 And less than or equal to 10 m / s 2 For example, the maximum acceleration of the aircraft during the second assisted takeoff phase is 7.35 m / s². 2 .

[0134] For example, the maximum acceleration value corresponding to the aircraft during the cruise phase in the air is greater than or equal to 3 m / s². 2 And less than 6m / s 2 For example, the maximum acceleration of the aircraft during the cruise phase in the air is 4.5 m / s². 2 .

[0135] For example, as shown in Figure 6, assuming that the aircraft 200 takes off from the mobile vehicle 100 to a height of 5m in the air, the maximum acceleration threshold of the aircraft 200 during this period is 10m / s2, which can actually reach about 7.35m / s2, ensuring that the aircraft 200 can quickly reach a certain height and avoid collision with the mobile vehicle 100. After the aircraft 200 reaches a height of 5m, the acceleration threshold can be switched back to 6m / s2.

[0136] It should be noted that, according to the ship's takeoff stability test, in the second control mode and when the aircraft's state parameters do not meet the first preset conditions, the low-speed moving ship can take off normally without being hindered from flying.

[0137] The aircraft control method provided in the above embodiments controls the aircraft to switch to a first control mode or a second control mode in response to a control mode switching command. In the first control mode, in response to the aircraft's state parameters meeting a first preset condition, the aircraft is controlled to perform a target operation according to the first control mode. In the second control mode, if the aircraft's state parameters do not meet the first preset condition, the aircraft is controlled to perform a target operation according to the second control mode. The target operation includes the aircraft landing from the air onto a mobile vehicle or the aircraft taking off from a mobile vehicle. The first control mode differs from the second control mode, allowing the aircraft to switch between the first and second control modes to suit different takeoff and landing requirements. Compared to the first control mode, the second control mode relaxes the takeoff and landing criteria, reducing the probability of unsuccessful takeoff and landing, thereby improving the reliability of takeoff and landing.

[0138] Please refer to Figure 7, which is a schematic flowchart illustrating the steps of another aircraft control method provided in this application embodiment. The control method corresponding to Figure 2 aims to solve the problem of "whether takeoff and landing are successful or not," while the control method corresponding to Figure 7 aims to solve the problem of "how quickly takeoff and landing are." Where the content does not conflict, the solutions in the foregoing embodiments are also applicable to this control method. For the sake of brevity, identical or similar content will not be repeated, or only briefly discussed; detailed discussions can be found in the foregoing content.

[0139] As shown in Figure 7, the control method of the aircraft may include steps S201 to S203.

[0140] Step S201: In response to the control mode switching command, control the aircraft to switch to the first control mode or the second control mode.

[0141] Step S202: In the first control mode, control the aircraft to perform the target operation according to the first control mode.

[0142] Step S203: In the second control mode, control the aircraft to perform the target operation according to the second control mode.

[0143] Wherein, the first control mode is different from the second control mode, the first duration is greater than the second duration, the first duration represents the time required for the aircraft to change from an initial state to a preset state when performing the target operation in the first control mode, the second duration represents the time required for the aircraft to change from the same initial state to the same preset state when performing the target operation in the second control mode, one of the initial state and the preset state corresponds to a state in which the vertical speed of the aircraft is a preset speed, the other of the initial state and the preset state corresponds to a state in which the vertical speed of the aircraft is zero, the preset speed is greater than zero, and the target operation includes the aircraft landing from the air onto a mobile vehicle or the aircraft taking off from the mobile vehicle.

[0144] The following discussion, using Figures 3 to 6, focuses on the landing and takeoff application scenarios.

[0145] I. In landing application scenarios:

[0146] For example, when the aircraft 200 descends from the air onto the mobile vehicle 100, the initial state corresponds to the state in which the aircraft 200 begins to descend but has not yet landed on the mobile vehicle 100. Alternatively, the initial state corresponds to the instantaneous state at which the aircraft 200 descends from the air onto the mobile vehicle 100.

[0147] For example, when the aircraft 200 lands from the air onto the mobile vehicle 100, the preset state includes a stopped propeller state. The stopped propeller state can correspond to the state in which the propeller blades of the aircraft 200 stop rotating, or it can correspond to the state in which the propeller blades of the aircraft 200 have no power input.

[0148] For example, the first duration can represent the time required for the aircraft 200 to go from a certain state in the air (corresponding to a preset speed in the vertical direction) to a state where the propellers stop rotating; the first duration can represent the time required for the aircraft 200 to go from a certain state in the air (corresponding to a preset speed in the vertical direction) to a state where the propellers have no power input; the first duration can also represent the time required for the aircraft 200 to go from the instantaneous state of landing from the air onto the mobile vehicle 100 (at which time the aircraft still has a preset speed in the vertical direction) to a state where the propellers stop rotating; the first duration can also represent the time required for the aircraft 200 to go from the instantaneous state of landing from the air onto the mobile vehicle 100 to a state where there is no power input.

[0149] The same principle applies to the second duration, so I won't go into details here.

[0150] II. In takeoff application scenarios:

[0151] For example, when the aircraft 200 takes off from the mobile vehicle 100, the initial state corresponds to the state in which the aircraft 200 begins to start up (e.g., the motors start to power on) but has not yet left the mobile vehicle 100. Alternatively, the initial state corresponds to the instantaneous state at which the aircraft takes off from the mobile vehicle 100.

[0152] For example, when the aircraft 200 takes off from the mobile vehicle 100, the preset state corresponds to the preset state of the assisted takeoff phase, wherein the same preset state indicates the state at which the aircraft is at the same height as the mobile vehicle after takeoff.

[0153] For example, the first duration can represent the time required for the aircraft 200 to go from the state of starting power-on but not yet leaving the mobile vehicle 100 to the preset altitude of the aircraft assisted take-off phase; the first duration can also represent the time required for the aircraft 200 to go from the instantaneous state of taking off from the mobile vehicle 100 (at which time the vertical speed of the aircraft 200 is still zero) to the preset altitude of the aircraft assisted take-off phase.

[0154] The same principle applies to the second duration, so I won't go into details here.

[0155] It should be noted that "same initial state" means that the aircraft's state parameters are basically the same in the initial state. "Same preset state" means that the aircraft's state parameters are basically the same in the preset state.

[0156] This control method, in response to a control mode switching command, controls the aircraft to switch to either a first control mode or a second control mode. On the one hand, compared to the first control mode, the second control mode enables the aircraft to take off or land quickly on a moving vehicle, reducing the probability of collision with the moving vehicle and thus improving the safety of takeoff or landing. On the other hand, the two control modes are available for switching and can be adapted to different takeoff or landing requirements of the aircraft.

[0157] In one embodiment, controlling the aircraft to perform a target operation according to a second control mode includes: in the second control mode and when the aircraft's state parameters do not meet a first preset condition, in response to the state parameters meeting the second preset condition, controlling the aircraft to perform the target operation according to the second control mode, wherein the first preset condition is different from the second preset condition. For a discussion of the first and second preset conditions, please refer to the description of the foregoing embodiments; it will not be repeated here.

[0158] As a specific application scenario, we will now present an exemplary control method for landing on a ship.

[0159] In response to a command to trigger return to home received by the control terminal 300 of the aircraft or in response to the aircraft 200 being in a preset stage of the return to home process, the APP interactive interface of the control terminal 300 of the aircraft issues a first prompt, wherein the first prompt is used to prompt the user to select a landing mode (e.g., normal landing mode or ship landing mode), ship landing mode, or to prompt the user that the system has enabled a landing mode.

[0160] In response to the landing mode being enabled, the aircraft's control terminal 300 sends a landing mission command to the processor of the aircraft 200;

[0161] In response to the processor of the aircraft 200 receiving the landing mission command, the processor of the aircraft 200 controls the onboard sensors of the aircraft 200 to perform obstacle detection;

[0162] In response to the detection of an obstacle within a preset horizontal or vertical range, the control terminal 300 of the aircraft issues a second prompt on its APP interface; the second prompt is used to prompt the user to turn off the corresponding obstacle avoidance detection, or to prompt the user that the system has turned off the corresponding obstacle avoidance detection.

[0163] In response to the aircraft 200's processor receiving a landing mission command, the aircraft 200's processor determines the propeller stop conditions (including the determination of trigger logic, detection of early propeller stop conditions, determination of user stick-down propeller stop, or determination of emergency propeller stop, etc.).

[0164] In response to the fulfillment of the corresponding propeller-stopping conditions, the power system of the aircraft 200 is controlled to perform the corresponding propeller-stopping operation, and the processor can also be controlled to record the data related to this landing for archiving.

[0165] Please refer to Figure 8, which is a schematic block diagram of a control system provided in an embodiment of this application.

[0166] As shown in Figure 8, the control system 400 includes a processor 410 and a memory 420, which are connected via a bus 430, such as an I2C (Inter-integrated Circuit) bus. The control system 400 is used to communicate with at least one aircraft, and each aircraft is used to communicate with at least one unmanned aerial vehicle (UAV).

[0167] Specifically, the processor 410 can be a microcontroller unit (MCU), a central processing unit (CPU), or a digital signal processor (DSP), etc.

[0168] Specifically, the memory 420 can be a Flash chip, a read-only memory (ROM) disk, an optical disk, a USB flash drive, or a portable hard drive, etc.

[0169] The processor 410 is used to run a computer program stored in the memory 420, and performs the following steps when executing the computer program:

[0170] In response to a control mode switching command, the aircraft is controlled to switch to either a first control mode or a second control mode;

[0171] In the first control mode, in response to the aircraft's state parameters meeting a first preset condition, the aircraft is controlled to perform a target operation according to the first control mode; and

[0172] In the second control mode and if the state parameters of the aircraft do not meet the first preset condition, control the aircraft to perform the target operation according to the second control mode;

[0173] The first control mode is different from the second control mode, and the target operation includes the aircraft landing from the air onto the mobile vehicle or the aircraft taking off from the mobile vehicle.

[0174] It should be noted that those skilled in the art will understand that, for the sake of convenience and brevity, the specific working process of the control system described above can be referred to the corresponding process in the aforementioned aircraft control method embodiments, and will not be repeated here.

[0175] In one embodiment, the processor 410 is configured to run a computer program stored in the memory 420, and to perform the following steps when executing the computer program:

[0176] In response to a control mode switching command, the aircraft is controlled to switch to either a first control mode or a second control mode;

[0177] In the first control mode, the aircraft is controlled to perform the target operation according to the first control mode; and

[0178] In the second control mode, the aircraft is controlled to perform the target operation according to the second control mode;

[0179] Wherein, the first control mode is different from the second control mode, the first duration is greater than the second duration, the first duration represents the time required for the aircraft to change from an initial state to a preset state when performing the target operation in the first control mode, the second duration represents the time required for the aircraft to change from the same initial state to the same preset state when performing the target operation in the second control mode, one of the initial state and the preset state corresponds to a state in which the vertical speed of the aircraft is a preset speed, the other of the initial state and the preset state corresponds to a state in which the vertical speed of the aircraft is zero, the preset speed is greater than zero, and the target operation includes the aircraft landing from the air onto a mobile vehicle or the aircraft taking off from the mobile vehicle.

[0180] It should be noted that those skilled in the art will understand that, for the sake of convenience and brevity, the specific working process of the control system described above can be referred to the corresponding process in the aforementioned aircraft control method embodiments, and will not be repeated here.

[0181] Please refer to Figure 9, which is a schematic block diagram of an aircraft provided in an embodiment of this application.

[0182] As shown in Figure 9, the aircraft 500 includes a fuselage 510, a power unit 520, and a control unit 530. The power unit 530 is located on the fuselage 510 and is used to provide flight power to the aircraft 500. The control unit 530 is located on the fuselage 510 and is used to implement the control method described in any one of the embodiments of this application.

[0183] The control device 530 is used to implement the following steps:

[0184] In response to a control mode switching command, the aircraft is controlled to switch to either a first control mode or a second control mode;

[0185] In the first control mode, in response to the aircraft's state parameters meeting a first preset condition, the aircraft is controlled to perform a target operation according to the first control mode; and

[0186] In the second control mode and if the state parameters of the aircraft do not meet the first preset condition, control the aircraft to perform the target operation according to the second control mode;

[0187] The first control mode is different from the second control mode, and the target operation includes the aircraft landing from the air onto the mobile vehicle or the aircraft taking off from the mobile vehicle.

[0188] It should be noted that those skilled in the art will understand that, for the sake of convenience and brevity, the specific working process of the aircraft described above can be referred to the corresponding process in the aforementioned aircraft control method embodiments, and will not be repeated here.

[0189] In one embodiment, the control device 530 is further configured to perform the following steps:

[0190] In response to a control mode switching command, the aircraft is controlled to switch to either a first control mode or a second control mode;

[0191] In the first control mode, the aircraft is controlled to perform the target operation according to the first control mode; and

[0192] In the second control mode, the aircraft is controlled to perform the target operation according to the second control mode;

[0193] Wherein, the first control mode is different from the second control mode, the first duration is greater than the second duration, the first duration represents the time required for the aircraft to change from an initial state to a preset state when performing the target operation in the first control mode, the second duration represents the time required for the aircraft to change from the same initial state to the same preset state when performing the target operation in the second control mode, one of the initial state and the preset state corresponds to a state in which the vertical speed of the aircraft is a preset speed, the other of the initial state and the preset state corresponds to a state in which the vertical speed of the aircraft is zero, the preset speed is greater than zero, and the target operation includes the aircraft landing from the air onto a mobile vehicle or the aircraft taking off from the mobile vehicle.

[0194] It should be noted that those skilled in the art will understand that, for the sake of convenience and brevity, the specific working process of the aircraft described above can be referred to the corresponding process in the aforementioned aircraft control method embodiments, and will not be repeated here.

[0195] Please refer to Figure 10, which is a schematic block diagram of a control terminal for an aircraft provided in an embodiment of this application.

[0196] As shown in Figure 10, the control terminal 600 of the aircraft includes a body 610 and a control device 620. The control device 620 is disposed on the body 610 and is used to implement the control method described in any one of the embodiments of this application.

[0197] The control device 620 is used to implement the following steps:

[0198] In response to a control mode switching command, the aircraft is controlled to switch to either a first control mode or a second control mode;

[0199] In the first control mode, in response to the aircraft's state parameters meeting a first preset condition, the aircraft is controlled to perform a target operation according to the first control mode; and

[0200] In the second control mode and if the state parameters of the aircraft do not meet the first preset condition, control the aircraft to perform the target operation according to the second control mode;

[0201] The first control mode is different from the second control mode, and the target operation includes the aircraft landing from the air onto the mobile vehicle or the aircraft taking off from the mobile vehicle.

[0202] In one embodiment, the control device 620 is further configured to perform the following steps:

[0203] In response to a control mode switching command, the aircraft is controlled to switch to either a first control mode or a second control mode;

[0204] In the first control mode, the aircraft is controlled to perform the target operation according to the first control mode; and

[0205] In the second control mode, the aircraft is controlled to perform the target operation according to the second control mode;

[0206] Wherein, the first control mode is different from the second control mode, the first duration is greater than the second duration, the first duration represents the time required for the aircraft to change from an initial state to a preset state when performing the target operation in the first control mode, the second duration represents the time required for the aircraft to change from the same initial state to the same preset state when performing the target operation in the second control mode, one of the initial state and the preset state corresponds to a state in which the vertical speed of the aircraft is a preset speed, the other of the initial state and the preset state corresponds to a state in which the vertical speed of the aircraft is zero, the preset speed is greater than zero, and the target operation includes the aircraft landing from the air onto a mobile vehicle or the aircraft taking off from the mobile vehicle.

[0207] It should be noted that those skilled in the art will understand that, for the sake of convenience and brevity, the specific working process of the control terminal of the aircraft described above can be referred to the corresponding process in the aforementioned control method embodiments of the aircraft, and will not be repeated here.

[0208] Please refer to Figure 11, which is a schematic block diagram of a system provided in an embodiment of this application.

[0209] As shown in Figure 11, system 700 includes an aircraft 710 and an aircraft control terminal 720. The aircraft control terminal 720 is communicatively connected to the aircraft 710. The aircraft 710 can be the aircraft 500 in Figure 9, and the aircraft control terminal 720 can be the aircraft control terminal 600 in Figure 10. This system 700 can also be referred to as an aircraft control system.

[0210] It should be noted that those skilled in the art will understand that, for the sake of convenience and brevity, the specific working process of the aircraft control system 700 described above can be referred to the corresponding process in the aforementioned aircraft control method embodiments, and will not be repeated here.

[0211] This application also provides a computer-readable storage medium storing a computer program, the computer program including program instructions, and a processor executing the program instructions to implement the steps of the aircraft control method provided in the above embodiments.

[0212] The computer-readable storage medium can be an internal storage unit of the control system or aircraft described in any of the foregoing embodiments, such as a hard disk or memory of the control system or aircraft. The computer-readable storage medium can also be an external storage device of the control system or aircraft, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, etc., equipped on the control system or aircraft.

[0213] It should be understood that the terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the scope of the application. As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise.

[0214] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0215] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control method for an aircraft, characterized in that, include: In response to a control mode switching command, the aircraft is controlled to switch to either a first control mode or a second control mode; In the first control mode, in response to the state parameters of the aircraft meeting the first preset condition, the aircraft is controlled to perform the target operation according to the first control mode; as well as In the second control mode and if the state parameters of the aircraft do not meet the first preset condition, control the aircraft to perform the target operation according to the second control mode; The first control mode is different from the second control mode, and the target operation includes the aircraft landing from the air onto the mobile vehicle or the aircraft taking off from the mobile vehicle.

2. A control method for an aircraft, characterized in that, include: In response to a control mode switching command, the aircraft is controlled to switch to either a first control mode or a second control mode; In the first control mode, the aircraft is controlled to perform the target operation according to the first control mode; as well as In the second control mode, the aircraft is controlled to perform the target operation according to the second control mode; Wherein, the first control mode is different from the second control mode, the first duration is greater than the second duration, the first duration represents the time required for the aircraft to change from an initial state to a preset state when performing the target operation in the first control mode, the second duration represents the time required for the aircraft to change from the same initial state to the same preset state when performing the target operation in the second control mode, one of the initial state and the preset state corresponds to a state in which the vertical speed of the aircraft is a preset speed, the other of the initial state and the preset state corresponds to a state in which the vertical speed of the aircraft is zero, the preset speed is greater than zero, and the target operation includes the aircraft landing from the air onto a mobile vehicle or the aircraft taking off from the mobile vehicle.

3. The control method for an aircraft according to claim 1, characterized in that, The method further includes: In response to the state parameters not meeting the first preset condition, the aircraft fails to execute the target operation according to the first control mode.

4. The control method for an aircraft according to claim 1 or 2, characterized in that, The target operation includes the aircraft landing from the air onto the mobile vehicle, the first control mode includes a first landing mode, and the second control mode includes a second landing mode.

5. The control method for an aircraft according to claim 4, characterized in that, The initial state corresponds to the state in which the aircraft begins to land but has not yet landed on the mobile vehicle.

6. The control method for an aircraft according to claim 4, characterized in that, The initial state corresponds to the instantaneous state of the aircraft as it descends from the air onto the mobile vehicle.

7. The control method for an aircraft according to claim 4, characterized in that, The preset states include the stopped propeller state.

8. The control method for an aircraft according to claim 7, characterized in that, The stopped propeller state corresponds to the state in which the propeller blades of the aircraft stop rotating.

9. The control method for an aircraft according to claim 7, characterized in that, The stopped propeller state corresponds to the state in which the propeller blades of the aircraft have no power input.

10. The control method for an aircraft according to claim 7, characterized in that, The aircraft switches to the stop propeller state the instant it lands on the mobile vehicle in the second landing mode.

11. The control method for an aircraft according to claim 7, characterized in that, The aircraft lands on the mobile vehicle according to the first landing mode and remains there for a predetermined time before switching to the rotor stop state.

12. The control method for an aircraft according to claim 11, characterized in that, The predetermined time is 1 to 3 seconds.

13. The control method for an aircraft according to claim 11, characterized in that, The predetermined time is 1.5 seconds.

14. The control method for an aircraft according to claim 4, characterized in that, Controlling the aircraft to perform the target operation according to the first control mode includes: In the first control mode, in response to the aircraft's state parameters meeting the first preset propeller stop condition, the aircraft is controlled to enter the propeller stop state.

15. The control method for an aircraft according to claim 14, characterized in that, The state parameters include one or more of the following: The speed-related parameters of the aircraft, the acceleration-related parameters of the aircraft, and the relative altitude between the aircraft and the mobile vehicle.

16. The control method for an aircraft according to claim 15, characterized in that, The state parameters include one or more of the following: Angular acceleration, angular velocity modulus, vertical velocity.

17. The control method for an aircraft according to claim 16, characterized in that, The state parameters that meet the first preset stop condition include one or more of the following: The angular acceleration is less than a preset angular acceleration threshold, the angular velocity modulus is less than a preset angular velocity modulus threshold, and the vertical velocity is less than a preset vertical velocity threshold.

18. The control method for an aircraft according to claim 15, characterized in that, The state parameters that meet the first preset stop condition include one or more of the following: The speed-related parameters of the aircraft are not greater than a first preset speed-related threshold, the acceleration-related parameters of the aircraft are not greater than a first preset acceleration threshold, and the relative height between the aircraft and the mobile vehicle is not greater than a first preset height threshold.

19. The control method for an aircraft according to claim 4, characterized in that, The control of the aircraft to perform the target operation according to the second control mode includes: In the second control mode, in response to the aircraft's state parameters meeting the second preset propeller stop condition, the aircraft is controlled to enter the propeller stop state.

20. The control method for an aircraft according to claim 19, characterized in that, The second preset stop condition includes situations where the first preset stop condition is not met.

21. The control method for an aircraft according to claim 19, characterized in that, The state parameters include one or more of the following: The speed-related parameters of the aircraft, the acceleration-related parameters of the aircraft, and the relative altitude between the aircraft and the mobile vehicle.

22. The control method for an aircraft according to claim 21, characterized in that, The state parameters that meet the second preset stop propeller condition include one or more of the following: the speed-related parameters of the aircraft are not greater than the second preset speed-related threshold, the acceleration-related parameters of the aircraft are not greater than the second preset acceleration threshold, and the relative height between the aircraft and the mobile vehicle is not greater than the second preset height threshold.

23. The control method for an aircraft according to claim 22, characterized in that, The first preset speed-related threshold is less than the second preset speed-related threshold.

24. The control method for an aircraft according to claim 22, characterized in that, The first preset acceleration-related threshold is less than the second preset acceleration-related threshold.

25. The control method for an aircraft according to claim 22, characterized in that, The first preset height threshold is less than the second preset height threshold.

26. The control method for an aircraft according to claim 19, characterized in that, The speed-related parameters of the aircraft include one or more of the following: The vertical velocity of the aircraft, the horizontal velocity of the aircraft, and the angular velocity of the aircraft.

27. The control method for an aircraft according to claim 19, characterized in that, The acceleration-related parameters of the aircraft include one or more of the following: The vertical acceleration of the aircraft, the rate of change of the vertical acceleration of the aircraft, the horizontal acceleration of the aircraft, the rate of change of the horizontal acceleration of the aircraft, the angular acceleration of the aircraft, and the rate of change of the angular acceleration of the aircraft.

28. The control method for an aircraft according to claim 19, characterized in that, The state parameters that meet the second preset stop condition include one or more of the following: The relative height between the aircraft and the mobile vehicle is not greater than a second preset height threshold, the vertical acceleration change rate of the aircraft is not greater than a preset vertical acceleration change rate, and the horizontal acceleration change rate of the aircraft is not greater than a preset horizontal acceleration change rate.

29. The control method for an aircraft according to claim 28, characterized in that, When there is user input via joystick, the state parameters that meet the second preset stop condition include: The relative height between the aircraft and the mobile vehicle is not greater than a second preset height threshold, the rate of change of the aircraft's vertical acceleration is not greater than a preset rate of change of vertical acceleration, and the rate of change of the aircraft's horizontal acceleration is not greater than a preset rate of change of horizontal acceleration.

30. The control method for an aircraft according to claim 28, characterized in that, The second preset height threshold is 0.25m.

31. The control method for an aircraft according to claim 28, characterized in that, The preset vertical acceleration change rate is 400 m / s². 3 .

32. The control method for an aircraft according to claim 28, characterized in that, The preset horizontal acceleration change rate is 100 m / s². 3 or 120m / s 3 .

33. The control method for an aircraft according to claim 28, characterized in that, In the absence of user input of a control lever, the condition that the state parameters meet the second preset stop condition further includes: The vertical speed of the aircraft is not greater than a preset vertical speed threshold.

34. The control method for an aircraft according to claim 19, characterized in that, The step of controlling the aircraft to enter a stopped propeller state in response to the aircraft's state parameters meeting the second preset stop propeller condition includes: In response to the aircraft's status parameters meeting the second preset stop propeller condition and receiving an emergency stop propeller command input by the user, the aircraft is controlled to enter the stop propeller state.

35. The control method for an aircraft according to claim 34, characterized in that, The second preset stop conditions include: The relative height between the aircraft and the mobile vehicle is not greater than a third preset height threshold.

36. The control method for an aircraft according to claim 35, characterized in that, The third preset height threshold is 0.5m.

37. The control method for an aircraft according to claim 34, characterized in that, The emergency stop command is generated based on the user's operation of the controls on the aircraft's control terminal.

38. The control method for an aircraft according to claim 37, characterized in that, The control includes a combination key, which includes at least two independent keys, and the emergency stop propeller command is generated in response to the simultaneous triggering of the at least two independent keys.

39. The control method for an aircraft according to claim 37, characterized in that, The method further includes: In response to the relative altitude between the aircraft and the mobile vehicle not being greater than a third preset altitude threshold, a prompt message is generated, wherein the prompt message is used to prompt the user to input the emergency stop propeller command.

40. The control method for an aircraft according to claim 2, characterized in that, Controlling the aircraft to perform the target operation according to the first control mode includes: In response to the aircraft's state parameters meeting a first preset condition, the aircraft is controlled to perform the target operation according to the first control mode.

41. The control method for an aircraft according to claim 1 or 40, characterized in that, The target operation includes the aircraft taking off from the mobile vehicle, the first control mode includes a first takeoff mode, and the second control mode includes a second takeoff mode.

42. The control method for an aircraft according to claim 41, characterized in that, The status parameters of the aircraft include one or more of the following: The attitude change parameters of the aircraft, the position change parameters of the aircraft.

43. The control method for an aircraft according to claim 42, characterized in that, The state parameter meets one or more of the following preset conditions: The attitude change parameter is not greater than the first attitude change threshold, and the position change parameter is not greater than the first position change threshold.

44. The control method for an aircraft according to claim 43, characterized in that, The failure to meet the first preset condition includes one or more of the following: The attitude change parameter is greater than the first attitude change threshold, and the position change parameter is greater than the first position change threshold.

45. The control method for an aircraft according to claim 43, characterized in that, Controlling the aircraft to perform the target operation according to the second control mode includes: In the second control mode, if the state parameters of the aircraft do not meet the first preset condition, in response to the state parameters meeting the second preset condition, the aircraft is controlled to perform the target operation according to the second control mode, wherein the first preset condition is different from the second preset condition.

46. ​​The control method for an aircraft according to claim 45, characterized in that, The state parameters satisfying the second preset condition include: The attitude change parameter is not greater than the second attitude change threshold, wherein the second attitude change threshold is greater than the first attitude change threshold.

47. The control method for an aircraft according to claim 45, characterized in that, The state parameters satisfying the second preset condition include: The position change data is not greater than the second position change threshold, wherein the second position change threshold is greater than the first position change threshold.

48. The control method for an aircraft according to claim 41, characterized in that, Controlling the aircraft to perform the target operation according to the first control mode includes: Control the aircraft to take off from the mobile vehicle according to the first takeoff mode to enter the first assisted takeoff phase; Controlling the aircraft to perform the target operation according to the second control mode includes: The aircraft is controlled to take off from the mobile vehicle in accordance with the second takeoff mode to enter the second assisted takeoff phase; wherein the first assisted takeoff phase is different from the second assisted takeoff phase.

49. The control method for an aircraft according to claim 48, characterized in that, The initial state corresponds to the state in which the aircraft begins to take off but has not yet left the mobile vehicle.

50. The control method for an aircraft according to claim 48, characterized in that, The initial state corresponds to the instantaneous state at which the aircraft takes off from the mobile vehicle.

51. The control method for an aircraft according to claim 48, characterized in that, The preset state corresponds to the preset state of the assisted takeoff phase, wherein the same preset state indicates that the aircraft is at the same altitude as the mobile vehicle after takeoff.

52. The control method for an aircraft according to claim 48, characterized in that, The first assisted takeoff phase / the second assisted takeoff phase includes the phase in which the aircraft accelerates from idle speed and occurs before the cruise phase.

53. The control method for an aircraft according to claim 48, characterized in that, The first assisted takeoff phase / the second assisted takeoff phase occurs within a preset takeoff time after the aircraft has taken off.

54. The control method for an aircraft according to claim 53, characterized in that, The preset takeoff time is greater than or equal to 3 seconds and less than or equal to 5 seconds.

55. The control method for an aircraft according to claim 48, characterized in that, The first assisted takeoff phase / the second assisted takeoff phase occurs within a preset takeoff altitude of the mobile vehicle after the aircraft has taken off.

56. The control method for an aircraft according to claim 55, characterized in that, The preset takeoff altitude is greater than or equal to 3m and less than or equal to 10m.

57. The control method for an aircraft according to claim 48, characterized in that, The first takeoff time required for the aircraft to reach the target altitude during the first assisted takeoff phase is greater than the second takeoff time required for the aircraft to reach the target altitude during the second assisted takeoff phase, and the target altitude is greater than zero.

58. The control method for an aircraft according to claim 57, characterized in that, The target height is 5m.

59. The control method for an aircraft according to claim 48, characterized in that, The first flight altitude corresponding to the flight time of the aircraft to the target during the first assisted takeoff phase is less than the second flight altitude corresponding to the flight time of the aircraft to the target during the second assisted takeoff phase, and the preset duration is greater than zero.

60. The control method for an aircraft according to claim 59, characterized in that, The preset duration is 3.8 seconds.

61. The control method for an aircraft according to claim 48, characterized in that, The maximum acceleration value of the aircraft during the first assisted takeoff phase is less than the maximum acceleration value of the aircraft during the second assisted takeoff phase.

62. The control method for an aircraft according to claim 48, characterized in that, The maximum acceleration value of the aircraft during the first assisted takeoff phase is less than the maximum acceleration value of the aircraft during the air cruise phase.

63. The control method for an aircraft according to claim 48, characterized in that, The maximum acceleration value of the aircraft during the second assisted takeoff phase is greater than or equal to the maximum acceleration value of the aircraft during the air cruise phase.

64. The control method for an aircraft according to claim 63, characterized in that, The maximum acceleration value of the aircraft during the second assisted takeoff phase is greater than or equal to 6 m / s². 2 And less than or equal to 10 m / s 2 .

65. The control method for an aircraft according to claim 64, characterized in that, The maximum acceleration of the aircraft during the second assisted takeoff phase is 7.35 m / s². 2 .

66. The control method for an aircraft according to claim 63, characterized in that, The maximum acceleration value of the aircraft during the cruise phase is greater than or equal to 3 m / s². 2 And less than 6m / s 2 .

67. The control method for an aircraft according to claim 66, characterized in that, The maximum acceleration of the aircraft during the cruise phase is 4.5 m / s². 2 .

68. The control method for an aircraft according to claim 2, characterized in that, Controlling the aircraft to perform the target operation according to the second control mode includes: In the second control mode, if the state parameters of the aircraft do not meet the first preset condition, in response to the state parameters meeting the second preset condition, the aircraft is controlled to perform the target operation according to the second control mode, wherein the first preset condition is different from the second preset condition.

69. The control method for an aircraft according to claim 68, characterized in that, The first preset condition is different from the second preset condition, meaning that the first preset condition and the second preset condition impose different degrees of restrictions on the state of the aircraft.

70. The control method for an aircraft according to claim 69, characterized in that, The first preset condition imposes stricter restrictions on the state of the aircraft compared to the second preset condition.

71. The control method for an aircraft according to claim 68, characterized in that, The first preset condition differs from the second preset condition, including one or more of the following: The threshold values ​​for the same state parameter corresponding to the first preset condition and the second preset condition are different; The types of the state parameters corresponding to the first preset condition and the second preset condition are at least partially different; The number of state parameters corresponding to the first preset condition and the second preset condition are at least partially different.

72. The control method for an aircraft according to claim 1 or 2, characterized in that, The method further includes: The control mode switching command is generated based on the user's switching operation on the control terminal of the aircraft.

73. The control method for an aircraft according to claim 1 or 2, characterized in that, The method further includes: The control mode switching command is automatically generated based on preset switching conditions.

74. The control method for an aircraft according to claim 73, characterized in that, The preset switching conditions include any one of the following: Based on the images captured by the aircraft, the mobile vehicle was identified; Based on the images captured by the aircraft, the landing or takeoff markers are identified as originating from the mobile vehicle. The aircraft was detected to be powered on but not yet taken off, and its flight attitude was constantly changing. It was detected that the relative height between the aircraft and the object below was constantly changing when the vertical velocity of the aircraft was zero.

75. The control method for an aircraft according to claim 1 or 2, characterized in that, One of the first control mode and the second control mode is the control mode under the default state.

76. The control method for an aircraft according to claim 75, characterized in that, The first control mode is the default control mode.

77. The control method for an aircraft according to claim 75, characterized in that, In response to the restart operation of the aircraft, the aircraft is switched to the control mode of the default state.

78. The control method for an aircraft according to claim 2, characterized in that, The same initial state means that the state parameters of the aircraft are basically the same in the initial state.

79. The control method for an aircraft according to claim 2, characterized in that, The same preset state means that the state parameters of the aircraft are basically the same under the preset state.

80. The control method for an aircraft according to claim 1 or 2, characterized in that, The mobile vehicle includes ships or vehicles.

81. The control method for an aircraft according to claim 1 or 2, characterized in that, During the process of the aircraft performing the target operation, the state of the mobile vehicle is in dynamic change.

82. The control method for an aircraft according to claim 1, characterized in that, The state parameters are obtained based on the detection results of the aircraft's onboard sensors.

83. The control method for an aircraft according to claim 82, characterized in that, The airborne sensors include one or more: Inertial measurement sensors, positioning sensors, ranging sensors, and image sensors.

84. The control method for an aircraft according to claim 1 or 2, characterized in that, The aircraft include unmanned aerial vehicles.

85. A control system, characterized in that, include: A memory and a processor, the memory being used to store a computer program; the processor being used to execute the computer program and, when executing the computer program, to implement the control method according to any one of claims 1 to 84.

86. The control system according to claim 85, characterized in that, The processor is located in the aircraft; or The processor is located in the control terminal of the aircraft; or The processor is located partly in the aircraft and partly in the aircraft's control terminal.

87. An aircraft, characterized in that, include: Organism; A power unit, located on the fuselage, is used to provide flight power for the aircraft; A control device, disposed in the machine body, is used to implement the control method according to any one of claims 1 to 84.

88. A control terminal for an aircraft, characterized in that, include: Organism; A control device, disposed in the machine body, is used to implement the control method according to any one of claims 1 to 84.

89. A system, characterized in that, include: The control terminal of the aircraft of claim 87 and the aircraft of claim 88.

90. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, causes the processor to implement the control method according to any one of claims 1 to 84.

Images