WO2020237659A1 - 风速确定方法、系统、飞行器及计算机可读存储介质 - Google Patents

风速确定方法、系统、飞行器及计算机可读存储介质 Download PDF

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Publication number
WO2020237659A1
WO2020237659A1 PCT/CN2019/089620 CN2019089620W WO2020237659A1 WO 2020237659 A1 WO2020237659 A1 WO 2020237659A1 CN 2019089620 W CN2019089620 W CN 2019089620W WO 2020237659 A1 WO2020237659 A1 WO 2020237659A1
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WIPO (PCT)
Prior art keywords
wind speed
aircraft
target
resistance
calibration
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PCT/CN2019/089620
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English (en)
French (fr)
Inventor
吕熙敏
张子豪
商志猛
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SZ DJI Technology Co Ltd
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SZ DJI Technology Co Ltd
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Priority to PCT/CN2019/089620 priority Critical patent/WO2020237659A1/zh
Priority to CN201980012281.3A priority patent/CN111758034B/zh
Publication of WO2020237659A1 publication Critical patent/WO2020237659A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P5/00—Measuring speed of fluids, e.g. of air stream; Measuring speed of bodies relative to fluids, e.g. of ship, of aircraft

Definitions

  • the present invention relates to the technical field of aircraft, and in particular to a method, system, aircraft and computer-readable storage medium for determining wind speed.
  • the external forces it receives mainly include: gravity, aerodynamic forces and moments generated by the interaction between the aircraft and the air.
  • the external disturbances that the aircraft receives when flying in the air mainly come from the wind in the air, and the wind affects the stability of the aircraft.
  • the most important factor in flight, wind will increase the difficulty of flight control. When the wind speed is high, if the flight control does not have good fault tolerance, it will cause the aircraft to be extremely unstable and even lose control. In addition, the wind will also reduce the aircraft's fixed point. With fixed precision.
  • the airspeed tube is mainly used to determine the wind speed, and when the aircraft is flying, it will disturb the airflow and interfere with the measurement of the airspeed tube, resulting in inaccurate wind speed determination, and inaccurate wind speed, it is easy to be unable to accurately and stably control the aircraft. Problem, the flight performance and 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 currently an urgent problem to be solved.
  • this application provides a wind speed determination method, system, aircraft, and computer-readable storage medium, aiming to accurately determine the wind speed and ensure the flight performance and safety of the aircraft.
  • this application provides a method for determining wind speed, including:
  • the target wind speed of the environment where the aircraft is located is determined.
  • the present application also provides a wind speed determination system.
  • the wind speed determination system includes one or more processors, and the processors are configured to implement the following steps:
  • the target wind speed of the environment where the aircraft is located is determined.
  • the present application also provides an aircraft including a body and a power system, which are arranged on the body and used to provide power to the aircraft; and the wind speed determination system as described above.
  • the present application also provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the processor realizes the above The wind speed determination method described.
  • the embodiments of the application provide a wind speed determination method, system, aircraft, and computer-readable storage medium.
  • the resistance of the aircraft can be accurately determined, and the resistance and the flight of the aircraft can be accurately determined.
  • Speed can accurately determine the wind speed of the environment where the aircraft is located, improve the accuracy of wind speed estimation, and ensure the flight performance and safety of the aircraft.
  • FIG. 1 is a schematic flowchart of steps of a method for determining wind speed according to an embodiment of the present application
  • Fig. 2 is a schematic flowchart of sub-steps of the method for determining wind speed in Fig. 1;
  • FIG. 3 is a schematic diagram of a scene of the aircraft flying in a windy environment in an embodiment of the application
  • FIG. 4 is a schematic flowchart of steps of another method for determining wind speed according to an embodiment of the present application.
  • FIG. 5 is a schematic flowchart of steps of yet another method for determining wind speed according to an embodiment of the present application
  • FIG. 6 is a schematic flowchart of steps of yet another method for determining wind speed according to an embodiment of the present application.
  • FIG. 7 is a schematic flowchart of steps of yet another method for determining wind speed according to an embodiment of the present application.
  • FIG. 8 is a schematic block diagram of the structure of a wind speed determination system provided by an embodiment of the present application.
  • FIG. 9 is a schematic block diagram of the structure of an aircraft provided by an embodiment of the present application.
  • unmanned aerial vehicles include rotary-wing aircraft, such as quad-rotor aircraft, hexa-rotor aircraft, and octo-rotor aircraft, and can also be fixed-wing aircraft or a combination of rotary-wing and fixed-wing aircraft, which is not limited here.
  • FIG. 1 is a schematic flowchart of steps of a method for determining wind speed according to an embodiment of the present application.
  • the wind speed determination method can be applied to an aircraft to estimate the wind speed of the environment where the aircraft is located.
  • the method for determining wind speed includes step S101 to step S103.
  • the target pulling force of the aircraft is the pulling force received by the aircraft at the current moment
  • the historical resistance of the aircraft is the resistance received by the aircraft at the previous moment
  • the preset time difference from the current moment is 0,
  • the flying speed of the aircraft is the aircraft Relative to the speed of the ground flight
  • the flight speed of the aircraft can be determined through the airspeed tube of the aircraft
  • the acceleration is determined by the three-axis accelerometer of the aircraft.
  • the above-mentioned preset time difference can be set based on actual conditions, which is not specifically limited in this application.
  • an empirical value of the preset time difference can be determined through a large number of experiments. This will increase the frequency of subsequent updates to the target resistance and increase the accuracy of the calculation.
  • the external disturbances during the flight in the air mainly come from the wind in the air.
  • the wind is the most important factor affecting the stable flight of the rotorcraft.
  • the wind will increase the difficulty of flight control. For this reason, it is necessary to determine the location of the aircraft.
  • the wind speed of the environment is specifically to first obtain the target pull, acceleration, flight speed, and historical resistance of the aircraft, and then determine the wind speed of the environment where the aircraft is based on the target pull, acceleration, flight speed, and historical resistance of the aircraft. This is beneficial for the user to control the aircraft according to the determined wind speed of the environment where the aircraft is located.
  • S102 Determine the target resistance received by the aircraft according to the target pulling force, acceleration, and historical resistance.
  • the target resistance of the aircraft is determined by the smooth complementarity of the historical resistance and the current resistance of the aircraft, and the force received by the aircraft during the flight includes the pulling force, gravity and drag provided by the rotor and the power system.
  • the external resistance received by the aircraft in the process of flying in the air is mainly derived from the resistance generated by the environmental wind. Therefore, the current resistance of the aircraft can be determined through the dynamic relationship, and the target resistance of the aircraft can be determined through the current resistance and historical resistance. The target resistance of the aircraft can be accurately determined, which is convenient for the subsequent accurate determination of wind speed.
  • step S102 specifically includes: sub-steps S1021 to S1022.
  • the mass and acceleration of the aircraft calculate the product of the aircraft’s mass and acceleration, and use the product of the aircraft’s mass and acceleration as the resultant force on the aircraft; according to the aircraft’s mass and preset gravitational acceleration, calculate the aircraft’s mass and forecast Set the product of gravitational acceleration, and use the product of the mass of the aircraft and the preset gravitational acceleration as the gravity received by the aircraft; according to the resultant force and gravity received by the aircraft, and the target pulling force, determine the current resistance of the aircraft, that is, determine the current resistance of the aircraft. After the resultant force, gravity and target pull force, the current resistance of the aircraft can be determined through the dynamic relationship. After determining the gravity, tension, and resultant force experienced by the aircraft, the current resistance of the aircraft can be accurately determined, which facilitates the subsequent accurate determination of the target resistance.
  • the preset gravitational acceleration can be set based on the altitude of the position of the aircraft, which is not specifically limited in this application.
  • the target pull force can be selected as the current aircraft
  • the method of obtaining the target pulling force is specifically: obtaining the current rotation speed of the aircraft, and then obtaining the rotor pulling force corresponding to the current rotation speed according to the mapping relationship table of the prestored rotation speed and the rotor pulling force, and using the obtained rotor pulling force as the target of the aircraft pull.
  • the mapping relationship table between the rotation speed and the rotor pulling force can be set based on the actual situation, which is not specifically limited in this application.
  • the target pulling force and acceleration of the aircraft are converted to the same coordinate system to obtain the acceleration and target pulling force in the same coordinate system; the current resistance of the aircraft is determined according to the acceleration and the target pulling force in the same coordinate system.
  • the coordinate system conversion is performed on the target pulling force, so that the acceleration and the target pulling force after the coordinate system conversion are in the same coordinate system; according to the acceleration and the target pulling force after the coordinate system conversion, the current resistance of the aircraft is determined .
  • the method of transforming the coordinate system of the target pulling force is specifically: obtaining the Euler angle required for the coordinate system conversion, and determining the rotation matrix required for the coordinate system conversion according to the Euler angle; according to the rotation matrix, performing the target pulling force Coordinate system conversion.
  • the Euler angle required for coordinate system conversion is the X axis, Y axis and Y axis of one coordinate system of the two coordinate systems involved in the coordinate system conversion and the X axis, Y axis and Y axis of the other coordinate system respectively.
  • the angle between the Y axis By converting the target pull force and acceleration of the aircraft to the same coordinate system, the attitude representation of the aircraft can be obtained from one coordinate system to another coordinate system, which can increase the calculation speed and the accuracy of the current resistance.
  • the first weight coefficient of historical resistance and the second weight coefficient of current resistance are determined according to the preset time difference and the preset smooth complementary coefficient; the historical resistance and the first weight coefficient are calculated based on the historical resistance and the first weight coefficient.
  • the product of the weight coefficient, and the product of the historical resistance and the first weight coefficient is used as the first resistance; according to the current resistance and the second weight coefficient, calculate the product of the current resistance and the second weight coefficient, and combine the current resistance with the second weight coefficient
  • the product of is used as the second resistance; according to the first resistance and the second resistance, calculate the sum of the first resistance and the second resistance, and use the sum of the first resistance and the second resistance as the target resistance of the aircraft.
  • the method for determining the first weighting coefficient and the second weighting coefficient is specifically: calculating the sum of the preset time difference and the preset smoothing complementary coefficient according to the preset time difference and the preset smoothing complementary coefficient, and calculating the sum of the preset time difference and the preset smoothing complementary coefficient according to the preset time difference and the preset smoothing
  • the sum of complementary coefficients and the quality of the aircraft calculate the ratio of the sum of the preset time difference and the preset smooth complementary coefficient to the quality of the aircraft, and then use this ratio as the first weighting coefficient, and subtract the first weight from 1 Coefficient to get the second weight coefficient.
  • the preset smoothing complementary coefficient and the preset time difference can be set based on actual conditions, which is not specifically limited in this application.
  • the value range of the preset smoothing complementary coefficient is 0-1.
  • S103 Determine the target wind speed of the environment where the aircraft is located according to the target resistance and flight speed.
  • the combined speed of the aircraft is determined by the flying speed and wind speed of the aircraft.
  • the combined speed and flying speed of the aircraft can determine the wind speed of the environment where the aircraft is located.
  • the current combined speed of the aircraft is determined according to the target resistance; the target wind speed of the environment where the aircraft is located is determined according to the current combined speed and flight speed.
  • the current combined speed is the combined speed of the aircraft at the current moment
  • the specific method for determining the current combined speed is: query the mapping relationship table between the pre-stored resistance and the combined speed, and determine the combined speed corresponding to the target resistance as the current combined speed of the aircraft.
  • Speed where the mapping relationship between resistance and total speed is determined by calibration.
  • the calibration method of the mapping relationship table between resistance and total speed includes wind tunnel hover calibration and/or actual flight calibration.
  • the wind tunnel hover calibration means that the aircraft hover in the wind tunnel to offset the ground wind effect.
  • the resultant speed of the aircraft is the wind speed, and then by continuously changing the wind speed in the wind tunnel, the mapping relationship between the resultant speed and the resistance of the aircraft can be obtained; the actual flight is calibrated to fly forward and backward in an open field to offset the ground Wind effect, the resultant speed of the aircraft is wind speed.
  • the mapping relationship table between the resultant speed and drag is recorded.
  • Figure 3 is a schematic diagram of a scene of the aircraft flying in a windy environment in the embodiment of the application.
  • the dotted area in the figure represents the wind of the environment where the aircraft is located. If the aircraft is in a hovering state, the aircraft is relative to The speed on the ground, that is, the flying speed is zero, the direction of the combined speed is the same as the direction of the wind speed, and the wind speed is equal to the combined speed; suppose the aircraft is flying in a straight line, and the flying direction of the aircraft is the same as the wind direction, that is, the direction of the flying speed of the aircraft is the same as the direction of the wind speed , Then the resultant speed, flight speed and wind speed are in the same direction, 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; suppose the aircraft is flying in a straight line, and the flying direction of the aircraft is opposite to the wind direction, that is, the speed of the aircraft If the direction is opposite to the direction of the wind speed, the result
  • the wind speed determination method provided in the above embodiments can accurately determine the drag experienced by the aircraft through the target pull, acceleration, and historical resistance of the aircraft, and can accurately determine the wind speed of the environment where the aircraft is located through the resistance and the flight speed of the aircraft.
  • the accuracy of wind speed estimation ensures the flight performance and safety of the aircraft.
  • FIG. 4 is a schematic flowchart of the steps of another method for determining wind speed according to an embodiment of the present application.
  • the method for determining wind speed includes steps S201 to S206.
  • the current rotation speed of the aircraft is acquired, and then the rotor tension corresponding to the current rotation speed is acquired according to the pre-stored mapping relationship table between the rotation speed and the rotor tension, and the acquired rotor tension is used as the current measured tension of the aircraft.
  • the above-mentioned mapping relationship table between the rotational speed and the rotor pulling force can be set based on actual conditions, which is not specifically limited in this application.
  • the method for determining the fixed tension of the rotor may also be: obtaining the current battery power of the aircraft, and determining the current battery power consumption percentage of the aircraft according to the current battery power, and then querying the mapping between the pre-stored power consumption percentage and the rotor tension
  • the relationship table determines the rotor tension corresponding to the current battery consumption percentage as the fixed rotor tension of the aircraft. It should be noted that the above-mentioned mapping relationship table between the percentage of power consumption and the pulling force of the rotor can be set based on the actual situation, which is not specifically limited in this application.
  • the method of determining the current battery power consumption percentage is specifically: obtaining the aircraft's battery reference power; according to the battery reference power and the current battery power, calculating the difference between the battery reference power and the current battery power; according to the battery reference power and the power difference Calculate the ratio of the power difference to the battery reference power, and use the ratio of the power difference to the battery reference power as the current battery power consumption percentage of the aircraft.
  • the above-mentioned reference battery power is the power when the battery of the aircraft is fully charged.
  • the target tension of the aircraft After determining the current measured tension and the rotor fixed tension, determine the target tension of the aircraft according to the current measured tension and the rotor fixed tension, specifically: query the pre-stored mapping relationship table between the rotor fixed tension and the tension calibration coefficient, and fix the rotor
  • the tensile force calibration coefficient corresponding to the tensile force is determined as the target tensile force calibration coefficient, and then the product of the current measured tensile force and the target tensile force calibration coefficient is calculated to obtain the tensile force calibration value, and the sum of the tensile force calibration value and the current measured tensile force is calculated, and the tensile force is calibrated
  • the sum of the value and the current measured pull is the target pull of the aircraft.
  • mapping relationship table between the fixed pulling force of the rotor and the pulling force calibration coefficient can be set based on actual conditions, which is not specifically limited in this application.
  • the current battery power of the aircraft can determine the fixed pull of the rotor, and the fixed pull of the rotor and the current measured pull can calibrate the pull received by the aircraft to obtain an accurate target pull.
  • the target pulling force can be determined by: calculating the ratio of the current measured pulling force to the fixed rotor pulling force based on the current measured pulling force and the fixed rotor pulling force, and using the ratio of the current measured pulling force to the fixed rotor pulling force as the pulling force calibration coefficient ; According to the tension calibration coefficient and the preset reference tension, calculate the product of the tension calibration coefficient and the preset reference tension, and use the product of the tension calibration coefficient and the preset reference tension as the target tension of the aircraft.
  • the preset reference tensile force is determined by the weight of the aircraft.
  • the preset reference tensile force is the product of the mass of the aircraft and the acceleration of gravity.
  • the historical resistance of the aircraft is the resistance that the aircraft received at the previous moment, that is, the preset time difference from the current moment.
  • the flying speed of the aircraft is the speed of the aircraft relative to the ground.
  • the flying speed of the aircraft can be determined by the airspeed tube of the aircraft.
  • the acceleration is determined by the three-axis accelerometer of the aircraft.
  • the above-mentioned preset time difference can be set based on actual conditions, which is not specifically limited in this application.
  • an empirical value of the preset time difference can be determined through a large number of experiments.
  • S205 Determine the target resistance received by the aircraft according to the target pulling force, acceleration and historical resistance.
  • the first weight coefficient of historical resistance and the second weight coefficient of current resistance are determined according to the preset time difference and the preset smooth complementary coefficient; the historical resistance and the first weight coefficient are calculated based on the historical resistance and the first weight coefficient.
  • the product of the weight coefficient, and the product of the historical resistance and the first weight coefficient is used as the first resistance; according to the current resistance and the second weight coefficient, calculate the product of the current resistance and the second weight coefficient, and combine the current resistance with the second weight coefficient
  • the product of is used as the second resistance; according to the first resistance and the second resistance, calculate the sum of the first resistance and the second resistance, and use the sum of the first resistance and the second resistance as the target resistance of the aircraft.
  • S206 Determine the target wind speed of the environment where the aircraft is located according to the target resistance and flight speed.
  • the current combined speed of the aircraft is determined according to the target resistance; the target wind speed of the environment where the aircraft is located is determined according to the current combined speed and flight speed.
  • the current combined speed is the combined speed of the aircraft at the current moment, and the specific method for determining the current combined speed is: query the mapping relationship table between the pre-stored resistance and the combined speed, and determine the combined speed corresponding to the target resistance as the current combined speed of the aircraft.
  • Speed where the mapping relationship between resistance and total speed is determined by calibration.
  • the aircraft’s current battery power can determine the aircraft’s rotor fixed tension, and the rotor’s fixed tension and the current measured tension can be used to calibrate the aircraft’s tension to obtain an accurate target tension. Based on the target pull, acceleration and historical resistance, accurately determine the target resistance of the aircraft, and finally determine the target wind speed of the environment where the aircraft is based on the target resistance and flight speed, which can further improve the accuracy of wind speed estimation and ensure the flight of the aircraft Performance and safety.
  • FIG. 5 is a schematic flowchart of steps of another method for determining wind speed according to an embodiment of the present application.
  • the wind speed determination method includes steps S301 to S305.
  • the wind speed of the environment is specifically obtained by first obtaining the target pull, acceleration, flight speed and historical resistance of the aircraft at the last moment, that is, the preset time difference from the current moment, and then according to the target pull, acceleration, flight speed and historical resistance of the aircraft, Determine the wind speed of the environment where the aircraft is located.
  • S302. Determine the target resistance received by the aircraft according to the target pulling force, acceleration and historical resistance.
  • the target resistance of the aircraft is determined by the historical resistance of the aircraft and the current resistance through smooth complementarity.
  • the force received by the aircraft includes the pulling force, gravity and resistance provided by the rotor and power system. Therefore, through dynamics The relationship can determine the current resistance of the aircraft, and then the current resistance and historical resistance can determine the target resistance of the aircraft.
  • S303 Determine the target wind speed of the environment where the aircraft is located according to the target resistance and flight speed.
  • the current combined speed of the aircraft is determined according to the target resistance; the target wind speed of the environment where the aircraft is located is determined according to the current combined speed and flight speed.
  • the current combined speed is the combined speed of the aircraft at the current moment, and the specific method for determining the current combined speed is: query the mapping relationship table between the pre-stored resistance and the combined speed, and determine the combined speed corresponding to the target resistance as the current combined speed of the aircraft.
  • Speed where the mapping relationship between resistance and total speed is determined by calibration.
  • the target wind speed of the environment where the aircraft is located determines whether the target wind speed is greater than or equal to the preset threshold. If the target wind speed is greater than or equal to the preset threshold, it means that the environment where the aircraft is located has a higher wind speed and greater control over the aircraft If the target wind speed is less than the preset threshold, it means that the wind speed in the environment of the aircraft is relatively small, which has a small impact on the control of the aircraft and does not need to perform wind resistance operations. It should be noted that the foregoing preset threshold may be set based on actual conditions, which is not specifically limited in this application.
  • wind resistance operations that is, adjust the attitude of the aircraft and/or control the aircraft to land or return home. Specifically, adjust the attitude of the aircraft, or control the aircraft to land or return, or adjust the attitude of the aircraft and Control the aircraft to land or return home.
  • the wind speed determination method after determining the wind speed, determine whether the wind speed will affect the flight control of the aircraft. If the wind speed affects the flight control of the aircraft, adjust the attitude of the aircraft and/or control the aircraft to land or return to ensure the flight of the aircraft. Performance and safety.
  • FIG. 6 is a schematic flowchart of the steps of yet another method for determining wind speed according to an embodiment of the present application.
  • the method for determining wind speed includes steps S401 to S407.
  • the wind speed is specifically obtained by first obtaining the target pull, acceleration, flight speed, and the previous moment, that is, the historical resistance at the preset time difference from the current moment, and then determine the target pull, acceleration, flight speed, and historical resistance of the aircraft The wind speed of the environment where the aircraft is located.
  • S402 Determine the target resistance received by the aircraft according to the target pulling force, acceleration, and historical resistance.
  • the target resistance of the aircraft is determined by the historical resistance of the aircraft and the current resistance through smooth complementarity.
  • the force received by the aircraft includes the pulling force, gravity and resistance provided by the rotor and power system. Therefore, through dynamics The relationship can determine the current resistance of the aircraft, and then the current resistance and historical resistance can determine the target resistance of the aircraft.
  • S403. Determine the target wind speed of the environment where the aircraft is located according to the target resistance and flight speed.
  • the current combined speed of the aircraft is determined according to the target resistance; the target wind speed of the environment where the aircraft is located is determined according to the current combined speed and flight speed.
  • the current combined speed is the combined speed of the aircraft at the current moment, and the specific method for determining the current combined speed is: query the mapping relationship table between the pre-stored resistance and the combined speed, and determine the combined speed corresponding to the target resistance as the current combined speed of the aircraft.
  • Speed where the mapping relationship between resistance and total speed is determined by calibration.
  • the current measured wind speed of the aircraft is obtained through the airspeed tube of the aircraft, where the current measured wind speed is the wind speed measured by the airspeed tube of the aircraft at the current moment. It should be noted that the position of the airspeed tube in the aircraft can be set based on the actual situation, which is not specifically limited in this application.
  • the target wind speed is verified according to the current measured wind speed.
  • the specific verification process is: determine whether the difference between the current measured wind speed and the target wind speed is less than or equal to the preset difference; if the difference between the current measured wind speed and the target wind speed is less than or equal to the preset difference, then confirm The target wind speed passes the verification; if the difference between the current measured wind speed and the target wind speed is greater than the preset difference, it is determined that the target wind speed fails the verification.
  • the above-mentioned preset difference can be set based on actual conditions, which is not specifically limited in this application. After the target wind speed is determined, the target wind speed is verified by the current measured wind speed, which can further ensure the accuracy of the target wind speed.
  • the target wind speed of the environment where the aircraft is located determines whether the target wind speed is greater than or equal to the preset threshold. If the target wind speed is greater than or equal to the preset threshold, it means that the environment where the aircraft is located has a higher wind speed and greater control over the aircraft If the target wind speed is less than the preset threshold, it means that the wind speed in the environment of the aircraft is relatively small, which has a small impact on the control of the aircraft and does not need to perform wind resistance operations. It should be noted that the foregoing preset threshold may be set based on actual conditions, which is not specifically limited in this application. By comparing the target wind speed with a preset threshold value, it can be accurately determined whether the wind speed affects the flight control of the aircraft, which facilitates the timely execution of wind resistance operations when the wind speed affects the flight control, and ensures the flight safety of the aircraft.
  • wind resistance operations that is, adjust the attitude of the aircraft and/or control the aircraft to land or return home. Specifically, adjust the attitude of the aircraft, or control the aircraft to land or return, or adjust the attitude of the aircraft and Control the aircraft to land or return home.
  • the target wind speed is verified by the current measured wind speed.
  • the target wind speed passes the verification, it is determined whether the target wind speed will affect the flight control of the aircraft, and if the wind speed affects the aircraft's flight control Flight control adjusts the attitude of the aircraft and/or controls the aircraft to land or return home, further improving the estimation accuracy of the target wind speed, and ensuring the flight performance and safety of the aircraft.
  • FIG. 7 is a schematic flowchart of the steps of another method for determining wind speed according to an embodiment of the present application.
  • the method for determining wind speed includes steps S501 to S508.
  • the wind speed is specifically obtained by first obtaining the target pull, acceleration, flight speed, and the previous moment, that is, the historical resistance at the preset time difference from the current moment, and then determine the target pull, acceleration, flight speed, and historical resistance of the aircraft The wind speed of the environment where the aircraft is located.
  • S502 Determine the target resistance received by the aircraft according to the target pulling force, acceleration, and historical resistance.
  • the target resistance of the aircraft is determined by the historical resistance of the aircraft and the current resistance through smooth complementarity.
  • the force received by the aircraft includes the pulling force, gravity and resistance provided by the rotor and power system. Therefore, through dynamics The relationship can determine the current resistance of the aircraft, and then the current resistance and historical resistance can determine the target resistance of the aircraft.
  • S503 Determine the target wind speed of the environment where the aircraft is located according to the target resistance and flight speed.
  • the current combined speed of the aircraft is determined according to the target resistance; the target wind speed of the environment where the aircraft is located is determined according to the current combined speed and flight speed.
  • the current combined speed is the combined speed of the aircraft at the current moment, and the specific method for determining the current combined speed is: query the mapping relationship table between the pre-stored resistance and the combined speed, and determine the combined speed corresponding to the target resistance as the current combined speed of the aircraft.
  • Speed where the mapping relationship between resistance and total speed is determined by calibration.
  • the current measured wind speed of the aircraft is obtained through the airspeed tube of the aircraft, where the current measured wind speed is the wind speed measured by the airspeed tube of the aircraft at the current moment. It should be noted that the position of the airspeed tube in the aircraft can be set based on the actual situation, which is not specifically limited in this application.
  • the target wind speed is verified according to the current measured wind speed.
  • the specific verification process is: determine whether the difference between the current measured wind speed and the target wind speed is less than or equal to the preset difference; if the difference between the current measured wind speed and the target wind speed is less than or equal to the preset difference, then confirm The target wind speed passes the verification; if the difference between the current measured wind speed and the target wind speed is greater than the preset difference, it is determined that the target wind speed fails the verification.
  • the difference between the current measured wind speed and the target wind speed determine the wind speed calibration coefficient of the target wind speed, that is, calculate the difference between the current measured wind speed and the target wind speed, and query the difference between the pre-stored difference and the wind speed calibration coefficient
  • the wind speed calibration coefficient corresponding to the difference is determined as the wind speed calibration coefficient of the target wind speed; according to the wind speed calibration coefficient and the current measured wind speed, the target wind speed is calibrated so that the target wind speed after the calibration process passes check.
  • the mapping relationship table between the above difference and the wind speed calibration coefficient can be set based on actual conditions, which is not specifically limited in this application. Performing calibration processing on the target wind speed that has not passed the verification, so that the calibrated target wind speed passes the verification, which can further ensure the accuracy of the target wind speed.
  • the method of calibrating the target wind speed is specifically: obtaining the wind speed calibration weight of the current measured wind speed corresponding to the wind speed calibration coefficient, where the sum of the wind speed calibration weight and the wind speed calibration coefficient is 1; according to the current measured wind speed and wind speed calibration weight , Calculate the product of the current measured wind speed and the wind speed calibration weight, and use the product of the current measured wind speed and the wind speed calibration weight as the first calibration wind speed; according to the target wind speed and the wind speed calibration coefficient, calculate the product of the target wind speed and the wind speed calibration coefficient, and set the target The product of the wind speed and the wind speed calibration coefficient is used as the second calibration wind speed; according to the first calibration wind speed and the second calibration wind speed, the sum of the first calibration wind speed and the second calibration wind speed is calculated, and the first calibration wind speed and the second calibration wind speed are calculated The sum of is used as the target wind speed after calibration. Combining the wind speed calibration coefficient, the current measured wind speed and the wind speed calibration weight to calibrate the target wind speed can further ensure the accuracy of the target wind speed and
  • the method of calibrating the target wind speed is specifically: obtaining the historical wind speed of the aircraft, where the historical wind speed is the wind speed of the environment where the aircraft is located at the previous moment; according to the historical wind speed and the current measured wind speed, The target wind speed is calibrated, so that the target wind speed after the calibration process passes the verification.
  • the first calibration coefficient of the historical wind speed, the second calibration coefficient of the current measured wind speed, and the third calibration coefficient of the target wind speed are acquired, wherein the three coefficients of the first calibration coefficient, the second calibration coefficient and the third calibration coefficient The sum is 1; according to the historical wind speed and the first calibration coefficient, calculate the product of the historical wind speed and the first calibration coefficient, and use the product of the historical wind speed and the first calibration coefficient as the third calibration wind speed; according to the current measured wind speed and the second calibration Coefficient, calculate the product of the current measured wind speed and the second calibration coefficient, and use the product of the current measured wind speed and the second calibration coefficient as the fourth calibration wind speed;
  • the target wind speed and the third calibration coefficient calculate the product of the target wind speed and the third calibration coefficient, and use the product of the target wind speed and the third calibration coefficient as the fifth calibration wind speed; according to the third calibration wind speed, the fourth calibration wind speed and the fifth calibration coefficient Calibrate the wind speed, calculate the sum of the third calibration wind speed, the fourth calibration wind speed and the fifth calibration wind speed, and use the sum of the third calibration wind speed, the fourth calibration wind speed and the fifth calibration wind speed as the calibrated target wind speed.
  • first calibration coefficient is 0.25
  • second calibration coefficient is 0.25
  • third calibration coefficient is 0.5. Combining the historical wind speed, the current measured wind speed, the first calibration coefficient, the second calibration coefficient and the third calibration coefficient to calibrate the target wind speed can further ensure the accuracy of the target wind speed.
  • the target wind speed of the environment where the aircraft is located determines whether the target wind speed is greater than or equal to the preset threshold. If the target wind speed is greater than or equal to the preset threshold, it means that the environment where the aircraft is located has a higher wind speed and greater control over the aircraft If the target wind speed is less than the preset threshold, it means that the wind speed in the environment of the aircraft is relatively small, which has a small impact on the control of the aircraft and does not need to perform wind resistance operations.
  • wind resistance operations that is, adjust the attitude of the aircraft and/or control the aircraft to land or return home. Specifically, adjust the attitude of the aircraft, or control the aircraft to land or return, or adjust the attitude of the aircraft and Control the aircraft to land or return home.
  • the target wind speed is verified by the current measured wind speed.
  • the target wind speed fails the verification, the target wind speed is calibrated so that the calibrated target wind speed passes After the target wind speed has passed the verification, judge whether the target wind speed will affect the flight control of the aircraft. If the wind speed affects the flight control of the aircraft, adjust the attitude of the aircraft and/or control the aircraft to land or return to further increase the target wind speed. The accuracy of the estimation ensures the flight performance and safety of the aircraft.
  • FIG. 8 is a schematic block diagram of a wind speed determination system provided by an embodiment of the present application.
  • the wind speed determination system 600 includes one or more processors 601 and a memory 602, and the processor 601 and the memory 602 are connected by a bus 603, which is, for example, an I2C (Inter-integrated Circuit) bus.
  • I2C Inter-integrated Circuit
  • the processor 601 may be a micro-controller unit (MCU), a central processing unit (Central Processing Unit, CPU), a digital signal processor (Digital Signal Processor, DSP), or the like.
  • MCU micro-controller unit
  • CPU Central Processing Unit
  • DSP Digital Signal Processor
  • the memory 602 may be a Flash chip, a read-only memory (ROM, Read-Only Memory) disk, an optical disk, a U disk, or a mobile hard disk.
  • the processor 601 is configured to run a computer program stored in the memory 602, and implement the following steps when executing the computer program:
  • the target pulling force is the pulling force received by the aircraft at the current moment
  • the historical resistance is the resistance received by the aircraft at the last moment
  • the target wind speed of the environment where the aircraft is located is determined.
  • the processor is used to achieve:
  • the processor implements the acquisition of the current measured tension of the aircraft, it is used to implement:
  • the rotor tension corresponding to the current rotation speed is acquired, and the acquired rotor tension is used as the current measured tension of the aircraft.
  • the processor realizes the determination of the fixed pull force of the rotor of the aircraft according to the current battery power, it is used to realize:
  • the processor when the processor implements the determination of the current battery power consumption percentage of the aircraft according to the current battery power, the processor is configured to implement:
  • the battery reference power and the power difference calculate the ratio of the power difference to the battery reference power, and use the ratio of the power difference to the battery reference power as the current battery of the aircraft Percentage of power consumption.
  • the processor realizes the determination of the target pulling force of the aircraft according to the current measured pulling force and the fixed pulling force of the rotor, it is used to realize:
  • the product of the tensile force calibration coefficient and the preset reference tensile force is calculated, and the product of the tensile force calibration coefficient and the preset reference tensile force is taken as the target tensile force of the aircraft, wherein,
  • the preset reference pulling force is determined by the weight of the aircraft.
  • the processor when used to determine the target resistance of the aircraft based on the target pulling force, acceleration, and historical resistance, it is used to achieve:
  • smoothly complementary processing is performed on the historical resistance and the current resistance to obtain the target resistance received by the aircraft.
  • the processor when the processor realizes the determination of the current resistance received by the aircraft according to the acceleration and the target pulling force, it is configured to realize:
  • the current resistance of the aircraft is determined.
  • the processor when the processor realizes the determination of the current resistance received by the aircraft according to the acceleration and the target pulling force, it is configured to realize:
  • the current resistance of the aircraft is determined.
  • the processor realizes the coordinate system conversion of the target pulling force, it is configured to realize:
  • the coordinate system conversion is performed on the target pulling force.
  • the processor when the processor realizes the determination of the current resistance received by the aircraft according to the acceleration and the target pulling force, it is configured to realize:
  • the mass of the aircraft and the acceleration calculate the product of the mass of the aircraft and the acceleration, and use the product of the mass of the aircraft and the acceleration as the resultant force on the aircraft;
  • the mass of the aircraft and the preset acceleration of gravity calculate the product of the mass of the aircraft and the preset acceleration of gravity, and use the product of the mass of the aircraft and the preset acceleration of gravity as the gravity received by the aircraft;
  • the current resistance of the aircraft is determined.
  • the processor implements smooth complementary processing on the historical resistance and the current resistance according to the historical resistance, the current resistance, and a preset smoothing complementary coefficient, to obtain the target resistance received by the aircraft
  • smooth complementary processing on the historical resistance and the current resistance according to the historical resistance, the current resistance, and a preset smoothing complementary coefficient, to obtain the target resistance received by the aircraft
  • the historical resistance and the first weight coefficient calculate the product of the historical resistance and the first weight coefficient, and use the product of the historical resistance and the first weight coefficient as the first resistance
  • the first resistance and the second resistance calculate the sum of the first resistance and the second resistance, and use the sum of the first resistance and the second resistance as the target received by the aircraft resistance.
  • the processor when used to determine the target wind speed of the environment in which the aircraft is located according to the target drag and flight speed, it is used to achieve:
  • the target wind speed of the environment where the aircraft is located is determined.
  • the processor realizes the determination of the current closing speed of the aircraft according to the target resistance, it is used to realize:
  • mapping relationship table between resistance and the resultant speed Query the pre-stored mapping relationship table between resistance and the resultant speed, and determine the resultant speed corresponding to the target resistance as the current resultant speed of the aircraft, wherein the mapping relationship table between the resistance and the resultant speed is determined by calibration.
  • the processor realizes the determination of the target wind speed of the environment in which the aircraft is located according to the current combined speed and the flight speed, it is configured to realize:
  • the target wind speed is greater than or equal to a preset threshold, adjusting the attitude of the aircraft and/or controlling the aircraft to land or return home.
  • the processor before determining whether the target wind speed is greater than or equal to a preset threshold, the processor is configured to achieve:
  • the target wind speed passes the check, it is determined whether the target wind speed is greater than or equal to a preset threshold.
  • the processor implements the verification of the target wind speed according to the current measured wind speed, it is used to implement:
  • the difference between the current measured wind speed and the target wind speed is greater than a preset difference, it is determined that the target wind speed fails the verification.
  • the processor is configured to implement: after verifying the target wind speed according to the current measured wind speed:
  • the processor implements calibration processing on the target wind speed, it is used to implement:
  • the processor implements calibration processing on the target wind speed according to the wind speed calibration coefficient and the current measured wind speed, it is used to achieve:
  • the first calibration wind speed and the second calibration wind speed calculate the sum of the first calibration wind speed and the second calibration wind speed, and use the sum of the first calibration wind speed and the second calibration wind speed as The target wind speed after calibration.
  • the processor implements calibration processing on the target wind speed, it is used to implement:
  • the processor implements calibration processing on the target wind speed according to the historical wind speed and the current measured wind speed, it is used to achieve:
  • the current measured wind speed and the second calibration coefficient calculate the product of the current measured wind speed and the second calibration coefficient, and use the product of the current measured wind speed and the second calibration coefficient as the fourth calibration Wind speed
  • the third calibration wind speed, the fourth calibration wind speed and the fifth calibration wind speed the sum of the third calibration wind speed, the fourth calibration wind speed and the fifth calibration wind speed is calculated, and the third calibration wind speed The sum of the fourth calibration wind speed and the fifth calibration wind speed is used as the target wind speed after calibration.
  • the acceleration is determined by a three-axis accelerometer of the aircraft.
  • the aircraft 700 includes a body 701, a power system 702, and a wind speed determination system 703.
  • the aircraft includes an unmanned aerial vehicle and a manned aerial vehicle.
  • the unmanned aerial vehicle may be a rotary-wing aircraft, such as a four-rotor aircraft, a six-rotor aircraft, and an eight-rotor aircraft. It can also be a fixed-wing aircraft, or a combination of a rotor-type and a fixed-wing aircraft, which is not limited here.
  • the wind speed determination system 703 may be the wind speed determination system described in any of the foregoing embodiments, and is used to implement the steps of the wind speed determination method provided in the foregoing embodiments.
  • the embodiments of the present application also provide a computer-readable storage medium, the computer-readable storage medium stores a computer program, the computer program includes program instructions, and the processor executes the program instructions to implement the foregoing implementation The steps of the wind speed determination method provided in the example.
  • the computer-readable storage medium may be the internal storage unit of the aircraft described in any of the foregoing embodiments, such as the hard disk or 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, a SmartMedia Card (SMC), or a Secure Digital (SD) card equipped on the aircraft, Flash Card, etc.
  • SMC SmartMedia Card
  • SD Secure Digital

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Abstract

一种风速确定方法、系统、飞行器及计算机可读存储介质，该方法包括：获取飞行器的目标拉力、加速度、飞行速度以及历史阻力（S101）；根据目标拉力、加速度和历史阻力，确定目标阻力（S102）；根据目标阻力和飞行速度，确定目标风速（S103）。本申请可以准确的确定风速。

Description

风速确定方法、系统、飞行器及计算机可读存储介质 技术领域
本发明涉及飞行器技术领域，尤其涉及一种风速确定方法、系统、飞行器及计算机可读存储介质。
背景技术
飞行器在空中飞行时，受到的外力主要包括：重力、飞行器与空气相互作用产生的气动力与力矩，飞行器在空中飞行时受到的外界扰动，主要来自于空气中的风，而风是影响飞行器稳定飞行最主要因素，风会增加飞行的控制难度，当风速较大时，如果飞控没有良好的容错能力，会导致飞行器极不稳定，甚至出现失控的危险，此外，风也会降低飞行器的定点与定高精度。
目前，主要通过空速管确定风速，而飞行器在飞行时，会扰乱气流，对空速管的测量进行干扰，导致确定的风速不准确，而风速不准确，容易出现无法准确稳定的控制飞行器的问题，无法保证飞行器的飞行性能和安全性。因此，如何准确的确定风速，保证飞行器的飞行性能和安全性是目前亟待解决的问题。
发明内容
基于此，本申请提供了一种风速确定方法、系统、飞行器及计算机可读存储介质，旨在准确的确定风速，保证飞行器的飞行性能和安全性。
第一方面，本申请提供了一种风速确定方法，包括：
获取飞行器的目标拉力、加速度、飞行速度以及历史阻力，其中，所述目标拉力为所述飞行器在当前时刻受到的拉力，所述历史阻力为所述飞行器在上一时刻时受到的阻力；
根据所述目标拉力、加速度和历史阻力，确定所述飞行器受到的目标阻力；
根据所述目标阻力和飞行速度，确定所述飞行器所处环境的目标风速。
第二方面，本申请还提供了一种风速确定系统，所述风速确定系统包括一 个或多个处理器，所述处理器用于实现如下步骤：
获取飞行器的目标拉力、加速度、飞行速度以及历史阻力，其中，所述目标拉力为所述飞行器在当前时刻受到的拉力，所述历史阻力为所述飞行器在上一时刻时受到的阻力；
根据所述目标拉力、加速度和历史阻力，确定所述飞行器受到的目标阻力；
根据所述目标阻力和飞行速度，确定所述飞行器所处环境的目标风速。
第三方面，本申请还提供了一种飞行器，所述飞行器包括机体、动力系统，设置于所述机体，用于为所述飞行器提供动力；以及，如上所述的风速确定系统。
第四方面，本申请还提供了一种计算机可读存储介质，其特征在于，所述计算机可读存储介质存储有计算机程序，所述计算机程序被处理器执行时使所述处理器实现如上所述的风速确定方法。
本申请实施例提供了一种风速确定方法、系统、飞行器及计算机可读存储介质，通过飞行器的目标拉力、加速度以及历史阻力，可以准确的确定飞行器所受到的阻力，并通过阻力和飞行器的飞行速度可以准确的确定飞行器所处环境的风速，提高风速的估计准确性，保证飞行器的飞行性能和安全性。
应当理解的是，以上的一般描述和后文的细节描述仅是示例性和解释性的，并不能限制本申请。
附图说明
为了更清楚地说明本申请实施例技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1是本申请一实施例提供的一种风速确定方法的步骤示意流程图；
图2是图1中的风速确定方法的子步骤示意流程图；
图3为本申请实施例中飞行器在有风环境下飞行的一场景示意图；
图4是本申请一实施例提供的另一种风速确定方法的步骤示意流程图；
图5是本申请一实施例提供的又一种风速确定方法的步骤示意流程图；
图6是本申请一实施例提供的又一种风速确定方法的步骤示意流程图；
图7是本申请一实施例提供的又一种风速确定方法的步骤示意流程图；
图8是本申请一实施例提供的一种风速确定系统的结构示意性框图；
图9是本申请一实施例提供的一种飞行器的结构示意性框图。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
附图中所示的流程图仅是示例说明，不是必须包括所有的内容和操作/步骤，也不是必须按所描述的顺序执行。例如，有的操作/步骤还可以分解、组合或部分合并，因此实际执行的顺序有可能根据实际情况改变。
下面结合附图，对本申请的一些实施方式作详细说明。在不冲突的情况下，下述的实施例及实施例中的特征可以相互组合。
本申请的风速确定方法应用于飞行器，包括无人飞行器、载人飞行器。其中，无人飞行器包括旋翼型飞行器，例如四旋翼飞行器、六旋翼飞行器、八旋翼飞行器，也可以是固定翼飞行器，还可以是旋翼型与固定翼飞行器的组合，在此不作限定。
请参阅图1，图1是本申请一实施例提供的一种风速确定方法的步骤示意流程图。该风速确定方法可以应用飞行器中，用于估算飞行器所处环境的风速。
具体地，如图1所示，该风速确定方法包括步骤S101至步骤S103。
S101、获取飞行器的目标拉力、加速度、飞行速度以及历史阻力。
其中，飞行器的目标拉力为飞行器在当前时刻受到的拉力，飞行器的历史阻力为飞行器在上一时刻，即距离当前时刻预设时间差时受到的阻力，且初始值为0，飞行器的飞行速度为飞行器相对于地面飞行的速度，可以通过飞行器的空速管确定飞行器的飞行速度，加速度通过飞行器的三轴加速度计确定。需要说明的是，上述预设时间差可基于实际情况进行设置，本申请对此不作具体限定，可选地，可以通过大量的实验确定一个预设时间差的经验值。从而提高 后续对于目标阻力进行更新的频率，增加计算的准确性。
飞行器在飞行过程中，在空中飞行时受到的外界扰动，主要来自于空气中的风，而风是影响旋翼飞行器稳定飞行最主要因素，风会增加飞行的控制难度，为此需要确定飞行器所处环境的风速，具体为先获取飞行器的目标拉力、加速度、飞行速度以及历史阻力，然后再根据飞行器的目标拉力、加速度、飞行速度以及历史阻力，确定飞行器所处环境的风速。从而有利于用户根据所确定的飞行器所处环境的风速，对飞行器进行飞行控制。
S102、根据所述目标拉力、加速度和历史阻力，确定所述飞行器受到的目标阻力。
其中，飞行器受到的目标阻力由飞行器的历史阻力和当前阻力通过平滑互补确定，而飞行器在飞行过程中，所受到的力包括由旋翼和动力系统提供的拉力、重力和阻力。其中，飞行器在空中飞行的过程中，受到的外界阻力主要是来源于环境风产生的阻力。因此，通过动力学关系可以确定飞行器受到的当前阻力，再通过当前阻力和历史阻力可以确定飞行器受到的目标阻力。可以准确的确定飞行器受到的目标阻力，便于后续对风速进行准确的确定。
在一实施例中，如图2所示，步骤S102具体包括：子步骤S1021至S1022。
S1021、根据所述加速度和所述目标拉力，确定所述飞行器受到的当前阻力。
具体地，根据飞行器的质量和加速度，计算飞行器的质量与加速度的乘积，并将飞行器的质量与加速度的乘积作为飞行器受到的合力；根据飞行器的质量和预设重力加速度，计算飞行器的质量与预设重力加速度的乘积，并将飞行器的质量与预设重力加速度的乘积作为飞行器所受到的重力；根据飞行器受到的合力和重力，以及目标拉力，确定飞行器受到的当前阻力，即在确定飞行器受到的合力、重力和目标拉力之后，可以通过动力学关系确定飞行器受到的当前阻力。通过确定飞行器所受到的重力、拉力和合力之后，可以准确的确定飞行器受到的当前阻力，便于后续对目标阻力进行准确的确定。
其中，预设重力加速度可基于飞行器所在位置的高度进行设置，本申请对此不作具体限定，可选地，预设重力加速度为g＝9.8m/s 2，该目标拉力可选为飞行器的当前测量拉力，则目标拉力的获取方式具体为：获取飞行器的当前转速，然后根据预存的转速与旋翼拉力的映射关系表，获取当前转速对应的旋翼拉力， 并将获取到的旋翼拉力作为飞行器的目标拉力。需要说明的是，转速与旋翼拉力的映射关系表可基于实际情况进行设置，本申请对此不作具体限定。
在一实施例中，将飞行器的目标拉力和加速度转换到同一坐标系，以获得同一坐标系下的加速度和目标拉力；根据同一坐标系下的加速度和目标拉力，确定飞行器受到的当前阻力。通过将飞行器的目标拉力和加速度转换到同一坐标系，可以提高计算速度。
在一实施例中，对目标拉力进行坐标系转换，以使得加速度和经过坐标系转换后的目标拉力均位于同一坐标系；根据加速度和经过坐标系转换后的目标拉力，确定飞行器受到的当前阻力。
其中，对目标拉力进行坐标系转换的方式具体为：获取坐标系转换所需的欧拉角，并根据该欧拉角确定坐标系转换所需的旋转矩阵；根据该旋转矩阵，对目标拉力进行坐标系转换。需要说明的是，坐标系转换所需的欧拉角为参与坐标系转换的两个坐标系中一个坐标系的X轴、Y轴和Y轴分别与另一个坐标系的X轴、Y轴和Y轴之间的夹角。通过将飞行器的目标拉力和加速度转换到同一坐标系，可以得到飞行器由一个坐标系转换到另一个坐标系下的姿态表示，可以提高计算速度，也可以提高当前阻力的准确度。
S1022、根据所述历史阻力、所述当前阻力和预设平滑互补系数，对所述历史阻力和所述当前阻力进行平滑互补处理，得到所述飞行器受到的目标阻力。
具体地，根据预设时间差和预设平滑互补系数，确定历史阻力的第一权重系数和当前阻力的第二权重系数；根据历史阻力和所述第一权重系数，计算历史阻力与所述第一权重系数的乘积，并将历史阻力与第一权重系数的乘积作为第一阻力；根据当前阻力和第二权重系数，计算当前阻力与第二权重系数的乘积，并将当前阻力与第二权重系数的乘积作为第二阻力；根据第一阻力和第二阻力，计算第一阻力与第二阻力的和，并将第一阻力与第二阻力的和作为飞行器受到的目标阻力。
其中，第一权重系数和第二权重系数的确定方式具体为：根据预设时间差和预设平滑互补系数，计算预设时间差与预设平滑互补系数的和，并根据预设时间差与预设平滑互补系数之间的和，以及飞行器的质量，计算预设时间差与预设平滑互补系数之间的和与飞行器的质量的比值，然后将该比值作为第一权重系数，并用1减去第一权重系数，得到第二权重系数。需要说明的是，预设 平滑互补系数和预设时间差可基于实际情况进行设置，本申请对此不作具体限定，可选地，预设平滑互补系数的取值范围为0-1。通过对历史阻力和当前阻力进行平滑互补处理，可以得到平滑稳定的目标阻力，保证目标阻力的准确度，避免不稳定的目标阻力对飞行器的飞控造成影响。
S103、根据所述目标阻力和飞行速度，确定所述飞行器所处环境的目标风速。
其中，飞行器在飞行时，飞行器的合速度由飞行器的飞行速度和风速确定，反之，通过飞行器的合速度和飞行速度可以确定飞行器所处环境的风速。
具体地，根据目标阻力，确定飞行器的当前合速度；根据当前合速度和飞行速度，确定飞行器所处环境的目标风速。其中，当前合速度为飞行器在当前时刻的合速度，当前合速度的确定方式具体为：查询预存的阻力与合速度之间的映射关系表，将目标阻力对应的合速度确定为飞行器的当前合速度，其中，阻力与合速度之间的映射关系表通过标定确定。在确定飞行器的合速度和飞行速度之后，通过动力学关系可以准确的确定飞行器所处环境的目标风速，从而有利于用户根据所确定的飞行器所处环境的风速，对飞行器进行飞行控制。
需要说明的是，阻力与合速度之间的映射关系表的标定方式包括风洞悬停标定和/或实际飞行标定，风洞悬停标定为飞行器在风洞中悬停，抵消地面风效应，飞行器的合速度为风速，然后通过不断改变风洞中的风速，可以得到飞行器的合速度与阻力之间的映射关系表；实际飞行标定为在空旷的场地向前飞行和向后飞行，抵消地面风效应，飞行器的合速度为风速，通过不断的实际飞行，记录合速度与阻力之间的映射关系表。
图3为本申请实施例中飞行器在有风环境下飞行的一场景示意图，如图3所示，图中的虚线区域表示飞行器所处环境的风，设飞行器处于悬停状态，则飞行器相对于地面的速度，即飞行速度为零，合速度方向与风速方向相同，且风速等于合速度；设飞行器直线飞行，且飞行器的飞行方向与风向相同，即飞行器的飞行速度的方向与风速的方向相同，则合速度、飞行速度和风速同向，合速度的绝对值减去飞行速度的绝对值等于风速的绝对值；设飞行器直线飞行，且飞行器的飞行方向与风向相反，即飞行器的飞行速度的方向与风速的方向相反，则合速度与风速反向，飞行速度的绝对值减去合速度的绝对值等于风速的绝对值。
上述实施例提供的风速确定方法，通过飞行器的目标拉力、加速度以及历史阻力，可以准确的确定飞行器所受到的阻力，并通过阻力和飞行器的飞行速度可以准确的确定飞行器所处环境的风速，提高风速的估计准确性，保证飞行器的飞行性能和安全性。
请参阅图4，图4是本申请一实施例提供的另一种风速确定方法的步骤示意流程图。
具体地，如图4所示，该风速确定方法包括步骤S201至S206。
S201、获取所述飞行器的当前测量拉力。
具体地，获取飞行器的当前转速，然后根据预存的转速与旋翼拉力的映射关系表，获取当前转速对应的旋翼拉力，并将获取到的旋翼拉力作为飞行器的当前测量拉力。需要说明的是，上述转速与旋翼拉力的映射关系表可基于实际情况进行设置，本申请对此不作具体限定。
S202、获取所述飞行器的当前电池电量，并根据所述当前电池电量，确定所述飞行器的旋翼固定拉力。
获取飞行器的当前电池电量，并根据当前电池电量，确定飞行器的旋翼固定拉力，即查询预存的电池电量与旋翼拉力的映射关系表，获取当前电池电量对应的旋翼拉力，并将获取到的旋翼拉力作为飞行器的旋翼固定拉力。需要说明的是，上述电池电量与旋翼拉力的映射关系表可基于实际情况进行设置，本申请对此不作具体限定。
在一实施例中，旋翼固定拉力的确定方式还可以为：获取飞行器的当前电池电量，并根据当前电池电量，确飞行器的当前电池耗电百分比，然后查询预存的耗电百分比与旋翼拉力的映射关系表，将当前电池耗电百分比对应的旋翼拉力确定为飞行器的旋翼固定拉力。需要说明的是，上述耗电百分比与旋翼拉力的映射关系表可基于实际情况进行设置，本申请对此不作具体限定。
其中，当前电池耗电百分比的确定方式具体为：获取飞行器的电池基准电量；根据电池基准电量和当前电池电量，计算电池基准电量与当前电池电量的电量差值；根据电池基准电量和电量差值，计算电量差值与电池基准电量的比值，并将电量差值与所述电池基准电量的比值作为飞行器的当前电池耗电百分比。需要说明的是，上述电池基准电量为飞行器的电池处于满电时的电量。
S203、根据所述当前测量拉力和所述旋翼固定拉力，确定所述飞行器的目 标拉力。
在确定当前测量拉力和旋翼固定拉力之后，根据当前测量拉力和旋翼固定拉力，确定飞行器的目标拉力，具体为：查询预存的旋翼固定拉力与拉力校准系数之间的映射关系表，将该旋翼固定拉力对应的拉力校准系数确定为目标拉力校准系数，然后计算当前测量拉力与该目标拉力校准系数的乘积，得到拉力校准值，并计算该拉力校准值与当前测量拉力的和，且将该拉力校准值与当前测量拉力的和作为飞行器的目标拉力。需要说明的是，旋翼固定拉力与拉力校准系数之间的映射关系表可基于实际情况进行设置，本申请对此不作具体限定。通过飞行器的当前电池电量可以确定飞行器的旋翼固定拉力，再通过旋翼固定拉力和当前测量拉力可以对飞行器所受到的拉力进行校准，得到准确的目标拉力。
在一实施例中，目标拉力的确定方式还可以为：根据当前测量拉力和旋翼固定拉力，计算当前测量拉力与旋翼固定拉力的比值，并将当前测量拉力与旋翼固定拉力的比值作为拉力校准系数；根据拉力校准系数与预设基准拉力，计算拉力校准系数与预设基准拉力的乘积，并将拉力校准系数与预设基准拉力的乘积作为飞行器的目标拉力。其中，预设基准拉力由飞行器的重量确定，可选地，预设基准拉力为飞行器的质量与重力加速度的乘积。
S204、获取飞行器的加速度、飞行速度以及历史阻力。
其中，飞行器的历史阻力为飞行器在上一时刻，即距离当前时刻预设时间差时受到的阻力，飞行器的飞行速度为飞行器相对于地面飞行的速度，可以通过飞行器的空速管确定飞行器的飞行速度，加速度通过飞行器的三轴加速度计确定。需要说明的是，上述预设时间差可基于实际情况进行设置，本申请对此不作具体限定，可选地，可以通过大量的实验确定一个预设时间差的经验值。
S205、根据所述目标拉力、加速度和历史阻力，确定所述飞行器受到的目标阻力。
具体地，根据预设时间差和预设平滑互补系数，确定历史阻力的第一权重系数和当前阻力的第二权重系数；根据历史阻力和所述第一权重系数，计算历史阻力与所述第一权重系数的乘积，并将历史阻力与第一权重系数的乘积作为第一阻力；根据当前阻力和第二权重系数，计算当前阻力与第二权重系数的乘积，并将当前阻力与第二权重系数的乘积作为第二阻力；根据第一阻力和第二 阻力，计算第一阻力与第二阻力的和，并将第一阻力与第二阻力的和作为飞行器受到的目标阻力。
S206、根据所述目标阻力和飞行速度，确定所述飞行器所处环境的目标风速。
具体地，根据目标阻力，确定飞行器的当前合速度；根据当前合速度和飞行速度，确定飞行器所处环境的目标风速。其中，当前合速度为飞行器在当前时刻的合速度，当前合速度的确定方式具体为：查询预存的阻力与合速度之间的映射关系表，将目标阻力对应的合速度确定为飞行器的当前合速度，其中，阻力与合速度之间的映射关系表通过标定确定。
上述实施例提供的风速确定方法，通过飞行器的当前电池电量可以确定飞行器的旋翼固定拉力，再通过旋翼固定拉力和当前测量拉力可以对飞行器所受到的拉力进行校准，得到准确的目标拉力，然后再基于目标拉力、加速度和历史阻力，准确的确定飞行器受到的目标阻力，最后再根据目标阻力和飞行速度，确定飞行器所处环境的目标风速，可以进一步地提高风速的估计准确性，保证飞行器的飞行性能和安全性。
请参阅图5，图5是本申请一实施例提供的又一种风速确定方法的步骤示意流程图。
具体地，如图5所示，该风速确定方法包括步骤S301至步骤S305。
S301、获取飞行器的目标拉力、加速度、飞行速度以及历史阻力。
飞行器在飞行过程中，在空中飞行时受到的外界扰动，主要来自于空气中的风，而风是影响旋翼飞行器稳定飞行最主要因素，风会增加飞行的控制难度，为此需要确定飞行器所处环境的风速，具体为先获取飞行器的目标拉力、加速度、飞行速度以及上一时刻，即距离当前时刻预设时间差时的历史阻力，然后再根据飞行器的目标拉力、加速度、飞行速度以及历史阻力，确定飞行器所处环境的风速。
S302、根据所述目标拉力、加速度和历史阻力，确定所述飞行器受到的目标阻力。
其中，飞行器受到的目标阻力由飞行器的历史阻力和当前阻力通过平滑互补确定，而飞行器在飞行过程中，所受到的力包括由旋翼和动力系统提供的拉力、重力和阻力，因此，通过动力学关系可以确定飞行器受到的当前阻力，再 通过当前阻力和历史阻力可以确定飞行器受到的目标阻力。
S303、根据所述目标阻力和飞行速度，确定所述飞行器所处环境的目标风速。
具体地，根据目标阻力，确定飞行器的当前合速度；根据当前合速度和飞行速度，确定飞行器所处环境的目标风速。其中，当前合速度为飞行器在当前时刻的合速度，当前合速度的确定方式具体为：查询预存的阻力与合速度之间的映射关系表，将目标阻力对应的合速度确定为飞行器的当前合速度，其中，阻力与合速度之间的映射关系表通过标定确定。
S304、确定所述目标风速是否大于或等于预设阈值。
在确定飞行器所处环境的目标风速之后，确定目标风速是否大于或等于预设阈值，如果目标风速大于或等于预设阈值，则表示飞行器所处环境的风速较大，对飞行器的控制存在较大的影响，需要执行抗风操作，而如果目标风速小于预设阈值，则表示飞行器所处环境的风速较小，对飞行器的控制存在较小的影响，不需要执行抗风操作。需要说明的是，上述预设阈值可基于实际情况进行设置，本申请对此不作具体限定。
S305、若所述目标风速大于或等于预设阈值，则调整所述飞行器的姿态和/或控制所述飞行器降落或返航。
如果目标风速大于或等于预设阈值，则执行抗风操作，即调整飞行器的姿态和/或控制飞行器降落或返航，具体为调整飞行器的姿态、或者控制飞行器降落或返航，或者调整飞行器的姿态以及控制飞行器降落或返航。
上述实施例提供的风速确定方法，在确定风速之后，判断风速是否会影响飞行器的飞控，如果风速影响飞行器的飞控，则调整飞行器的姿态和/或控制飞行器降落或返航，保证飞行器的飞行性能和安全性。
请参阅图6，图6是本申请一实施例提供的又一种风速确定方法的步骤示意流程图。
具体地，如图6所示，该风速确定方法包括步骤S401至步骤S407。
S401、获取飞行器的目标拉力、加速度、飞行速度以及历史阻力。
飞行器在飞行过程中，在空中飞行时受到的外界扰动，主要来自于空气中的风，而风是影响飞行器稳定飞行最主要因素，风会增加飞行的控制难度，为此需要确定飞行器所处环境的风速，具体为先获取飞行器的目标拉力、加速度、 飞行速度以及上一时刻，即距离当前时刻预设时间差时的历史阻力，然后再根据飞行器的目标拉力、加速度、飞行速度以及历史阻力，确定飞行器所处环境的风速。
S402、根据所述目标拉力、加速度和历史阻力，确定所述飞行器受到的目标阻力。
其中，飞行器受到的目标阻力由飞行器的历史阻力和当前阻力通过平滑互补确定，而飞行器在飞行过程中，所受到的力包括由旋翼和动力系统提供的拉力、重力和阻力，因此，通过动力学关系可以确定飞行器受到的当前阻力，再通过当前阻力和历史阻力可以确定飞行器受到的目标阻力。
S403、根据所述目标阻力和飞行速度，确定所述飞行器所处环境的目标风速。
具体地，根据目标阻力，确定飞行器的当前合速度；根据当前合速度和飞行速度，确定飞行器所处环境的目标风速。其中，当前合速度为飞行器在当前时刻的合速度，当前合速度的确定方式具体为：查询预存的阻力与合速度之间的映射关系表，将目标阻力对应的合速度确定为飞行器的当前合速度，其中，阻力与合速度之间的映射关系表通过标定确定。
S404、通过所述飞行器的空速管获取所述飞行器的当前测量风速。
在确定飞行器所处环境的目标风速之后，通过飞行器的空速管获取飞行器的当前测量风速，其中，当前测量风速为飞行器的空速管在当前时刻测量得到的风速。需要说明的是，飞行器中空速管的位置可基于实际情况进行设置，本申请对此不作具体限定。
S405、根据所述当前测量风速，对所述目标风速进行校验。
在获取到当前测量风速之后，根据该当前测量风速，对该目标风速进行校验。具体的校验过程为：确定当前测量风速与目标风速之间的差值是否小于或等于预设差值；若当前测量风速与目标风速之间的差值小于或等于预设差值，则确定目标风速通过校验；若当前测量风速与目标风速之间的差值大于预设差值，则确定目标风速未通过校验。需要说明的是，上述预设差值可基于实际情况进行设置，本申请对此不作具体限定。在确定目标风速之后，通过当前测量风速对目标风速进行校验，可以进一步地保证目标风速的准确性。
S406、当所述目标风速通过校验时，确定所述目标风速是否大于或等于预设阈值。
在确定飞行器所处环境的目标风速之后，确定目标风速是否大于或等于预设阈值，如果目标风速大于或等于预设阈值，则表示飞行器所处环境的风速较大，对飞行器的控制存在较大的影响，需要执行抗风操作，而如果目标风速小于预设阈值，则表示飞行器所处环境的风速较小，对飞行器的控制存在较小的影响，不需要执行抗风操作。需要说明的是，上述预设阈值可基于实际情况进行设置，本申请对此不作具体限定。通过将目标风速与预设阈值进行比较，可以准确的确定风速是否对飞行器的飞控产生影响，便于在风速对飞控产生影响时，及时的执行抗风操作，保证飞行器的飞行安全。
S407、若所述目标风速大于或等于预设阈值，则调整所述飞行器的姿态和/或控制所述飞行器降落或返航。
如果目标风速大于或等于预设阈值，则执行抗风操作，即调整飞行器的姿态和/或控制飞行器降落或返航，具体为调整飞行器的姿态、或者控制飞行器降落或返航，或者调整飞行器的姿态以及控制飞行器降落或返航。
上述实施例提供的风速确定方法，在确定目标风速之后，通过当前测量风速对目标风速进行校验，在目标风速通过校验时，判断目标风速是否会影响飞行器的飞控，如果风速影响飞行器的飞控，则调整飞行器的姿态和/或控制飞行器降落或返航，进一步地提高目标风速的估计准确性，保证飞行器的飞行性能和安全性。
请参阅图7，图7是本申请一实施例提供的又一种风速确定方法的步骤示意流程图。
具体地，如图7所示，该风速确定方法包括步骤S501至步骤S508。
S501、获取飞行器的目标拉力、加速度、飞行速度以及历史阻力。
飞行器在飞行过程中，在空中飞行时受到的外界扰动，主要来自于空气中的风，而风是影响飞行器稳定飞行最主要因素，风会增加飞行的控制难度，为此需要确定飞行器所处环境的风速，具体为先获取飞行器的目标拉力、加速度、飞行速度以及上一时刻，即距离当前时刻预设时间差时的历史阻力，然后再根据飞行器的目标拉力、加速度、飞行速度以及历史阻力，确定飞行器所处环境的风速。
S502、根据所述目标拉力、加速度和历史阻力，确定所述飞行器受到的目标阻力。
其中，飞行器受到的目标阻力由飞行器的历史阻力和当前阻力通过平滑互补确定，而飞行器在飞行过程中，所受到的力包括由旋翼和动力系统提供的拉力、重力和阻力，因此，通过动力学关系可以确定飞行器受到的当前阻力，再通过当前阻力和历史阻力可以确定飞行器受到的目标阻力。
S503、根据所述目标阻力和飞行速度，确定所述飞行器所处环境的目标风速。
具体地，根据目标阻力，确定飞行器的当前合速度；根据当前合速度和飞行速度，确定飞行器所处环境的目标风速。其中，当前合速度为飞行器在当前时刻的合速度，当前合速度的确定方式具体为：查询预存的阻力与合速度之间的映射关系表，将目标阻力对应的合速度确定为飞行器的当前合速度，其中，阻力与合速度之间的映射关系表通过标定确定。
S504、通过所述飞行器的空速管获取所述飞行器的当前测量风速。
在确定飞行器所处环境的目标风速之后，通过飞行器的空速管获取飞行器的当前测量风速，其中，当前测量风速为飞行器的空速管在当前时刻测量得到的风速。需要说明的是，飞行器中空速管的位置可基于实际情况进行设置，本申请对此不作具体限定。
S505、根据所述当前测量风速，对所述目标风速进行校验。
在获取到当前测量风速之后，根据该当前测量风速，对该目标风速进行校验。具体的校验过程为：确定当前测量风速与目标风速之间的差值是否小于或等于预设差值；若当前测量风速与目标风速之间的差值小于或等于预设差值，则确定目标风速通过校验；若当前测量风速与目标风速之间的差值大于预设差值，则确定目标风速未通过校验。
S506、当所述目标风速未通过校验时，对所述目标风速进行校准处理，以使经过校准处理后的目标风速通过校验。
具体地，根据当前测量风速与目标风速之间的差值，确定目标风速的风速校准系数，即计算当前测量风速与目标风速之间的差值，并查询预存的差值与风速校准系数之间的映射关系表，将该差值对应的风速校准系数确定为目标风速的风速校准系数；根据该风速校准系数和当前测量风速，对目标风速进行校准处理，以使经过校准处理后的目标风速通过校验。需要说明的是，上述差值与风速校准系数之间的映射关系表可基于实际情况进行设置，本申请对此不作 具体限定。对未通过校验的目标风速进行校准处理，以使得经过校准的目标风速通过校验，可以进一步地保证目标风速的准确性。
其中，对目标风速进行校准处理的方式具体为：获取与风速校准系数对应的当前测量风速的风速校准权重，其中，风速校准权重与风速校准系数之和为1；根据当前测量风速和风速校准权重，计算当前测量风速与风速校准权重的乘积，并将当前测量风速与风速校准权重的乘积作为第一校准风速；根据目标风速和风速校准系数，计算目标风速与风速校准系数的乘积，并将目标风速与风速校准系数的乘积作为第二校准风速；根据第一校准风速和第二校准风速，计算第一校准风速与所述第二校准风速的和，并将第一校准风速与第二校准风速的和作为经过校准后的目标风速。结合风速校准系数、当前测量风速和风速校准权重对目标风速进行校准处理，可以进一步地保证目标风速的准确性。
在另一实施例中，对目标风速进行校准处理的方式具体为：获取飞行器的历史风速，其中，历史风速为飞行器在上一时刻时时的所处环境的风速；根据历史风速和当前测量风速，对目标风速进行校准处理，以使经过校准处理后的目标风速通过校验。
具体地，获取历史风速的第一校准系数、当前测量风速的第二校准系数和目标风速的第三校准系数，其中，第一校准系数、第二校准系数与第三校准系数的这三个系数之和为1；根据历史风速和第一校准系数，计算历史风速与第一校准系数的乘积，并将历史风速与第一校准系数的乘积作为第三校准风速；根据当前测量风速和第二校准系数，计算当前测量风速与第二校准系数的乘积，并将当前测量风速与第二校准系数的乘积作为第四校准风速；
根据目标风速和第三校准系数，计算目标风速与第三校准系数的乘积，并将目标风速与第三校准系数的乘积作为第五校准风速；根据第三校准风速、第四校准风速和第五校准风速，计算第三校准风速、第四校准风速和第五校准风速的和，并将第三校准风速、第四校准风速和第五校准风速的和作为经过校准后的目标风速。
需要说明的是，上述第一校准系数、第二校准系数和第三校准系数可基于实际情况进行设置，本申请对此不作具体限定，可选地，第一校准系数为0.25,，第二校准系数为0.25，第三校准系数为0.5。结合历史风速、当前测量风速、第一校准系数、第二校准系数和第三校准系数，对目标风速进行校准处理，可以 进一步地保证目标风速的准确性。
S507、当所述目标风速通过校验时，确定所述目标风速是否大于或等于预设阈值。
在确定飞行器所处环境的目标风速之后，确定目标风速是否大于或等于预设阈值，如果目标风速大于或等于预设阈值，则表示飞行器所处环境的风速较大，对飞行器的控制存在较大的影响，需要执行抗风操作，而如果目标风速小于预设阈值，则表示飞行器所处环境的风速较小，对飞行器的控制存在较小的影响，不需要执行抗风操作。
S508、若所述目标风速大于或等于预设阈值，则调整所述飞行器的姿态和/或控制所述飞行器降落或返航。
如果目标风速大于或等于预设阈值，则执行抗风操作，即调整飞行器的姿态和/或控制飞行器降落或返航，具体为调整飞行器的姿态、或者控制飞行器降落或返航，或者调整飞行器的姿态以及控制飞行器降落或返航。
上述实施例提供的风速确定方法，在确定目标风速之后，通过当前测量风速对目标风速进行校验，当目标风速未通过校验时，对目标风速进行校准处理，以使得经过校准的目标风速通过校验，然后在目标风速通过校验后，判断目标风速是否会影响飞行器的飞控，如果风速影响飞行器的飞控，则调整飞行器的姿态和/或控制飞行器降落或返航，进一步地提高目标风速的估计准确性，保证飞行器的飞行性能和安全性。
请参阅图8，图8是本申请一实施例提供的风速确定系统的示意性框图。在一种实施方式中，该风速确定系统600包括一个或多个处理器601和存储器602，处理器601和存储器602通过总线603连接，该总线603比如为I2C(Inter-integrated Circuit)总线。
具体地，处理器601可以是微控制单元(Micro-controller Unit，MCU)、中央处理单元(Central Processing Unit，CPU)或数字信号处理器(Digital Signal Processor，DSP)等。
具体地，存储器602可以是Flash芯片、只读存储器(ROM，Read-Only Memory)磁盘、光盘、U盘或移动硬盘等。
其中，所述处理器601用于运行存储在存储器602中的计算机程序，并在执行所述计算机程序时实现如下步骤：
获取飞行器的目标拉力、加速度、飞行速度以及历史阻力，其中，所述目标拉力为所述飞行器在当前时刻受到的拉力，所述历史阻力为所述飞行器在上一时刻时时受到的阻力；
根据所述目标拉力、加速度和历史阻力，确定所述飞行器受到的目标阻力；
根据所述目标阻力和飞行速度，确定所述飞行器所处环境的目标风速。
可选地，所述处理器在实现获取飞行器的目标拉力时，用于实现：
获取所述飞行器的当前测量拉力；
获取所述飞行器的当前电池电量，并根据所述当前电池电量，确定所述飞行器的旋翼固定拉力；
根据所述当前测量拉力和所述旋翼固定拉力，确定所述飞行器的目标拉力。可选地，所述处理器在实现获取所述飞行器的当前测量拉力时，用于实现：
获取所述飞行器的当前转速；
根据预存的转速与旋翼拉力的映射关系表，获取所述当前转速对应的旋翼拉力，并将获取到的所述旋翼拉力作为所述飞行器的当前测量拉力。
可选地，所述处理器在实现根据所述当前电池电量，确定所述飞行器的旋翼固定拉力时，用于实现：
根据所述当前电池电量确定所述飞行器的当前电池耗电百分比；
查询预存的耗电百分比与旋翼拉力的映射关系表，将所述当前电池耗电百分比对应的旋翼拉力确定为所述飞行器的旋翼固定拉力。
可选地，所述处理器在实现根据所述当前电池电量确定所述飞行器的当前电池耗电百分比时，用于实现：
获取所述飞行器的电池基准电量；
根据所述电池基准电量和所述当前电池电量，计算所述电池基准电量与所述当前电池电量的电量差值；
根据所述电池基准电量和所述电量差值，计算所述电量差值与所述电池基准电量的比值，并将所述电量差值与所述电池基准电量的比值作为所述飞行器的当前电池耗电百分比。
可选地，所述处理器在实现根据所述当前测量拉力和所述旋翼固定拉力，确定所述飞行器的目标拉力时，用于实现：
根据所述当前测量拉力和所述旋翼固定拉力，计算所述当前测量拉力与所 述旋翼固定拉力的比值，并将所述当前测量拉力与所述旋翼固定拉力的比值作为拉力校准系数；
根据所述拉力校准系数与预设基准拉力，计算所述拉力校准系数与预设基准拉力的乘积，并将所述拉力校准系数与预设基准拉力的乘积作为所述飞行器的目标拉力，其中，所述预设基准拉力由所述飞行器的重量确定。
可选地，所述处理器在实现根据所述目标拉力、加速度和历史阻力，确定所述飞行器受到的目标阻力时，用于实现：
根据所述加速度和所述目标拉力，确定所述飞行器受到的当前阻力；
根据所述历史阻力、所述当前阻力和预设平滑互补系数，对所述历史阻力和所述当前阻力进行平滑互补处理，得到所述飞行器受到的目标阻力。
可选地，所述处理器在实现根据所述加速度和所述目标拉力，确定所述飞行器受到的当前阻力时，用于实现：
将所述目标拉力和所述加速度转换到同一坐标系，以获得同一坐标系下的加速度和目标拉力；
根据所述同一坐标系下的加速度和目标拉力，确定所述飞行器受到的当前阻力。
可选地，所述处理器在实现根据所述加速度和所述目标拉力，确定所述飞行器受到的当前阻力时，用于实现：
对所述目标拉力进行坐标系转换，以使得所述加速度和经过坐标系转换后的目标拉力均位于同一坐标系；
根据所述加速度和经过坐标系转换后的目标拉力，确定所述飞行器受到的当前阻力。
可选地，所述处理器在实现对所述目标拉力进行坐标系转换时，用于实现：
获取坐标系转换所需的欧拉角，并根据所述欧拉角确定坐标系转换所需的旋转矩阵；
根据所述旋转矩阵，对所述目标拉力进行坐标系转换。
可选地，所述处理器在实现根据所述加速度和所述目标拉力，确定所述飞行器受到的当前阻力时，用于实现：
根据所述飞行器的质量和所述加速度，计算所述飞行器的质量与所述加速度的乘积，并将所述飞行器的质量与所述加速度的乘积作为所述飞行器受到的 合力；
根据所述飞行器的质量和预设重力加速度，计算所述飞行器的质量与预设重力加速度的乘积，并将所述飞行器的质量与预设重力加速度的乘积作为所述飞行器所受到的重力；
根据所述飞行器受到的合力和重力，以及所述目标拉力，确定所述飞行器受到的当前阻力。
可选地，所述处理器在实现根据所述历史阻力、所述当前阻力和预设平滑互补系数，对所述历史阻力和所述当前阻力进行平滑互补处理，得到所述飞行器受到的目标阻力时，用于实现：
根据预设时间差和预设平滑互补系数，确定所述历史阻力的第一权重系数和所述当前阻力的第二权重系数；
根据所述历史阻力和所述第一权重系数，计算所述历史阻力与所述第一权重系数的乘积，并将所述历史阻力与所述第一权重系数的乘积作为第一阻力；
根据所述当前阻力和所述第二权重系数，计算所述当前阻力与所述第二权重系数的乘积，并将所述当前阻力与所述第二权重系数的乘积作为第二阻力；
根据所述第一阻力和所述第二阻力，计算所述第一阻力与所述第二阻力的和，并将所述第一阻力与所述第二阻力的和作为所述飞行器受到的目标阻力。
可选地，所述处理器在实现根据所述目标阻力和飞行速度，确定所述飞行器所处环境的目标风速时，用于实现：
根据所述目标阻力，确定所述飞行器的当前合速度，其中，所述当前合速度为所述飞行器在当前时刻的合速度；
根据所述当前合速度和所述飞行速度，确定所述飞行器所处环境的目标风速。
可选地，所述处理器在实现根据所述目标阻力，确定所述飞行器的当前合速度时，用于实现：
查询预存的阻力与合速度之间的映射关系表，将所述目标阻力对应的合速度确定为所述飞行器的当前合速度，其中，阻力与合速度之间的映射关系表通过标定确定。
可选地，所述处理器在实现根据所述当前合速度和所述飞行速度，确定所述飞行器所处环境的目标风速之后，用于实现：
确定所述目标风速是否大于或等于预设阈值；
若所述目标风速大于或等于预设阈值，则调整所述飞行器的姿态和/或控制所述飞行器降落或返航。
可选地，所述处理器在实现确定所述目标风速是否大于或等于预设阈值之前，用于实现：
通过所述飞行器的空速管获取所述飞行器的当前测量风速；
根据所述当前测量风速，对所述目标风速进行校验；
当所述目标风速通过校验时，确定所述目标风速是否大于或等于预设阈值。
可选地，所述处理器在实现根据所述当前测量风速，对所述目标风速进行校验时，用于实现：
确定所述当前测量风速与所述目标风速之间的差值是否小于或等于预设差值；
若所述当前测量风速与所述目标风速之间的差值小于或等于预设差值，则确定所述目标风速通过校验；
若所述当前测量风速与所述目标风速之间的差值大于预设差值，则确定所述目标风速未通过校验。
可选地，所述处理器在实现根据所述当前测量风速，对所述目标风速进行校验之后，用于实现：
当所述目标风速未通过校验时，对所述目标风速进行校准处理，以使经过校准处理后的目标风速通过校验。
可选地，所述处理器在实现对所述目标风速进行校准处理时，用于实现：
根据所述当前测量风速与所述目标风速之间的差值，确定所述目标风速的风速校准系数；
根据所述风速校准系数和所述当前测量风速，对所述目标风速进行校准处理。
可选地，所述处理器在实现根据所述风速校准系数和所述当前测量风速，对所述目标风速进行校准处理时，用于实现：
获取与所述风速校准系数对应的所述当前测量风速的风速校准权重；
根据所述当前测量风速与所述风速校准权重，计算所述当前测量风速与所述风速校准权重的乘积，并将所述当前测量风速与所述风速校准权重的乘积作 为第一校准风速；
根据所述目标风速与所述风速校准系数，计算所述目标风速与所述风速校准系数的乘积，并将所述目标风速与所述风速校准系数的乘积作为第二校准风速；
根据所述第一校准风速与所述第二校准风速，计算所述第一校准风速与所述第二校准风速的和，并将所述第一校准风速与所述第二校准风速的和作为经过校准后的目标风速。
可选地，所述处理器在实现对所述目标风速进行校准处理时，用于实现：
获取所述飞行器的历史风速，其中，所述历史风速为所述飞行器在上一时刻时的所处环境的风速；
根据所述历史风速和所述当前测量风速，对所述目标风速进行校准处理。
可选地，所述处理器在实现根据所述历史风速和所述当前测量风速，对所述目标风速进行校准处理时，用于实现：
获取所述历史风速的第一校准系数、所述当前测量风速的第二校准系数和所述目标风速的第三校准系数；
根据所述历史风速和所述第一校准系数，计算所述历史风速与所述第一校准系数的乘积，并将所述历史风速与所述第一校准系数的乘积作为第三校准风速；
根据所述当前测量风速和所述第二校准系数，计算所述当前测量风速与所述第二校准系数的乘积，并将所述当前测量风速与所述第二校准系数的乘积作为第四校准风速；
根据所述目标风速和所述第三校准系数，计算所述目标风速与所述第三校准系数的乘积，并将所述目标风速与所述第三校准系数的乘积作为第五校准风速；
根据所述第三校准风速、第四校准风速和所述第五校准风速，计算所述第三校准风速、第四校准风速和所述第五校准风速的和，并将所述第三校准风速、第四校准风速和所述第五校准风速的和作为经过校准后的目标风速。
可选地，所述加速度通过所述飞行器的三轴加速度计确定。
请参阅图9，图9是本申请一实施例提供的飞行器的示意性框图。该飞行器700包括机体701、动力系统702和风速确定系统703，其中，飞行器包括无 人飞行器和载人飞行器，无人飞行器可以为旋翼型飞行器，例如四旋翼飞行器、六旋翼飞行器、八旋翼飞行器，也可以是固定翼飞行器，还可以是旋翼型与固定翼飞行器的组合，在此不作限定。其中，所述风速确定系统703可以是前述任一实施例所述的风速确定系统，用于实现上述实施例提供的风速确定方法的步骤。
本申请的实施例中还提供一种计算机可读存储介质，所述计算机可读存储介质存储有计算机程序，所述计算机程序中包括程序指令，所述处理器执行所述程序指令，实现上述实施例提供的风速确定方法的步骤。
其中，所述计算机可读存储介质可以是前述任一实施例所述的飞行器的内部存储单元，例如所述飞行器的硬盘或内存。所述计算机可读存储介质也可以是所述飞行器的外部存储设备，例如所述飞行器上配备的插接式硬盘，智能存储卡(SmartMedia Card，SMC)，安全数字(Secure Digital，SD)卡，闪存卡(Flash Card)等。
以上所述，仅为本申请的具体实施方式，但本申请的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本申请揭露的技术范围内，可轻易想到各种等效的修改或替换，这些修改或替换都应涵盖在本申请的保护范围之内。因此，本申请的保护范围应以权利要求的保护范围为准。

Claims (48)

  1. 一种风速确定方法，其特征在于，包括：
    获取飞行器的目标拉力、加速度、飞行速度以及历史阻力，其中，所述目标拉力为所述飞行器在当前时刻受到的拉力，所述历史阻力为所述飞行器在上一时刻时受到的阻力；
    根据所述目标拉力、加速度和历史阻力，确定所述飞行器受到的目标阻力；
    根据所述目标阻力和飞行速度，确定所述飞行器所处环境的目标风速。
  2. 根据权利要求1所述的风速确定方法，其特征在于，所述获取飞行器的目标拉力，包括：
    获取所述飞行器的当前测量拉力；
    获取所述飞行器的当前电池电量，并根据所述当前电池电量，确定所述飞行器的旋翼固定拉力；
    根据所述当前测量拉力和所述旋翼固定拉力，确定所述飞行器的目标拉力。
  3. 根据权利要求2所述的风速确定方法，其特征在于，所述获取所述飞行器的当前测量拉力，包括：
    获取所述飞行器的当前转速；
    根据预存的转速与旋翼拉力的映射关系表，获取所述当前转速对应的旋翼拉力，并将获取到的所述旋翼拉力作为所述飞行器的当前测量拉力。
  4. 根据权利要求2所述的风速确定方法，其特征在于，所述根据所述当前电池电量，确定所述飞行器的旋翼固定拉力，包括：
    根据所述当前电池电量确定所述飞行器的当前电池耗电百分比；
    查询预存的耗电百分比与旋翼拉力的映射关系表，将所述当前电池耗电百分比对应的旋翼拉力确定为所述飞行器的旋翼固定拉力。
  5. 根据权利要求4所述的风速确定方法，其特征在于，所述根据所述当前电池电量确定当前电池耗电百分比，包括：
    获取所述飞行器的电池基准电量；
    根据所述电池基准电量和所述当前电池电量，计算所述电池基准电量与所述当前电池电量的电量差值；
    根据所述电池基准电量和所述电量差值，计算所述电量差值与所述电池基 准电量的比值，并将所述电量差值与所述电池基准电量的比值作为所述飞行器的当前电池耗电百分比。
  6. 根据权利要求2-5中任一项所述的风速确定方法，其特征在于，所述根据所述当前测量拉力和所述旋翼固定拉力，确定所述飞行器的目标拉力，包括：
    根据所述当前测量拉力和所述旋翼固定拉力，计算所述当前测量拉力与所述旋翼固定拉力的比值，并将所述当前测量拉力与所述旋翼固定拉力的比值作为拉力校准系数；
    根据所述拉力校准系数与预设基准拉力，计算所述拉力校准系数与预设基准拉力的乘积，并将所述拉力校准系数与预设基准拉力的乘积作为所述飞行器的目标拉力，其中，所述预设基准拉力由所述飞行器的重量确定。
  7. 根据权利要求1-5中任一项所述的风速确定方法，其特征在于，所述根据所述目标拉力、加速度和历史阻力，确定所述飞行器受到的目标阻力，包括：
    根据所述加速度和所述目标拉力，确定所述飞行器受到的当前阻力；
    根据所述历史阻力、所述当前阻力和预设平滑互补系数，对所述历史阻力和所述当前阻力进行平滑互补处理，得到所述飞行器受到的目标阻力。
  8. 根据权利要求7所述的风速确定方法，其特征在于，所述根据所述加速度和所述目标拉力，确定所述飞行器受到的当前阻力，包括：
    将所述目标拉力和所述加速度转换到同一坐标系，以获得同一坐标系下的加速度和目标拉力；
    根据所述同一坐标系下的加速度和目标拉力，确定所述飞行器受到的当前阻力。
  9. 根据权利要求7所述的风速确定方法，其特征在于，所述根据所述加速度和所述目标拉力，确定所述飞行器受到的当前阻力，包括：
    对所述目标拉力进行坐标系转换，以使得所述加速度和经过坐标系转换后的目标拉力均位于同一坐标系；
    根据所述加速度和经过坐标系转换后的目标拉力，确定所述飞行器受到的当前阻力。
  10. 根据权利要求9所述的风速确定方法，其特征在于，所述对所述目标拉力进行坐标系转换，包括：
    获取坐标系转换所需的欧拉角，并根据所述欧拉角确定坐标系转换所需的 旋转矩阵；
    根据所述旋转矩阵，对所述目标拉力进行坐标系转换。
  11. 根据权利要求7所述的风速确定方法，其特征在于，所述根据所述加速度和所述目标拉力，确定所述飞行器受到的当前阻力，包括：
    根据所述飞行器的质量和所述加速度，计算所述飞行器的质量与所述加速度的乘积，并将所述飞行器的质量与所述加速度的乘积作为所述飞行器受到的合力；
    根据所述飞行器的质量和预设重力加速度，计算所述飞行器的质量与预设重力加速度的乘积，并将所述飞行器的质量与预设重力加速度的乘积作为所述飞行器所受到的重力；
    根据所述飞行器受到的合力和重力，以及所述目标拉力，确定所述飞行器受到的当前阻力。
  12. 根据权利要求7所述的风速确定方法，其特征在于，所述根据所述历史阻力、所述当前阻力和预设平滑互补系数，对所述历史阻力和所述当前阻力进行平滑互补处理，得到所述飞行器受到的目标阻力，包括：
    根据预设时间差和预设平滑互补系数，确定所述历史阻力的第一权重系数和所述当前阻力的第二权重系数；
    根据所述历史阻力和所述第一权重系数，计算所述历史阻力与所述第一权重系数的乘积，并将所述历史阻力与所述第一权重系数的乘积作为第一阻力；
    根据所述当前阻力和所述第二权重系数，计算所述当前阻力与所述第二权重系数的乘积，并将所述当前阻力与所述第二权重系数的乘积作为第二阻力；
    根据所述第一阻力和所述第二阻力，计算所述第一阻力与所述第二阻力的和，并将所述第一阻力与所述第二阻力的和作为所述飞行器受到的目标阻力。
  13. 根据权利要求1-5中任一项所述的风速确定方法，其特征在于，所述根据所述目标阻力和飞行速度，确定所述飞行器所处环境的目标风速，包括：
    根据所述目标阻力，确定所述飞行器的当前合速度，其中，所述当前合速度为所述飞行器在当前时刻的合速度；
    根据所述当前合速度和所述飞行速度，确定所述飞行器所处环境的目标风速。
  14. 根据权利要求13所述的风速确定方法，其特征在于，根据所述目标阻 力，确定所述飞行器的当前合速度，包括：
    查询预存的阻力与合速度之间的映射关系表，将所述目标阻力对应的合速度确定为所述飞行器的当前合速度，其中，阻力与合速度之间的映射关系表通过标定确定。
  15. 根据权利要求1-5中任一项所述的风速确定方法，其特征在于，所述根据所述当前合速度和所述飞行速度，确定所述飞行器所处环境的目标风速之后，还包括：
    确定所述目标风速是否大于或等于预设阈值；
    若所述目标风速大于或等于预设阈值，则调整所述飞行器的姿态和/或控制所述飞行器降落或返航。
  16. 根据权利要求15所述的风速确定方法，其特征在于，所述确定所述风速是否大于或等于预设阈值之前，还包括：
    通过所述飞行器的空速管获取所述飞行器的当前测量风速；
    根据所述当前测量风速，对所述目标风速进行校验；
    当所述目标风速通过校验时，确定所述目标风速是否大于或等于预设阈值。
  17. 根据权利要求16所述的风速确定方法，其特征在于，所述根据所述当前测量风速，对所述目标风速进行校验，包括：
    确定所述当前测量风速与所述目标风速之间的差值是否小于或等于预设差值；
    若所述当前测量风速与所述目标风速之间的差值小于或等于预设差值，则确定所述目标风速通过校验；
    若所述当前测量风速与所述目标风速之间的差值大于预设差值，则确定所述目标风速未通过校验。
  18. 根据权利要求16所述的风速确定方法，其特征在于，所述根据所述当前测量风速，对所述目标风速进行校验之后，还包括：
    当所述目标风速未通过校验时，对所述目标风速进行校准处理，以使经过校准处理后的目标风速通过校验。
  19. 根据权利要求18所述的风速确定方法，其特征在于，所述对所述目标风速进行校准处理，包括：
    根据所述当前测量风速与所述目标风速之间的差值，确定所述目标风速的 风速校准系数；
    根据所述风速校准系数和所述当前测量风速，对所述目标风速进行校准处理。
  20. 根据权利要求19所述的风速确定方法，其特征在于，所述根据所述风速校准系数和所述当前测量风速，对所述目标风速进行校准处理，包括：
    获取与所述风速校准系数对应的所述当前测量风速的风速校准权重；
    根据所述当前测量风速与所述风速校准权重，计算所述当前测量风速与所述风速校准权重的乘积，并将所述当前测量风速与所述风速校准权重的乘积作为第一校准风速；
    根据所述目标风速与所述风速校准系数，计算所述目标风速与所述风速校准系数的乘积，并将所述目标风速与所述风速校准系数的乘积作为第二校准风速；
    根据所述第一校准风速与所述第二校准风速，计算所述第一校准风速与所述第二校准风速的和，并将所述第一校准风速与所述第二校准风速的和作为经过校准后的目标风速。
  21. 根据权利要求18所述的风速确定方法，其特征在于，所述对所述目标风速进行校准处理，包括：
    获取所述飞行器的历史风速，其中，所述历史风速为所述飞行器在上一时刻时的所处环境的风速；
    根据所述历史风速和所述当前测量风速，对所述目标风速进行校准处理。
  22. 根据权利要求21所述的风速确定方法，其特征在于，根据所述历史风速和所述当前测量风速，对所述目标风速进行校准处理，包括：
    获取所述历史风速的第一校准系数、所述当前测量风速的第二校准系数和所述目标风速的第三校准系数；
    根据所述历史风速和所述第一校准系数，计算所述历史风速与所述第一校准系数的乘积，并将所述历史风速与所述第一校准系数的乘积作为第三校准风速；
    根据所述当前测量风速和所述第二校准系数，计算所述当前测量风速与所述第二校准系数的乘积，并将所述当前测量风速与所述第二校准系数的乘积作为第四校准风速；
    根据所述目标风速和所述第三校准系数，计算所述目标风速与所述第三校准系数的乘积，并将所述目标风速与所述第三校准系数的乘积作为第五校准风速；
    根据所述第三校准风速、第四校准风速和所述第五校准风速，计算所述第三校准风速、第四校准风速和所述第五校准风速的和，并将所述第三校准风速、第四校准风速和所述第五校准风速的和作为经过校准后的目标风速。
  23. 根据权利要求1所述的风速确定方法，其特征在于，所述加速度通过所述飞行器的三轴加速度计确定。
  24. 一种风速确定系统，其特征在于，包括一个或多个处理器，所述处理器用于实现如下步骤：
    获取飞行器的目标拉力、加速度、飞行速度以及历史阻力，其中，所述目标拉力为所述飞行器在当前时刻受到的拉力，所述历史阻力为所述飞行器在上一时刻时受到的阻力；
    根据所述目标拉力、加速度和历史阻力，确定所述飞行器受到的目标阻力；
    根据所述目标阻力和飞行速度，确定所述飞行器所处环境的目标风速。
  25. 根据权利要求24所述的风速确定系统，其特征在于，所述处理器在实现获取飞行器的目标拉力时，用于实现：
    获取所述飞行器的当前测量拉力；
    获取所述飞行器的当前电池电量，并根据所述当前电池电量，确定所述飞行器的旋翼固定拉力；
    根据所述当前测量拉力和所述旋翼固定拉力，确定所述飞行器的目标拉力。
  26. 根据权利要求25所述的风速确定系统，其特征在于，所述处理器在实现获取所述飞行器的当前测量拉力时，用于实现：
    获取所述飞行器的当前转速；
    根据预存的转速与旋翼拉力的映射关系表，获取所述当前转速对应的旋翼拉力，并将获取到的所述旋翼拉力作为所述飞行器的当前测量拉力。
  27. 根据权利要求25所述的风速确定系统，其特征在于，所述处理器在实现根据所述当前电池电量，确定所述飞行器的旋翼固定拉力时，用于实现：
    根据所述当前电池电量确定所述飞行器的当前电池耗电百分比；
    查询预存的耗电百分比与旋翼拉力的映射关系表，将所述当前电池耗电百 分比对应的旋翼拉力确定为所述飞行器的旋翼固定拉力。
  28. 根据权利要求27所述的风速确定系统，其特征在于，所述处理器在实现根据所述当前电池电量确定所述飞行器的当前电池耗电百分比时，用于实现：
    获取所述飞行器的电池基准电量；
    根据所述电池基准电量和所述当前电池电量，计算所述电池基准电量与所述当前电池电量的电量差值；
    根据所述电池基准电量和所述电量差值，计算所述电量差值与所述电池基准电量的比值，并将所述电量差值与所述电池基准电量的比值作为所述飞行器的当前电池耗电百分比。
  29. 根据权利要求24-28中任一项所述的风速确定系统，其特征在于，所述处理器在实现根据所述当前测量拉力和所述旋翼固定拉力，确定所述飞行器的目标拉力时，用于实现：
    根据所述当前测量拉力和所述旋翼固定拉力，计算所述当前测量拉力与所述旋翼固定拉力的比值，并将所述当前测量拉力与所述旋翼固定拉力的比值作为拉力校准系数；
    根据所述拉力校准系数与预设基准拉力，计算所述拉力校准系数与预设基准拉力的乘积，并将所述拉力校准系数与预设基准拉力的乘积作为所述飞行器的目标拉力，其中，所述预设基准拉力由所述飞行器的重量确定。
  30. 根据权利要求23-28中任一项所述的风速确定系统，其特征在于，所述处理器在实现根据所述目标拉力、加速度和历史阻力，确定所述飞行器受到的目标阻力时，用于实现：
    根据所述加速度和所述目标拉力，确定所述飞行器受到的当前阻力；
    根据所述历史阻力、所述当前阻力和预设平滑互补系数，对所述历史阻力和所述当前阻力进行平滑互补处理，得到所述飞行器受到的目标阻力。
  31. 根据权利要求30所述的风速确定系统，其特征在于，所述处理器在实现根据所述加速度和所述目标拉力，确定所述飞行器受到的当前阻力时，用于实现：
    将所述目标拉力和所述加速度转换到同一坐标系，以获得同一坐标系下的加速度和目标拉力；
    根据所述同一坐标系下的加速度和目标拉力，确定所述飞行器受到的当前 阻力。
  32. 根据权利要求30所述的风速确定系统，其特征在于，所述处理器在实现根据所述加速度和所述目标拉力，确定所述飞行器受到的当前阻力时，用于实现：
    对所述目标拉力进行坐标系转换，以使得所述加速度和经过坐标系转换后的目标拉力均位于同一坐标系；
    根据所述加速度和经过坐标系转换后的目标拉力，确定所述飞行器受到的当前阻力。
  33. 根据权利要求32所述的风速确定系统，其特征在于，所述处理器在实现对所述目标拉力进行坐标系转换时，用于实现：
    获取坐标系转换所需的欧拉角，并根据所述欧拉角确定坐标系转换所需的旋转矩阵；
    根据所述旋转矩阵，对所述目标拉力进行坐标系转换。
  34. 根据权利要求30所述的风速确定系统，其特征在于，所述处理器在实现根据所述加速度和所述目标拉力，确定所述飞行器受到的当前阻力时，用于实现：
    根据所述飞行器的质量和所述加速度，计算所述飞行器的质量与所述加速度的乘积，并将所述飞行器的质量与所述加速度的乘积作为所述飞行器受到的合力；
    根据所述飞行器的质量和预设重力加速度，计算所述飞行器的质量与预设重力加速度的乘积，并将所述飞行器的质量与预设重力加速度的乘积作为所述飞行器所受到的重力；
    根据所述飞行器受到的合力和重力，以及所述目标拉力，确定所述飞行器受到的当前阻力。
  35. 根据权利要求30所述的风速确定系统，其特征在于，所述处理器在实现根据所述历史阻力、所述当前阻力和预设平滑互补系数，对所述历史阻力和所述当前阻力进行平滑互补处理，得到所述飞行器受到的目标阻力时，用于实现：
    根据预设时间差和预设平滑互补系数，确定所述历史阻力的第一权重系数和所述当前阻力的第二权重系数；
    根据所述历史阻力和所述第一权重系数，计算所述历史阻力与所述第一权重系数的乘积，并将所述历史阻力与所述第一权重系数的乘积作为第一阻力；
    根据所述当前阻力和所述第二权重系数，计算所述当前阻力与所述第二权重系数的乘积，并将所述当前阻力与所述第二权重系数的乘积作为第二阻力；
    根据所述第一阻力和所述第二阻力，计算所述第一阻力与所述第二阻力的和，并将所述第一阻力与所述第二阻力的和作为所述飞行器受到的目标阻力。
  36. 根据权利要求23-28中任一项所述的风速确定系统，其特征在于，所述处理器在实现根据所述目标阻力和飞行速度，确定所述飞行器所处环境的目标风速时，用于实现：
    根据所述目标阻力，确定所述飞行器的当前合速度，其中，所述当前合速度为所述飞行器在当前时刻的合速度；
    根据所述当前合速度和所述飞行速度，确定所述飞行器所处环境的目标风速。
  37. 根据权利要求36所述的风速确定系统，其特征在于，所述处理器在实现根据所述目标阻力，确定所述飞行器的当前合速度时，用于实现：
    查询预存的阻力与合速度之间的映射关系表，将所述目标阻力对应的合速度确定为所述飞行器的当前合速度，其中，阻力与合速度之间的映射关系表通过标定确定。
  38. 根据权利要求23-28中任一项所述的风速确定系统，其特征在于，所述处理器在实现根据所述当前合速度和所述飞行速度，确定所述飞行器所处环境的目标风速之后，用于实现：
    确定所述目标风速是否大于或等于预设阈值；
    若所述目标风速大于或等于预设阈值，则调整所述飞行器的姿态和/或控制所述飞行器降落或返航。
  39. 根据权利要求38所述的风速确定系统，其特征在于，所述处理器在实现确定所述目标风速是否大于或等于预设阈值之前，用于实现：
    通过所述飞行器的空速管获取所述飞行器的当前测量风速；
    根据所述当前测量风速，对所述目标风速进行校验；
    当所述目标风速通过校验时，确定所述目标风速是否大于或等于预设阈值。
  40. 根据权利要求39所述的风速确定系统，其特征在于，所述处理器在实 现根据所述当前测量风速，对所述目标风速进行校验时，用于实现：
    确定所述当前测量风速与所述目标风速之间的差值是否小于或等于预设差值；
    若所述当前测量风速与所述目标风速之间的差值小于或等于预设差值，则确定所述目标风速通过校验；
    若所述当前测量风速与所述目标风速之间的差值大于预设差值，则确定所述目标风速未通过校验。
  41. 根据权利要求39所述的风速确定系统，其特征在于，所述处理器在实现根据所述当前测量风速，对所述目标风速进行校验之后，用于实现：
    当所述目标风速未通过校验时，对所述目标风速进行校准处理，以使经过校准处理后的目标风速通过校验。
  42. 根据权利要求41所述的风速确定系统，其特征在于，所述处理器在实现对所述目标风速进行校准处理时，用于实现：
    根据所述当前测量风速与所述目标风速之间的差值，确定所述目标风速的风速校准系数；
    根据所述风速校准系数和所述当前测量风速，对所述目标风速进行校准处理。
  43. 根据权利要求42所述的风速确定系统，其特征在于，所述处理器在实现根据所述风速校准系数和所述当前测量风速，对所述目标风速进行校准处理时，用于实现：
    获取与所述风速校准系数对应的所述当前测量风速的风速校准权重；
    根据所述当前测量风速与所述风速校准权重，计算所述当前测量风速与所述风速校准权重的乘积，并将所述当前测量风速与所述风速校准权重的乘积作为第一校准风速；
    根据所述目标风速与所述风速校准系数，计算所述目标风速与所述风速校准系数的乘积，并将所述目标风速与所述风速校准系数的乘积作为第二校准风速；
    根据所述第一校准风速与所述第二校准风速，计算所述第一校准风速与所述第二校准风速的和，并将所述第一校准风速与所述第二校准风速的和作为经过校准后的目标风速。
  44. 根据权利要求41所述的风速确定系统，其特征在于，所述处理器在实现对所述目标风速进行校准处理时，用于实现：
    获取所述飞行器的历史风速，其中，所述历史风速为所述飞行器在上一时刻时的所处环境的风速；
    根据所述历史风速和所述当前测量风速，对所述目标风速进行校准处理。
  45. 根据权利要求44所述的风速确定系统，其特征在于，所述处理器在实现根据所述历史风速和所述当前测量风速，对所述目标风速进行校准处理时，用于实现：
    获取所述历史风速的第一校准系数、所述当前测量风速的第二校准系数和所述目标风速的第三校准系数；
    根据所述历史风速和所述第一校准系数，计算所述历史风速与所述第一校准系数的乘积，并将所述历史风速与所述第一校准系数的乘积作为第三校准风速；
    根据所述当前测量风速和所述第二校准系数，计算所述当前测量风速与所述第二校准系数的乘积，并将所述当前测量风速与所述第二校准系数的乘积作为第四校准风速；
    根据所述目标风速和所述第三校准系数，计算所述目标风速与所述第三校准系数的乘积，并将所述目标风速与所述第三校准系数的乘积作为第五校准风速；
    根据所述第三校准风速、第四校准风速和所述第五校准风速，计算所述第三校准风速、第四校准风速和所述第五校准风速的和，并将所述第三校准风速、第四校准风速和所述第五校准风速的和作为经过校准后的目标风速。
  46. 根据权利要求24所述的风速确定系统，其特征在于，所述加速度通过所述飞行器的三轴加速度计确定。
  47. 一种飞行器，其特征在于，包括：
    机体，
    动力系统，设置于所述机体，用于为所述飞行器提供动力；以及，
    权利要求24至46中任一项所述的风速确定系统。
  48. 一种计算机可读存储介质，其特征在于，所述计算机可读存储介质存储有计算机程序，所述计算机程序被处理器执行时使所述处理器实现如权利要 求1-23中任一项所述的风速确定方法。
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