CN111758034A

CN111758034A - Wind speed determination method, system, aircraft and computer-readable storage medium

Info

Publication number: CN111758034A
Application number: CN201980012281.3A
Authority: CN
Inventors: 吕熙敏; 张子豪; 商志猛
Original assignee: SZ DJI Technology Co Ltd
Current assignee: SZ DJI Technology Co Ltd
Priority date: 2019-05-31
Filing date: 2019-05-31
Publication date: 2020-10-09
Anticipated expiration: 2039-05-31
Also published as: WO2020237659A1; CN111758034B

Abstract

A wind speed determination method, system, aircraft and computer readable storage medium, the method comprising: acquiring target tension, acceleration, flight speed and historical resistance of the aircraft (S101); determining a target resistance according to the target tension, the acceleration and the historical resistance (S102); from the target drag and the airspeed, a target wind speed is determined (S103). The wind speed can be accurately determined.

Description

Wind speed determination method, system, aircraft and computer-readable storage medium

Technical Field

The invention relates to the technical field of aircrafts, in particular to a wind speed determination method, a wind speed determination system, an aircraft and a computer-readable storage medium.

Background

When the aircraft flies in the air, the external force applied to the aircraft mainly comprises: gravity, the aerodynamic force and the moment that aircraft and air interact produced, the external disturbance that the aircraft received when flight in the air mainly comes from the wind in the air, and wind is the main factor that influences aircraft stable flight, and wind can increase the control degree of difficulty of flight, and when wind speed is great, if flight control does not have good fault-tolerant ability, can lead to the aircraft extremely unstable, appears the danger out of control even, and in addition, wind also can reduce the fixed point and the fixed high precision of aircraft.

At present, the wind speed is mainly determined through an airspeed head, and an aircraft can disturb airflow when flying, so that the measurement of the airspeed head is interfered, the determined wind speed is inaccurate, the problem that the aircraft cannot be accurately and stably controlled easily occurs, and the flight performance and the safety of the aircraft cannot be guaranteed. Therefore, how to accurately determine the wind speed and ensure the flight performance and safety of the aircraft is a problem to be solved urgently at present.

Disclosure of Invention

Based on the above, the application provides a wind speed determination method, a wind speed determination system, an aircraft and a computer readable storage medium, aiming at accurately determining the wind speed and ensuring the flight performance and safety of the aircraft.

In a first aspect, the present application provides a wind speed determination method, comprising:

acquiring target tension, acceleration, flight speed and historical resistance of an aircraft, wherein the target tension is the tension applied to the aircraft at the current moment, and the historical resistance is the resistance applied to the aircraft at the previous moment;

determining the target resistance of the aircraft according to the target tension, the acceleration and the historical resistance;

and determining the target wind speed of the environment where the aircraft is located according to the target resistance and the flight speed.

In a second aspect, the present application further provides a wind speed determination system comprising one or more processors configured to implement the steps of:

In a third aspect, the present application further provides an aircraft, where the aircraft includes an airframe and a power system, and the power system is disposed on the airframe and is used for providing power for the aircraft; and a wind speed determination system as described above.

In a fourth aspect, the present application further provides a computer-readable storage medium, characterized in that the computer-readable storage medium stores a computer program, which, when executed by a processor, causes the processor to implement the wind speed determination method as described above.

The embodiment of the application provides a wind speed determination method, a system, an aircraft and a computer readable storage medium, the resistance borne by the aircraft can be accurately determined through the target tension, the acceleration and the historical resistance of the aircraft, the wind speed of the environment where the aircraft is located can be accurately determined through the resistance and the flight speed of the aircraft, the estimation accuracy of the wind speed is improved, and the flight performance and the safety of the aircraft are guaranteed.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

FIG. 1 is a flow chart illustrating the steps of a method for determining wind speed according to an embodiment of the present application;

FIG. 2 is a flow diagram illustrating sub-steps of the wind speed determination method of FIG. 1;

FIG. 3 is a schematic view of a scenario in which an aircraft of the embodiment of the present application is flying in a windy environment;

FIG. 4 is a flow chart illustrating steps of another wind speed determination method provided by an embodiment of the present application;

FIG. 5 is a flow chart illustrating steps of yet another method for determining wind speed according to an embodiment of the present application;

FIG. 6 is a flow chart illustrating steps of yet another method for determining wind speed according to an embodiment of the present application;

FIG. 7 is a flow chart illustrating steps of yet another method for determining wind speed according to an embodiment of the present application;

FIG. 8 is a block diagram schematic diagram of a wind speed determination system provided by an embodiment of the present application;

fig. 9 is a block diagram illustrating a schematic structure of an aircraft according to an embodiment of the present application.

Detailed Description

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some, but not all, embodiments of the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

The flow diagrams depicted in the figures are merely illustrative and do not necessarily include all of the elements and operations/steps, nor do they necessarily have to be performed in the order depicted. For example, some operations/steps may be decomposed, combined or partially combined, so that the actual execution sequence may be changed according to the actual situation.

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

The wind speed determination method is applied to aircrafts including unmanned aircrafts and manned aircrafts. The unmanned aerial vehicle includes a rotary wing aircraft, such as a four-rotor aircraft, a six-rotor aircraft, an eight-rotor aircraft, a fixed wing aircraft, or a combination of a rotary wing and a fixed wing aircraft, which is not limited herein.

Referring to fig. 1, fig. 1 is a schematic flow chart illustrating steps of a wind speed determining method according to an embodiment of the present application. The wind speed determination method can be applied to an aircraft and used for estimating the wind speed of the environment where the aircraft is located.

Specifically, as shown in fig. 1, the wind speed determination method includes steps S101 to S103.

S101, acquiring target tension, acceleration, flying speed and historical resistance of the aircraft.

The target tension of the aircraft is the tension applied to the aircraft at the current moment, the historical resistance of the aircraft is the resistance applied to the aircraft at the previous moment, namely, the resistance applied to the aircraft at a preset time difference from the current moment, the initial value is 0, the flight speed of the aircraft is the speed of the aircraft flying relative to the ground, the flight speed of the aircraft can be determined through an airspeed head of the aircraft, and the acceleration is determined through a three-axis accelerometer of the aircraft. It should be noted that the preset time difference may be set based on actual conditions, which is not specifically limited in this application, and alternatively, an empirical value of the preset time difference may be determined through a large number of experiments. Therefore, the frequency of updating the target resistance subsequently is improved, and the accuracy of calculation is improved.

In the flight process of the aircraft, the external disturbance in the air flight is mainly from wind in the air, the wind is the most main factor influencing the stable flight of the rotor aircraft, the wind can increase the control difficulty of the flight, and therefore the wind speed of the environment where the aircraft is located needs to be determined, specifically, the wind speed of the environment where the aircraft is located is determined according to the target tension, the acceleration, the flight speed and the historical resistance of the aircraft, and then the wind speed of the environment where the aircraft is located is determined according to the target tension, the acceleration, the flight speed and the historical resistance of the aircraft. Therefore, the flight control of the aircraft is facilitated for the user according to the determined wind speed of the environment where the aircraft is located.

S102, determining the target resistance of the aircraft according to the target tension, the acceleration and the historical resistance.

Wherein the target resistance of the aircraft is determined by smooth complementation according to the historical resistance and the current resistance of the aircraft, and the force applied to the aircraft during the flight process comprises the pulling force, the gravity and the resistance provided by a rotor and a power system. In the process of flying the aircraft in the air, the external resistance to the aircraft is mainly caused by the resistance generated by the environmental wind. Therefore, the current resistance to which the aircraft is subjected can be determined through the dynamic relationship, and the target resistance to which the aircraft is subjected can be determined through the current resistance and the historical resistance. The target resistance of the aircraft can be accurately determined, and the subsequent accurate determination of the wind speed is facilitated.

In an embodiment, as shown in fig. 2, step S102 specifically includes: sub-steps S1021 to S1022.

And S1021, determining the current resistance of the aircraft according to the acceleration and the target tension.

Specifically, according to the mass and the acceleration of the aircraft, calculating the product of the mass and the acceleration of the aircraft, and taking the product of the mass and the acceleration of the aircraft as the resultant force applied to the aircraft; calculating the product of the mass of the aircraft and the preset gravitational acceleration according to the mass of the aircraft and the preset gravitational acceleration, and taking the product of the mass of the aircraft and the preset gravitational acceleration as the gravity borne by the aircraft; and determining the current resistance of the aircraft according to the resultant force and the gravity and the target tension, namely determining the current resistance of the aircraft according to the dynamic relationship after determining the resultant force, the gravity and the target tension. After the gravity, the pulling force and the resultant force of the aircraft are determined, the current resistance of the aircraft can be accurately determined, and the target resistance can be accurately determined subsequently.

The preset gravitational acceleration may be set based on the height of the aircraft, which is not specifically limited in this application, and optionally, the preset gravitational acceleration is g ═ 9.8m/s²And the target tension can be selected as the current measured tension of the aircraft, and the acquisition mode of the target tension is as follows: get away and flyThe current rotating speed of the aircraft is obtained, then the rotor tension corresponding to the current rotating speed is obtained according to a pre-stored mapping relation table of the rotating speed and the rotor tension, and the obtained rotor tension is used as the target tension of the aircraft. It should be noted that the mapping table of the rotation speed and the rotor tension may be set based on actual conditions, and the present application is not limited to this.

In one embodiment, the target tension and the acceleration of the aircraft are converted into the same coordinate system, so that the acceleration and the target tension in the same coordinate system are obtained; and determining the current resistance of the aircraft according to the acceleration and the target tension in the same coordinate system. By converting the target pull and acceleration of the aircraft to the same coordinate system, the calculated speed may be increased.

In one embodiment, the target tension is subjected to coordinate system conversion, so that the acceleration and the target tension subjected to coordinate system conversion are both located in the same coordinate system; and determining the current resistance of the aircraft according to the acceleration and the target tension converted by the coordinate system.

The method for converting the coordinate system of the target tension specifically comprises the following steps: acquiring an Euler angle required by coordinate system conversion, and determining a rotation matrix required by the coordinate system conversion according to the Euler angle; and converting a coordinate system of the target tension according to the rotation matrix. It should be noted that the euler angles required for coordinate system conversion are included angles between the X-axis, the Y-axis, and the Y-axis of one coordinate system and the X-axis, the Y-axis, and the Y-axis of the other coordinate system, respectively, of the two coordinate systems participating in coordinate system conversion. By converting the target tension and the acceleration of the aircraft into the same coordinate system, the posture representation of the aircraft converted from one coordinate system to the other coordinate system can be obtained, the calculation speed can be improved, and the accuracy of the current resistance can also be improved.

S1022, according to the historical resistance, the current resistance and a preset smooth complementary coefficient, carrying out smooth complementary processing on the historical resistance and the current resistance to obtain the target resistance of the aircraft.

Specifically, a first weight coefficient of historical resistance and a second weight coefficient of current resistance are determined according to a preset time difference and a preset smooth complementary coefficient; calculating the product of the historical resistance and the first weight coefficient according to the historical resistance and the first weight coefficient, and taking the product of the historical resistance and the first weight coefficient as the first resistance; calculating the product of the current resistance and the second weight coefficient according to the current resistance and the second weight coefficient, and taking the product of the current resistance and the second weight coefficient as the second resistance; and calculating the sum of the first resistance and the second resistance according to the first resistance and the second resistance, and taking the sum of the first resistance and the second resistance as the target resistance of the aircraft.

The determination method of the first weight coefficient and the second weight coefficient specifically includes: and calculating the sum of the preset time difference and the preset smooth complementary coefficient according to the preset time difference and the preset smooth complementary coefficient, calculating the ratio of the sum of the preset time difference and the preset smooth complementary coefficient to the mass of the aircraft according to the sum of the preset time difference and the preset smooth complementary coefficient and the mass of the aircraft, taking the ratio as a first weight coefficient, and subtracting the first weight coefficient by 1 to obtain a second weight coefficient. It should be noted that the preset smooth complementary coefficient and the preset time difference may be set based on actual conditions, which is not specifically limited in this application, and optionally, the value range of the preset smooth complementary coefficient is 0 to 1. By carrying out smooth complementary processing on the historical resistance and the current resistance, the smooth and stable target resistance can be obtained, the accuracy of the target resistance is ensured, and the influence of the unstable target resistance on the flight control of the aircraft is avoided.

S103, determining the target wind speed of the environment where the aircraft is located according to the target resistance and the flight speed.

When the aircraft flies, the combined speed of the aircraft is determined by the flying speed and the wind speed of the aircraft, and conversely, the wind speed of the environment where the aircraft is located can be determined by the combined speed and the flying speed of the aircraft.

Specifically, according to the target resistance, determining the current resultant speed of the aircraft; and determining the target wind speed of the environment where the aircraft is located according to the current resultant speed and the flight speed. The current closing speed is the closing speed of the aircraft at the current moment, and the determination mode of the current closing speed is specifically as follows: and inquiring a pre-stored mapping relation table between the resistance and the resultant speed, and determining the resultant speed corresponding to the target resistance as the current resultant speed of the aircraft, wherein the mapping relation table between the resistance and the resultant speed is determined through calibration. After the resultant speed and the flying speed of the aircraft are determined, the target wind speed of the environment where the aircraft is located can be accurately determined through the dynamic relation, and therefore a user can conveniently conduct flying control on the aircraft according to the determined wind speed of the environment where the aircraft is located.

It should be noted that the calibration method of the mapping relationship table between the resistance and the resultant speed includes wind tunnel hovering calibration and/or actual flight calibration, the wind tunnel hovering calibration is that the aircraft hovers in the wind tunnel to counteract the ground wind effect, the resultant speed of the aircraft is the wind speed, and then the mapping relationship table between the resultant speed and the resistance of the aircraft can be obtained by continuously changing the wind speed in the wind tunnel; the actual flight is marked as forward flight and backward flight in an open field to offset the ground wind effect, the resultant speed of the aircraft is the wind speed, and the mapping relation table between the resultant speed and the resistance is recorded through continuous actual flight.

Fig. 3 is a schematic view of a scene in which an aircraft flies in a windy environment according to an embodiment of the present application, as shown in fig. 3, a dashed area in the figure represents wind in the environment where the aircraft is located, and when the aircraft is in a hovering state, the speed of the aircraft relative to the ground, that is, the flying speed is zero, the resultant speed direction is the same as the wind speed direction, and the wind speed is equal to the resultant speed; setting an aircraft to fly linearly, wherein the flying direction of the aircraft is the same as the wind direction, namely the flying speed direction of the aircraft is the same as the wind speed direction, the resultant speed, the flying speed and the wind speed are in the same direction, and the absolute value of the resultant speed minus the absolute value of the flying speed is equal to the absolute value of the wind speed; if the aircraft flies linearly and the flying direction of the aircraft is opposite to the wind direction, namely the flying speed of the aircraft is opposite to the wind speed direction, the resultant speed is opposite to the wind speed, and the absolute value of the flying speed minus the absolute value of the resultant speed is equal to the absolute value of the wind speed.

According to the wind speed determination method provided by the embodiment, the resistance borne by the aircraft can be accurately determined through the target tension, the acceleration and the historical resistance of the aircraft, the wind speed of the environment where the aircraft is located can be accurately determined through the resistance and the flight speed of the aircraft, the estimation accuracy of the wind speed is improved, and the flight performance and the safety of the aircraft are guaranteed.

Referring to fig. 4, fig. 4 is a schematic flow chart illustrating steps of another wind speed determination method according to an embodiment of the present application.

Specifically, as shown in fig. 4, the wind speed determination method includes steps S201 to S206.

S201, obtaining the current measuring tension of the aircraft.

Specifically, obtain the current rotational speed of aircraft, then according to the rotational speed of prestoring and the tensile mapping relation table of rotor, obtain the rotor pulling force that current rotational speed corresponds to the rotor pulling force that will acquire is as the current measurement pulling force of aircraft. It should be noted that the mapping table of the rotation speed and the rotor tension may be set based on actual conditions, and the present application is not limited to this.

S202, obtaining the current battery electric quantity of the aircraft, and determining the rotor wing fixed tension of the aircraft according to the current battery electric quantity.

Obtain the current battery power of aircraft to according to current battery power, confirm the rotor fixed tension of aircraft, the battery power that the inquiry was prestored promptly and the tensile mapping relation table of rotor acquire the rotor pulling force that current battery power corresponds, and regard the rotor pulling force that acquires as the rotor fixed tension of aircraft. It should be noted that the mapping relation table of the battery power and the rotor tension may be set based on actual situations, and this is not specifically limited in this application.

In an embodiment, the rotor fixed tension may be determined by: the method comprises the steps of obtaining the current battery power of the aircraft, determining the current battery power consumption percentage of the aircraft according to the current battery power, then inquiring a pre-stored mapping relation table of the power consumption percentage and the rotor wing tension, and determining the rotor wing tension corresponding to the current battery power consumption percentage as the rotor wing fixed tension of the aircraft. It should be noted that the mapping table of the power consumption percentage and the rotor tension may be set based on actual situations, and this is not specifically limited in this application.

The current determination mode of the battery power consumption percentage specifically comprises the following steps: acquiring a battery reference electric quantity of the aircraft; calculating the electric quantity difference value of the battery reference electric quantity and the current battery electric quantity according to the battery reference electric quantity and the current battery electric quantity; and calculating the ratio of the electric quantity difference value to the battery reference electric quantity according to the battery reference electric quantity and the electric quantity difference value, and taking the ratio of the electric quantity difference value to the battery reference electric quantity as the current battery power consumption percentage of the aircraft. It should be noted that the battery reference capacity is a capacity when the battery of the aircraft is fully charged.

S203, determining the target tension of the aircraft according to the current measured tension and the rotor wing fixed tension.

After confirming current measurement pulling force and the fixed pulling force of rotor, according to current measurement pulling force and the fixed pulling force of rotor, confirm the target pulling force of aircraft, specifically be: and inquiring a pre-stored mapping relation table between the rotor wing fixed tension and the tension calibration coefficient, determining the tension calibration coefficient corresponding to the rotor wing fixed tension as a target tension calibration coefficient, then calculating the product of the current measured tension and the target tension calibration coefficient to obtain a tension calibration value, calculating the sum of the tension calibration value and the current measured tension, and taking the sum of the tension calibration value and the current measured tension as the target tension of the aircraft. It should be noted that, the mapping table between the rotor fixing tension and the tension calibration coefficient may be set based on actual conditions, and this is not specifically limited in this application. The fixed pulling force of the rotor wing of the aircraft can be determined through the current battery capacity of the aircraft, and then the pulling force borne by the aircraft can be calibrated through the fixed pulling force of the rotor wing and the current measurement pulling force, so that accurate target pulling force is obtained.

In an embodiment, the target tension may be determined by: calculating the ratio of the current measured tension to the rotor wing fixed tension according to the current measured tension and the rotor wing fixed tension, and taking the ratio of the current measured tension to the rotor wing fixed tension as a tension calibration coefficient; and calculating the product of the tension calibration coefficient and the preset reference tension according to the tension calibration coefficient and the preset reference tension, and taking the product of the tension calibration coefficient and the preset reference tension as the target tension of the aircraft. Wherein the preset reference tension is determined by the weight of the aircraft, optionally, the preset reference tension is the product of the mass of the aircraft and the acceleration of gravity.

And S204, acquiring the acceleration, the flight speed and the historical resistance of the aircraft.

The historical resistance of the aircraft is the resistance of the aircraft at the last moment, namely, the resistance of the aircraft when the aircraft is away from the current moment by a preset time difference, the flying speed of the aircraft is the flying speed of the aircraft relative to the ground, the flying speed of the aircraft can be determined through an airspeed head of the aircraft, and the acceleration is determined through a three-axis accelerometer of the aircraft. It should be noted that the preset time difference may be set based on actual conditions, which is not specifically limited in this application, and alternatively, an empirical value of the preset time difference may be determined through a large number of experiments.

S205, determining the target resistance of the aircraft according to the target tension, the acceleration and the historical resistance.

S206, determining the target wind speed of the environment where the aircraft is located according to the target resistance and the flight speed.

Specifically, according to the target resistance, determining the current resultant speed of the aircraft; and determining the target wind speed of the environment where the aircraft is located according to the current resultant speed and the flight speed. The current closing speed is the closing speed of the aircraft at the current moment, and the determination mode of the current closing speed is specifically as follows: and inquiring a pre-stored mapping relation table between the resistance and the resultant speed, and determining the resultant speed corresponding to the target resistance as the current resultant speed of the aircraft, wherein the mapping relation table between the resistance and the resultant speed is determined through calibration.

According to the wind speed determination method provided by the embodiment, the rotor wing fixed tension of the aircraft can be determined according to the current battery capacity of the aircraft, the tension borne by the aircraft can be calibrated according to the rotor wing fixed tension and the current measurement tension to obtain the accurate target tension, then the target resistance borne by the aircraft is accurately determined based on the target tension, the acceleration and the historical resistance, and finally the target wind speed of the environment where the aircraft is located is determined according to the target resistance and the flight speed, so that the estimation accuracy of the wind speed can be further improved, and the flight performance and the safety of the aircraft are ensured.

Referring to fig. 5, fig. 5 is a schematic flow chart illustrating steps of another wind speed determining method according to an embodiment of the present application.

Specifically, as shown in fig. 5, the wind speed determination method includes steps S301 to S305.

S301, acquiring target tension, acceleration, flight speed and historical resistance of the aircraft.

In the flying process of the aircraft, the external disturbance received in the air during flying is mainly from wind in the air, and the wind is the most main factor influencing the stable flying of the rotor aircraft, and the wind can increase the flying control difficulty, so that the wind speed of the environment where the aircraft is located needs to be determined, specifically, the target tension, acceleration and flying speed of the aircraft and the historical resistance at the last moment, namely the time difference preset from the current moment are obtained, and then the wind speed of the environment where the aircraft is located is determined according to the target tension, acceleration, flying speed and historical resistance of the aircraft.

S302, determining the target resistance of the aircraft according to the target tension, the acceleration and the historical resistance.

The target resistance of the aircraft is determined by smooth complementation according to the historical resistance and the current resistance of the aircraft, and the force applied to the aircraft during the flight process comprises the pulling force, the gravity and the resistance provided by a rotor and a power system, so that the current resistance of the aircraft can be determined through the dynamic relation, and the target resistance of the aircraft can be determined through the current resistance and the historical resistance.

S303, determining the target wind speed of the environment where the aircraft is located according to the target resistance and the flight speed.

S304, determining whether the target wind speed is larger than or equal to a preset threshold value.

After the target wind speed of the environment where the aircraft is located is determined, whether the target wind speed is larger than or equal to a preset threshold value or not is determined, if the target wind speed is larger than or equal to the preset threshold value, the wind speed of the environment where the aircraft is located is indicated to be larger, the control of the aircraft is greatly influenced, and the anti-wind operation needs to be executed, and if the target wind speed is smaller than the preset threshold value, the wind speed of the environment where the aircraft is located is indicated to be smaller, the control of the aircraft is slightly influenced, and the anti-wind operation does not need to be. It should be noted that the preset threshold may be set based on actual situations, and this application is not limited to this specifically.

S305, if the target wind speed is larger than or equal to a preset threshold value, adjusting the attitude of the aircraft and/or controlling the aircraft to land or return.

And if the target wind speed is greater than or equal to the preset threshold value, executing a wind resisting operation, namely adjusting the attitude of the aircraft and/or controlling the aircraft to land or return, specifically adjusting the attitude of the aircraft, or controlling the aircraft to land or return, or adjusting the attitude of the aircraft and controlling the aircraft to land or return.

According to the wind speed determining method provided by the embodiment, after the wind speed is determined, whether the wind speed influences the flight control of the aircraft is judged, and if the wind speed influences the flight control of the aircraft, the attitude of the aircraft is adjusted and/or the aircraft is controlled to land or return, so that the flight performance and the safety of the aircraft are guaranteed.

Referring to fig. 6, fig. 6 is a schematic flow chart illustrating steps of another wind speed determining method according to an embodiment of the present application.

Specifically, as shown in fig. 6, the wind speed determination method includes steps S401 to S407.

S401, acquiring target tension, acceleration, flying speed and historical resistance of the aircraft.

In the flying process of the aircraft, the external disturbance received in the flying process is mainly from wind in the air, the wind is the most main factor influencing the stable flying of the aircraft, the wind can increase the flying control difficulty, therefore, the wind speed of the environment where the aircraft is located needs to be determined, specifically, the target tension, the acceleration and the flying speed of the aircraft and the historical resistance at the last moment, namely the time difference preset from the current moment, are obtained, and then the wind speed of the environment where the aircraft is located is determined according to the target tension, the acceleration, the flying speed and the historical resistance of the aircraft.

S402, determining the target resistance of the aircraft according to the target tension, the acceleration and the historical resistance.

And S403, determining a target wind speed of the environment where the aircraft is located according to the target resistance and the flight speed.

S404, acquiring the current measured wind speed of the aircraft through the airspeed head of the aircraft.

After the target wind speed of the environment where the aircraft is located is determined, the current measured wind speed of the aircraft is obtained through the airspeed head of the aircraft, wherein the current measured wind speed is the wind speed measured by the airspeed head of the aircraft at the current moment. It should be noted that the position of the pitot tube in the aircraft may be set based on actual conditions, and the present application is not limited thereto.

S405, verifying the target wind speed according to the current measured wind speed.

After the current measured wind speed is obtained, the target wind speed is verified according to the current measured wind speed. The specific verification process is as follows: determining whether a difference between a current measured wind speed and a target wind speed is less than or equal to a preset difference; if the difference between the current measured wind speed and the target wind speed is smaller than or equal to a preset difference, determining that the target wind speed passes the verification; and if the difference value between the current measured wind speed and the target wind speed is larger than the preset difference value, determining that the target wind speed does not pass the verification. It should be noted that the preset difference may be set based on actual conditions, and this application is not limited in this respect. After the target wind speed is determined, the target wind speed is verified through the current measured wind speed, and the accuracy of the target wind speed can be further ensured.

S406, when the target wind speed passes the verification, determining whether the target wind speed is greater than or equal to a preset threshold value.

After the target wind speed of the environment where the aircraft is located is determined, whether the target wind speed is larger than or equal to a preset threshold value or not is determined, if the target wind speed is larger than or equal to the preset threshold value, the wind speed of the environment where the aircraft is located is indicated to be larger, the control of the aircraft is greatly influenced, and the anti-wind operation needs to be executed, and if the target wind speed is smaller than the preset threshold value, the wind speed of the environment where the aircraft is located is indicated to be smaller, the control of the aircraft is slightly influenced, and the anti-wind operation does not need to be. It should be noted that the preset threshold may be set based on actual situations, and this application is not limited to this specifically. By comparing the target wind speed with the preset threshold value, whether the wind speed influences the flight control of the aircraft can be accurately determined, so that when the wind speed influences the flight control, the wind resisting operation can be timely executed, and the flight safety of the aircraft is guaranteed.

S407, if the target wind speed is greater than or equal to a preset threshold value, adjusting the attitude of the aircraft and/or controlling the aircraft to land or return.

According to the wind speed determination method provided by the embodiment, after the target wind speed is determined, the target wind speed is verified through the current measured wind speed, when the target wind speed passes the verification, whether the target wind speed influences the flight control of the aircraft or not is judged, if the wind speed influences the flight control of the aircraft, the attitude of the aircraft is adjusted and/or the aircraft is controlled to land or return, the estimation accuracy of the target wind speed is further improved, and the flight performance and the safety of the aircraft are guaranteed.

Referring to fig. 7, fig. 7 is a schematic flow chart illustrating steps of another wind speed determination method according to an embodiment of the present application.

Specifically, as shown in fig. 7, the wind speed determination method includes steps S501 to S508.

S501, acquiring target tension, acceleration, flying speed and historical resistance of the aircraft.

S502, determining the target resistance of the aircraft according to the target tension, the acceleration and the historical resistance.

S503, determining the target wind speed of the environment where the aircraft is located according to the target resistance and the flight speed.

S504, acquiring the current measured wind speed of the aircraft through an airspeed head of the aircraft.

And S505, verifying the target wind speed according to the current measured wind speed.

After the current measured wind speed is obtained, the target wind speed is verified according to the current measured wind speed. The specific verification process is as follows: determining whether a difference between a current measured wind speed and a target wind speed is less than or equal to a preset difference; if the difference between the current measured wind speed and the target wind speed is smaller than or equal to a preset difference, determining that the target wind speed passes the verification; and if the difference value between the current measured wind speed and the target wind speed is larger than the preset difference value, determining that the target wind speed does not pass the verification.

S506, when the target wind speed is not verified, calibrating the target wind speed to enable the target wind speed after calibration to pass verification.

Specifically, according to the difference between the current measured wind speed and the target wind speed, determining a wind speed calibration coefficient of the target wind speed, namely calculating the difference between the current measured wind speed and the target wind speed, inquiring a mapping relation table between the prestored difference and the wind speed calibration coefficient, and determining the wind speed calibration coefficient corresponding to the difference as the wind speed calibration coefficient of the target wind speed; and calibrating the target wind speed according to the wind speed calibration coefficient and the current measured wind speed, so that the calibrated target wind speed passes the verification. It should be noted that the mapping relation table between the difference and the wind speed calibration coefficient may be set based on actual conditions, and this is not specifically limited in this application. And calibrating the target wind speed which does not pass the calibration so as to ensure that the calibrated target wind speed passes the calibration, thereby further ensuring the accuracy of the target wind speed.

The method for calibrating the target wind speed specifically comprises the following steps: acquiring a wind speed calibration weight of the current measured wind speed corresponding to the wind speed calibration coefficient, wherein the sum of the wind speed calibration weight and the wind speed calibration coefficient is 1; calculating the product of the current measured wind speed and the wind speed calibration weight according to the current measured wind speed and the wind speed calibration weight, and taking the product of the current measured wind speed and the wind speed calibration weight as a first calibration wind speed; calculating the product of the target wind speed and the wind speed calibration coefficient according to the target wind speed and the wind speed calibration coefficient, and taking the product of the target wind speed and the wind speed calibration coefficient as a second calibration wind speed; and calculating the sum of the first calibration wind speed and the second calibration wind speed according to the first calibration wind speed and the second calibration wind speed, and taking the sum of the first calibration wind speed and the second calibration wind speed as the calibrated target wind speed. The target wind speed is calibrated by combining the wind speed calibration coefficient, the current measured wind speed and the wind speed calibration weight, so that the accuracy of the target wind speed can be further ensured.

In another embodiment, the calibration processing for the target wind speed specifically includes: acquiring the historical wind speed of the aircraft, wherein the historical wind speed is the wind speed of the environment where the aircraft is located at the last moment; and calibrating the target wind speed according to the historical wind speed and the current measured wind speed so as to enable the target wind speed after calibration to pass verification.

Specifically, a first calibration coefficient of a historical wind speed, a second calibration coefficient of a current measured wind speed and a third calibration coefficient of a target wind speed are obtained, wherein the sum of the three coefficients of the first calibration coefficient, the second calibration coefficient and the third calibration coefficient is 1; calculating the product of the historical wind speed and the first calibration coefficient according to the historical wind speed and the first calibration coefficient, and taking the product of the historical wind speed and the first calibration coefficient as a third calibration wind speed; calculating the product of the current measured wind speed and the second calibration coefficient according to the current measured wind speed and the second calibration coefficient, and taking the product of the current measured wind speed and the second calibration coefficient as a fourth calibration wind speed;

calculating the product of the target wind speed and the third calibration coefficient according to the target wind speed and the third calibration coefficient, and taking the product of the target wind speed and the third calibration coefficient as a fifth calibration wind speed; and calculating the sum of the third calibrated wind speed, the fourth calibrated wind speed and the fifth calibrated wind speed according to the third calibrated wind speed, the fourth calibrated wind speed and the fifth calibrated wind speed, and taking the sum of the third calibrated wind speed, the fourth calibrated wind speed and the fifth calibrated wind speed as the calibrated target wind speed.

It should be noted that the first calibration coefficient, the second calibration coefficient, and the third calibration coefficient may be set based on actual conditions, and this is not specifically limited in this application, and alternatively, the first calibration coefficient is 0.25, the second calibration coefficient is 0.25, and the third calibration coefficient is 0.5. And the target wind speed is calibrated by combining the historical wind speed, the current measured wind speed, the first calibration coefficient, the second calibration coefficient and the third calibration coefficient, so that the accuracy of the target wind speed can be further ensured.

S507, when the target wind speed passes the verification, determining whether the target wind speed is larger than or equal to a preset threshold value.

After the target wind speed of the environment where the aircraft is located is determined, whether the target wind speed is larger than or equal to a preset threshold value or not is determined, if the target wind speed is larger than or equal to the preset threshold value, the wind speed of the environment where the aircraft is located is indicated to be larger, the control of the aircraft is greatly influenced, and the anti-wind operation needs to be executed, and if the target wind speed is smaller than the preset threshold value, the wind speed of the environment where the aircraft is located is indicated to be smaller, the control of the aircraft is slightly influenced, and the anti-wind operation does not need to be.

And S508, if the target wind speed is larger than or equal to a preset threshold value, adjusting the attitude of the aircraft and/or controlling the aircraft to land or return.

According to the wind speed determination method provided by the embodiment, after the target wind speed is determined, the target wind speed is verified through the current measured wind speed, when the target wind speed does not pass the verification, the target wind speed is calibrated, so that the calibrated target wind speed passes the verification, then after the target wind speed passes the verification, whether the target wind speed influences the flight control of the aircraft or not is judged, if the wind speed influences the flight control of the aircraft, the attitude of the aircraft is adjusted and/or the aircraft is controlled to land or return, the estimation accuracy of the target wind speed is further improved, and the flight performance and the safety of the aircraft are guaranteed.

Referring to fig. 8, fig. 8 is a schematic block diagram of a wind speed determination system according to an embodiment of the present application. In one embodiment, the wind speed determination system 600 includes one or more processors 601 and memory 602, the processors 601 and memory 602 being connected by a bus 603, such as an I2C (Inter-integrated Circuit) bus 603.

Specifically, the Processor 601 may be a Micro-controller Unit (MCU), a Central Processing Unit (CPU), a Digital Signal Processor (DSP), or the like.

Specifically, the Memory 602 may be a Flash chip, a Read-Only Memory (ROM) magnetic disk, an optical disk, a usb disk, or a removable hard disk.

Wherein the processor 601 is configured to run a computer program stored in the memory 602, and when executing the computer program, implement the following steps:

acquiring target tension, acceleration, flight speed and historical resistance of an aircraft, wherein the target tension is the tension of the aircraft at the current moment, and the historical resistance is the resistance of the aircraft at the last moment;

Optionally, the processor, when obtaining the target tension of the aircraft, is configured to:

acquiring the current measured tension of the aircraft;

acquiring the current battery electric quantity of the aircraft, and determining the rotor wing fixed tension of the aircraft according to the current battery electric quantity;

and determining the target tension of the aircraft according to the current measured tension and the rotor wing fixed tension. Optionally, the processor, when being configured to obtain the current measured tension of the aircraft, is configured to:

acquiring the current rotating speed of the aircraft;

according to a pre-stored mapping relation table of rotating speeds and rotor wing pulling forces, the rotor wing pulling forces corresponding to the current rotating speeds are obtained, and the obtained rotor wing pulling forces serve as the current measuring pulling forces of the aircraft.

Optionally, the processor, when implementing determining a rotor fixed tension of the aircraft according to the current battery level, is configured to implement:

determining a current battery power consumption percentage of the aircraft according to the current battery power;

and inquiring a mapping relation table of pre-stored power consumption percentages and rotor wing tension, and determining the rotor wing tension corresponding to the current battery power consumption percentage as the rotor wing fixed tension of the aircraft.

Optionally, the processor, when implementing determining the current battery power consumption percentage of the aircraft according to the current battery power, is configured to implement:

acquiring a battery reference electric quantity of the aircraft;

calculating an electric quantity difference value of the battery reference electric quantity and the current battery electric quantity according to the battery reference electric quantity and the current battery electric quantity;

and calculating the ratio of the electric quantity difference value to the battery reference electric quantity according to the battery reference electric quantity and the electric quantity difference value, and taking the ratio of the electric quantity difference value to the battery reference electric quantity as the current battery power consumption percentage of the aircraft.

Optionally, the processor, in implementing determining the target tension of the aircraft based on the current measured tension and the rotor fixed tension, is configured to implement:

calculating the ratio of the current measured tension to the rotor wing fixed tension according to the current measured tension and the rotor wing fixed tension, and taking the ratio of the current measured tension to the rotor wing fixed tension as a tension calibration coefficient;

and calculating the product of the tension calibration coefficient and the preset reference tension according to the tension calibration coefficient and the preset reference tension, and taking the product of the tension calibration coefficient and the preset reference tension as the target tension of the aircraft, wherein the preset reference tension is determined by the weight of the aircraft.

Optionally, the processor, in implementing determining a target drag experienced by the aircraft based on the target tension, acceleration and historical drag, is configured to implement:

determining the current resistance of the aircraft according to the acceleration and the target tension;

and carrying out smooth complementary processing on the historical resistance and the current resistance according to the historical resistance, the current resistance and a preset smooth complementary coefficient to obtain the target resistance of the aircraft.

Optionally, the processor, in performing determining the current drag experienced by the aircraft based on the acceleration and the target tension, is configured to perform:

converting the target tension and the acceleration into the same coordinate system to obtain the acceleration and the target tension in the same coordinate system;

and determining the current resistance of the aircraft according to the acceleration and the target tension in the same coordinate system.

converting a coordinate system of the target pulling force so that the acceleration and the target pulling force after the coordinate system conversion are both located in the same coordinate system;

and determining the current resistance of the aircraft according to the acceleration and the target tension converted by the coordinate system.

Optionally, when the processor is configured to perform coordinate system conversion on the target tension, the processor is configured to perform:

acquiring an Euler angle required by coordinate system conversion, and determining a rotation matrix required by the coordinate system conversion according to the Euler angle;

and converting a coordinate system of the target tension according to the rotation matrix.

calculating the product of the mass of the aircraft and the acceleration according to the mass of the aircraft and the acceleration, and taking the product of the mass of the aircraft and the acceleration as the resultant force applied to the aircraft;

calculating the product of the mass of the aircraft and the preset gravitational acceleration according to the mass of the aircraft and the preset gravitational acceleration, and taking the product of the mass of the aircraft and the preset gravitational acceleration as the gravity borne by the aircraft;

and determining the current resistance of the aircraft according to the resultant force and the gravity of the aircraft and the target tension.

Optionally, when the processor implements smooth complementation processing on the historical resistance and the current resistance according to the historical resistance, the current resistance and a preset smooth complementation coefficient to obtain a target resistance suffered by the aircraft, the processor is configured to implement:

determining a first weight coefficient of the historical resistance and a second weight coefficient of the current resistance according to a preset time difference and a preset smooth complementary coefficient;

calculating the product of the historical resistance and the first weight coefficient according to the historical resistance and the first weight coefficient, and taking the product of the historical resistance and the first weight coefficient as the first resistance;

calculating the product of the current resistance and the second weight coefficient according to the current resistance and the second weight coefficient, and taking the product of the current resistance and the second weight coefficient as second resistance;

and calculating the sum of the first resistance and the second resistance according to the first resistance and the second resistance, and using the sum of the first resistance and the second resistance as the target resistance to which the aircraft is subjected.

Optionally, the processor, when implementing determining a target wind speed of an environment in which the aircraft is located according to the target resistance and the flight speed, is configured to implement:

determining the current resultant speed of the aircraft according to the target resistance, wherein the current resultant speed is the resultant speed of the aircraft at the current moment;

and determining the target wind speed of the environment where the aircraft is located according to the current resultant speed and the flight speed.

Optionally, the processor, in implementing determining a current closing velocity of the aircraft according to the target resistance, is configured to implement:

and inquiring a pre-stored mapping relation table between the resistance and the resultant speed, and determining the resultant speed corresponding to the target resistance as the current resultant speed of the aircraft, wherein the mapping relation table between the resistance and the resultant speed is determined through calibration.

Optionally, the processor, after implementing determining a target wind speed of an environment in which the aircraft is located according to the current resultant speed and the flight speed, is configured to implement:

determining whether the target wind speed is greater than or equal to a preset threshold;

and if the target wind speed is greater than or equal to a preset threshold value, adjusting the attitude of the aircraft and/or controlling the aircraft to land or return.

Optionally, the processor, before effecting the determining whether the target wind speed is greater than or equal to a preset threshold, is configured to effect:

acquiring the current measured wind speed of the aircraft through an airspeed head of the aircraft;

according to the current measured wind speed, verifying the target wind speed;

and when the target wind speed passes the verification, determining whether the target wind speed is greater than or equal to a preset threshold value.

Optionally, when the processor is configured to verify the target wind speed according to the current measured wind speed, the processor is configured to:

determining whether a difference between the current measured wind speed and the target wind speed is less than or equal to a preset difference;

if the difference between the current measured wind speed and the target wind speed is smaller than or equal to a preset difference, determining that the target wind speed passes verification;

and if the difference value between the current measured wind speed and the target wind speed is larger than a preset difference value, determining that the target wind speed does not pass the verification.

Optionally, after the processor is configured to verify the target wind speed according to the current measured wind speed, the processor is configured to:

and when the target wind speed does not pass the verification, performing calibration processing on the target wind speed so as to enable the target wind speed after the calibration processing to pass the verification.

Optionally, the processor, when implementing the calibration process for the target wind speed, is configured to implement:

determining a wind speed calibration coefficient of the target wind speed according to a difference value between the current measured wind speed and the target wind speed;

and calibrating the target wind speed according to the wind speed calibration coefficient and the current measured wind speed.

Optionally, when the processor is configured to perform calibration processing on the target wind speed according to the wind speed calibration coefficient and the current measured wind speed, the processor is configured to perform:

acquiring a wind speed calibration weight of the current measured wind speed corresponding to the wind speed calibration coefficient;

according to the current measured wind speed and the wind speed calibration weight, calculating the product of the current measured wind speed and the wind speed calibration weight, and taking the product of the current measured wind speed and the wind speed calibration weight as a first calibration wind speed;

calculating the product of the target wind speed and the wind speed calibration coefficient according to the target wind speed and the wind speed calibration coefficient, and taking the product of the target wind speed and the wind speed calibration coefficient as a second calibration wind speed;

and calculating the sum of the first calibration wind speed and the second calibration wind speed according to the first calibration wind speed and the second calibration wind speed, and using the sum of the first calibration wind speed and the second calibration wind speed as a calibrated target wind speed.

acquiring a historical wind speed of the aircraft, wherein the historical wind speed is the wind speed of the environment where the aircraft is located at the last moment;

and calibrating the target wind speed according to the historical wind speed and the current measured wind speed.

Optionally, when the processor is configured to perform calibration processing on the target wind speed according to the historical wind speed and the current measured wind speed, the processor is configured to perform:

acquiring a first calibration coefficient of the historical wind speed, a second calibration coefficient of the current measured wind speed and a third calibration coefficient of the target wind speed;

calculating the product of the historical wind speed and the first calibration coefficient according to the historical wind speed and the first calibration coefficient, and taking the product of the historical wind speed and the first calibration coefficient as a third calibration wind speed;

calculating a product of the current measured wind speed and the second calibration coefficient according to the current measured wind speed and the second calibration coefficient, and taking the product of the current measured wind speed and the second calibration coefficient as a fourth calibration wind speed;

calculating the product of the target wind speed and the third calibration coefficient according to the target wind speed and the third calibration coefficient, and taking the product of the target wind speed and the third calibration coefficient as a fifth calibration wind speed;

and calculating the sum of the third calibrated wind speed, the fourth calibrated wind speed and the fifth calibrated wind speed according to the third calibrated wind speed, the fourth calibrated wind speed and the fifth calibrated wind speed, and taking the sum of the third calibrated wind speed, the fourth calibrated wind speed and the fifth calibrated wind speed as the calibrated target wind speed.

Optionally, the acceleration is determined by a three-axis accelerometer of the aircraft.

Referring to fig. 9, fig. 9 is a schematic block diagram of an aircraft according to an embodiment of the present application. The aircraft 700 includes a body 701, a power system 702, and a wind speed determination system 703, where the aircraft includes an unmanned aircraft and a manned aircraft, and the unmanned aircraft may be a rotary wing aircraft, such as a four-rotor aircraft, a six-rotor aircraft, an eight-rotor aircraft, or a fixed wing aircraft, or a combination of a rotary wing aircraft and a fixed wing aircraft, which is not limited herein. The wind speed determination system 703 may be the wind speed determination system described in any of the foregoing embodiments, and is configured to implement the steps of the wind speed determination method provided in the foregoing embodiments.

An embodiment of the present application further provides a computer-readable storage medium, where a computer program is stored in the computer-readable storage medium, where the computer program includes program instructions, and the processor executes the program instructions to implement the steps of the wind speed determination method provided in the foregoing embodiment.

The computer readable storage medium may be an internal storage unit of the aircraft according to any of the foregoing embodiments, for example, a hard disk or a memory of the aircraft. The computer readable storage medium may also be an external storage device of the aircraft, such as a plug-in hard disk provided on the aircraft, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), and the like.

While the invention has been described with reference to specific embodiments, the scope of the invention is not limited thereto, and those skilled in the art can easily conceive various equivalent modifications or substitutions within the technical scope of the invention. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A method of determining wind speed, comprising:

2. The method of claim 1, wherein the obtaining a target drag of the aircraft comprises:

acquiring the current measured tension of the aircraft;

and determining the target tension of the aircraft according to the current measured tension and the rotor wing fixed tension.

3. The method of claim 2, wherein the obtaining a current measured tension of the aircraft comprises:

acquiring the current rotating speed of the aircraft;

4. The method of claim 2, wherein determining a rotor pull-out force of the aircraft based on the current battery level comprises:

5. The method of claim 4, wherein determining a current battery power consumption percentage based on the current battery power comprises:

acquiring a battery reference electric quantity of the aircraft;

6. The method of determining wind speed according to any of claims 2-5, wherein said determining a target drag of the aircraft from the current measured drag and the rotor fixed drag comprises:

7. The method of determining wind speed according to any of claims 1-5, wherein determining a target drag experienced by the aircraft based on the target drag, acceleration and historical drag comprises:

8. The method of claim 7, wherein determining the current drag experienced by the aircraft based on the acceleration and the target drag comprises:

9. The method of claim 7, wherein determining the current drag experienced by the aircraft based on the acceleration and the target drag comprises:

10. The method of claim 9, wherein the transforming the target tension in a coordinate system comprises:

11. The method of claim 7, wherein determining the current drag experienced by the aircraft based on the acceleration and the target drag comprises:

12. The method for determining the wind speed according to claim 7, wherein the step of performing smooth complementation processing on the historical resistance and the current resistance according to the historical resistance, the current resistance and a preset smooth complementation coefficient to obtain a target resistance to which the aircraft is subjected comprises:

13. The method of any of claims 1-5, wherein determining the target wind speed for the environment in which the aircraft is located based on the target drag and the airspeed comprises:

14. The method of claim 13, wherein determining a current resultant velocity of the aircraft based on the target drag comprises:

15. The method for determining wind speed according to any one of claims 1-5, wherein after determining the target wind speed of the environment where the aircraft is located according to the current resultant velocity and the flight velocity, the method further comprises:

16. The method of claim 15, wherein prior to determining whether the wind speed is greater than or equal to a predetermined threshold, further comprising:

according to the current measured wind speed, verifying the target wind speed;

17. The method of claim 16, wherein the verifying the target wind speed from the current measured wind speed comprises:

18. The method of claim 16, wherein after verifying the target wind speed based on the current measured wind speed, further comprising:

19. The method of claim 18, wherein the calibrating the target wind speed comprises:

20. The method of claim 19, wherein the calibrating the target wind speed according to the wind speed calibration factor and the current measured wind speed comprises:

21. The method of claim 18, wherein the calibrating the target wind speed comprises:

22. The method of claim 21, wherein calibrating the target wind speed based on the historical wind speed and the current measured wind speed comprises:

23. The wind speed determination method of claim 1, wherein the acceleration is determined by a three-axis accelerometer of the aircraft.

24. A wind speed determination system comprising one or more processors configured to implement the steps of:

25. The wind speed determination system of claim 24, wherein the processor, in effecting acquiring the target drag of the aircraft, is configured to effect:

acquiring the current measured tension of the aircraft;

26. The wind speed determination system of claim 25, wherein the processor, in enabling obtaining the current measured tension of the aircraft, is configured to enable:

acquiring the current rotating speed of the aircraft;

27. The wind speed determination system of claim 25, wherein the processor, in effecting determining a rotor pull force of the aircraft based on the current battery charge, is configured to effect:

28. The wind speed determination system of claim 27, wherein the processor, in causing determination of the current battery power consumption percentage of the aircraft based on the current battery power level, is configured to cause:

acquiring a battery reference electric quantity of the aircraft;

29. The wind speed determination system according to any of claims 24-28, wherein the processor, in enabling determining a target tension of the aircraft from the current measured tension and the rotor fixed tension, is configured to enable:

30. The wind speed determination system of any of claims 23-28, wherein the processor, in enabling determination of a target drag experienced by the aircraft based on the target drag, acceleration and historical drag, is configured to enable:

31. The wind speed determination system of claim 30, wherein the processor, in enabling determination of a current drag experienced by the aircraft based on the acceleration and the target drag, is configured to enable:

32. The wind speed determination system of claim 30, wherein the processor, in enabling determination of a current drag experienced by the aircraft based on the acceleration and the target drag, is configured to enable:

33. The wind speed determination system of claim 32, wherein the processor, when performing the coordinate system transformation on the target tension, is configured to perform:

34. The wind speed determination system of claim 30, wherein the processor, in enabling determination of a current drag experienced by the aircraft based on the acceleration and the target drag, is configured to enable:

35. The wind speed determination system of claim 30, wherein the processor, when implementing smooth complementation of the historical resistance and the current resistance according to the historical resistance, the current resistance and a preset smooth complementation coefficient to obtain a target resistance experienced by the aircraft, is configured to implement:

36. The wind speed determination system of any of claims 23-28, wherein the processor, in effecting determining a target wind speed for an environment in which the aircraft is located based on the target drag and airspeed, is configured to effect:

37. The wind speed determination system of claim 36, wherein the processor, in effecting determining the current resultant speed of the aircraft from the target drag, is configured to effect:

38. The wind speed determination system of any of claims 23-28, wherein the processor, after enabling determining a target wind speed for an environment in which the aircraft is located based on the current resultant velocity and the airspeed, is configured to enable:

39. The wind speed determination system of claim 38, wherein the processor, prior to effecting the determination of whether the target wind speed is greater than or equal to a preset threshold, is configured to effect:

according to the current measured wind speed, verifying the target wind speed;

40. The wind speed determination system of claim 39, wherein the processor, in enabling verification of the target wind speed from the current measured wind speed, is configured to enable:

41. The wind speed determination system of claim 39, wherein the processor, after enabling verification of the target wind speed from the current measured wind speed, is configured to enable:

42. The wind speed determination system of claim 41, wherein the processor, when performing the calibration process for the target wind speed, is configured to perform:

43. The wind speed determination system of claim 42, wherein the processor, when implementing the calibration process for the target wind speed based on the wind speed calibration factor and the current measured wind speed, is configured to implement:

44. The wind speed determination system of claim 41, wherein the processor, when performing the calibration process for the target wind speed, is configured to perform:

45. The wind speed determination system of claim 44, wherein the processor, in performing the calibration process for the target wind speed based on the historical wind speed and the current measured wind speed, is configured to perform:

46. The wind speed determination system of claim 24, wherein the acceleration is determined by a three-axis accelerometer of the aircraft.

47. An aircraft, characterized in that it comprises:

the body of the machine is provided with a plurality of air holes,

the power system is arranged on the airframe and used for providing power for the aircraft; and the number of the first and second groups,

the wind speed determination system of any of claims 24 to 46.

48. A computer-readable storage medium, characterized in that the computer-readable storage medium stores a computer program which, when executed by a processor, causes the processor to carry out the wind speed determination method according to any of claims 1-23.