CN114839917B

CN114839917B - Flight control system for transport aircraft

Info

Publication number: CN114839917B
Application number: CN202210754333.8A
Authority: CN
Inventors: 林清; 张景
Original assignee: Weizhi Aviation Technology Beijing Co ltd
Current assignee: Weizhi Aviation Technology Beijing Co ltd
Priority date: 2022-06-30
Filing date: 2022-06-30
Publication date: 2022-09-02
Anticipated expiration: 2042-06-30
Also published as: CN114839917A

Abstract

The invention provides a flight control system for a transport aircraft, comprising: the system comprises a control device, at least one intelligent container and a positioning base station; fixing the position of the positioning base station; the intelligent container comprises a positioning module, a container processing module and a wireless communication module; the positioning module is used for determining the position; the container processing module is used for determining inertial data of the intelligent container; the control equipment is used for updating the current gravity center, weight and rotational inertia of the aircraft according to the inertia data of all the intelligent containers, the inertia data of the aircraft in the air and the inertia data of residual oil in the aircraft. The flight control system provided by the embodiment of the invention can accurately update the gravity center, the weight and the rotational inertia of the whole aircraft in real time, has good adaptability and robustness, is convenient for accurately controlling the aircraft based on the updated inertial data in the follow-up process, and can realize the safe flight of the aircraft in the processes of article transportation and article airdrop.

Description

Flight control system for transport aircraft

Technical Field

The invention relates to the technical field of aircrafts, in particular to a flight control system for a transport aircraft.

Background

When the unmanned aerial vehicle transports materials, the weight, the gravity center, the rotational inertia and the like of the unmanned aerial vehicle are different from the design point along with loading; when the unmanned aerial vehicle carries out the goods and materials air-drop, jump appears along with the loading and the jettison of goods such as its weight, focus, inertia.

The current unmanned aerial vehicle flight control system does not pay sufficient attention to and effectively process the weight, the gravity center, the moment of inertia offset and the jump existing in the process of material transportation and air drop. The existing large-scale fixed-wing unmanned aerial vehicle is mostly in a prototype demonstration stage, and the experiment is carried out only after sufficient simulation verification is carried out on some preset material transportation states needing to be demonstrated for flight, so that the large-scale fixed-wing unmanned aerial vehicle does not have the normalized operation capability of adapting to loading of different materials.

Disclosure of Invention

In order to solve the technical problems existing in the existing scheme, the embodiment of the invention provides a flight control system for a transport aircraft.

The embodiment of the invention provides a flight control system for a transport aircraft, which comprises: the system comprises a control device, at least one intelligent container and a positioning base station; the intelligent container and the positioning base station are positioned in the aircraft, and the positioning base station is fixed in position; the intelligent container includes: the container processing system comprises a positioning module, a container processing module and a wireless communication module;

the positioning module is used for determining the position of the positioning module based on the positioning base station;

the container processing module is used for determining the gravity center of the intelligent container based on the position of the positioning module and determining the weight and the moment of inertia of the intelligent container; sending inertial data of the intelligent container to the control device through the wireless communication module; the inertial data includes a center of gravity, a weight, and a moment of inertia;

the control equipment is used for updating the current gravity center, weight and rotational inertia of the aircraft according to the inertia data of all the intelligent containers, the inertia data of the aircraft in the air and the inertia data of residual oil in the aircraft.

In one possible implementation, the control device is specifically configured to:

determining the current weight of the aircraft by combining the weight of the aircraft when the aircraft is empty, the weight of the residual oil and the weight of all the intelligent containers;

according to a moment balance principle, determining the current gravity center of the aircraft according to the current weight of the aircraft, the weight and the gravity center of the aircraft when the aircraft is empty, the weight and the gravity center of the residual oil, and the weight and the gravity center of all the intelligent containers;

and superposing the moment of inertia of the aircraft in the air, the moment of inertia of the residual oil and the moment of inertia of all the intelligent containers into the current moment of inertia of the aircraft.

In one possible implementation, the current center of gravity of the aircraft satisfies:

wherein the content of the first and second substances,

represents the current center of gravity of the aircraft,

representing the centre of gravity of the aircraft when airborne,

represents the weight of the aircraft when empty,

the center of gravity of the remaining oil is represented,

representing the weight of the residual oil;

the center of gravity of the ith intelligent cargo box is shown,

representing the weight of the ith intelligent container, wherein i =1,2, …, N represents the current number of the intelligent containers;

representing the current weight of the aircraft.

In one possible implementation manner, the superimposing the moment of inertia of the aircraft when the aircraft is in an empty state, the moment of inertia of the residual oil, and the moment of inertia of all the intelligent containers as the current moment of inertia of the aircraft includes:

converting the rotational inertia of each component of the aircraft into the rotational inertia under a full-machine coordinate system, wherein the components comprise the aircraft in the air-plane state, residual oil and all the intelligent containers;

superposing the rotational inertia of all the components in the full-machine coordinate system to obtain the current rotational inertia of the aircraft in the full-machine coordinate system;

and converting the current moment of inertia of the aircraft in the full-machine coordinate system into the own coordinate system of the aircraft, and determining the current moment of inertia of the aircraft.

In a possible implementation manner, the intelligent container further comprises a tag reading and writing module;

the label reading and writing module is used for reading the cargo label in the intelligent cargo box, acquiring cargo weight data and sending the cargo weight data to the cargo box processing module;

the container handling module is further configured to determine a weight of the intelligent container based on all of the cargo weight data.

In one possible implementation manner, the weight of the intelligent container satisfies the following conditions:

wherein the content of the first and second substances,

indicating the weight of the ith intelligent cargo box,

represents the weight of the jth cargo in the ith intelligent cargo box, and j =1,2, …, K represents the number of cargos in the ith intelligent cargo box.

In one possible implementation, after said updating the current center of gravity, weight and moment of inertia of the aircraft, the control device is further configured to:

controlling the aircraft to fly based on the updated current center of gravity, weight, and moment of inertia of the aircraft.

In one possible implementation, the controlling the aircraft to fly based on the updated current center of gravity, weight, and moment of inertia of the aircraft comprises:

determining an updated six-degree-of-freedom motion model of the aircraft according to the updated current center of gravity, weight and moment of inertia of the aircraft;

determining a feedforward control quantity of the aircraft based on the six-degree-of-freedom motion model, determining a linear control quantity of the aircraft, and determining a compensation control quantity of the aircraft;

and determining a total control input by combining the feedforward control quantity, the linear control quantity and the compensation control quantity, and controlling the flight of the aircraft based on the total control input.

In one possible implementation, the determining a feed-forward control quantity of the aircraft includes:

determining a current flight status of the aircraft, the flight status comprising: airspeed

Track dip angle

And turning radius

；

Determining the balanced attack angle, sideslip angle and roll angle of the aircraft according to the six-degree-of-freedom motion model and the flight state;

determining a feed-forward control quantity of the aircraft based on a moment balance principle, the feed-forward control quantity comprising: an elevator feedforward quantity, an accelerator feedforward quantity, an aileron feedforward quantity and a rudder feedforward quantity.

In one possible implementation, the elevator feed forward quantity

The accelerator feed forward amount

The feed forward amount of the aileron

And the rudder feedforward quantity

Respectively satisfy:

wherein the content of the first and second substances,

、

、

respectively representing an attack angle, a sideslip angle and a roll angle;

representing the three-axis angular rate of the body axis,

represents the speed corresponding to the y axis and the z axis in the three-axis speed of the body axis,

representing a pitch angle, m representing the current weight of the aircraft, g representing the acceleration of gravity, and x representing the trim state quantity of the corresponding parameter;

respectively represents the rotational inertia of the aircraft around an x axis, a y axis and a z axis under the self coordinate system,

representing the inertia product of the aircraft under the self coordinate system relative to an xz plane;

p represents the atmospheric density, c represents the mean aerodynamic chord length, S represents the reference area,

representing the pitch moment coefficient at zero angle of attack, zero pitch angle rate and zero rudder deflection,

the derivative of the pitch moment coefficient with respect to the angle of attack is represented,

representing the derivative of the pitch moment coefficient with respect to the pitch angle rate,

representing the derivative of the pitch moment coefficient to the elevator;

representing the body axis drag coefficient at zero pitch rate and zero rudder deflection,

representing the derivative of the body drag coefficient with respect to pitch angle rate,

the derivative of the body drag coefficient to the elevator is represented,

the area of the propeller disc of the propeller is shown,

the coefficient of tension of the propeller is shown,

representing the wake coefficient of the propeller disc;

the derivative of the roll moment coefficient with respect to the aileron is represented,

the derivative of the roll torque coefficient with respect to the rudder is represented,

the derivative of the yaw moment coefficient with respect to the aileron is represented,

representing the derivative of the yaw moment coefficient with respect to the rudder,

the span of the wing is shown,

represents the roll moment coefficient when the sideslip zero-angle speed is zero and the rudder deflection is zero,

represents the derivative of the roll torque coefficient with respect to the slip angle,

represents the derivative of the roll torque coefficient with respect to roll angle rate,

the derivative of the roll moment coefficient with respect to the yaw rate is represented,

represents the yaw moment coefficient when the zero sideslip zero angle speed and the zero rudder deflection are carried out,

representing the derivative of the yaw moment coefficient with respect to the sideslip angle,

representing the derivative of the yaw moment coefficient with respect to the roll rate,

representing a derivative of the yaw moment coefficient with respect to the yaw angle rate;

are all preset adaptive rates, and

。

in one possible implementation, the determining a linear control quantity of the aircraft includes:

determining a current linear model of the aircraft according to the six-degree-of-freedom motion model and the flight state;

and determining the linear control quantity of the aircraft based on the LQR principle according to the linear model.

In one possible implementation, the determining, according to the linear model, a linear control quantity of the aircraft based on an LQR principle includes:

introducing an error e into the linear model to expand the linear model;

the linear model is:

the extended linear model is:

wherein A, B, C, D represents a system matrix, a control matrix, an output matrix, and a feed forward matrix, respectively, of the linear system, X represents at least a portion of a state parameter of the aircraft,

represents a linear control amount; error of the measurement

R is the desired instruction;

；

determining a linear control quantity of the aircraft based on the LQR principle according to the expanded linear model, and

the linear control quantity satisfies:

wherein the content of the first and second substances,

in order to obtain a proportional gain, the gain is,

is the integral gain.

In one possible implementation, the determining a compensation control quantity of the aircraft includes:

determining an error state space model of the aircraft, the error state space model representing an adaptive estimate of a compensation control quantity

And actual compensation value

The error between;

determining a self-adaptive estimated value when the system is stable according to the error state space model

；

For the adaptive estimated value

And performing low-pass filtering processing to determine the compensation control quantity of the aircraft.

In a possible implementation manner, the self-adaptive estimation value when the system is stable is determined according to the error state space model

The method comprises the following steps:

according to the error state space model, determining the self-adaptive estimation value when the system is stable by adopting a non-derivative L1 self-adaptive law

(ii) a The non-derivative L1 adaptive law satisfies:

wherein, the first and the second end of the pipe are connected with each other,

the adaptive estimate for the k-th round is shown,

the rate of adaptation is represented by the ratio of,

an error indicative of a state of flight of the aircraft,

the expression satisfies the Riccati equation

The positive definite solution of (a) is,

is a symmetrical positive definite matrix, and the matrix is a symmetrical positive definite matrix,

is a preset mapping function, and:

wherein the content of the first and second substances,

is composed of

The maximum value of the mode of (a),

is composed of

The gradient vector of (2).

According to the flight control system for the transport aircraft, provided by the embodiment of the invention, the intelligent containers are used for storing goods, air transportation and air drop are realized, each intelligent container can determine the inertia data such as the gravity center, the weight and the rotational inertia of the intelligent container and upload the inertia data to the control equipment, so that the control equipment can update and determine the gravity center, the weight and the rotational inertia of the aircraft on the whole in real time based on the respective inertia data uploaded by all the intelligent containers; even if the articles in each intelligent container are different, the gravity center, the weight and the like of each intelligent container can be accurately determined, and the flight control system has good adaptability and robustness; when the gravity center and the weight of the aircraft change due to air drop and the like, the flight control system can also rapidly update the inertia data of the aircraft, so that the aircraft can be conveniently and accurately controlled based on the updated inertia data subsequently, and the safe flight of the aircraft in the process of article transportation and article air drop can be realized.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments or the background art of the present invention, the drawings required to be used in the embodiments or the background art of the present invention will be described below.

FIG. 1 is a schematic diagram illustrating a flight control system provided by an embodiment of the present invention;

fig. 2 is a schematic structural diagram of an intelligent cargo box provided by an embodiment of the invention;

FIG. 3 is a schematic diagram illustrating an application scenario of a flight control system provided by an embodiment of the invention;

fig. 4 is a schematic view illustrating another application scenario of the flight control system according to the embodiment of the present invention.

Icon:

10-control equipment, 20-intelligent container, 30-positioning base station, 21-positioning module, 22-container processing module, 23-wireless communication module and 24-label reading and writing module.

Detailed Description

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are used merely for convenience of description and simplification of the description, but do not indicate or imply that the device or element referred to must have a particular orientation, be constructed in a particular orientation, and be operated, and thus, are not to be construed as limiting the present invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.

In the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

The embodiments of the present invention will be described below with reference to the drawings.

Fig. 1 illustrates a flight control system for a transport aircraft, which is provided by an embodiment of the present invention, and is capable of determining inertial data such as the center of gravity, the weight, and the like of the aircraft in real time. The aircraft to which the flight control system is directed can be an aircraft with the inertia data such as weight or gravity center changed in the flight process; such as a freight drone, an airdrop drone, etc. As shown in fig. 1, the flight control system for a transport aircraft comprises: a control device 10, at least one intelligent container 20 and a positioning base station 30. The intelligent container 20 and the positioning base station 30 are positioned in the aircraft, and the positioning base station 30 is fixed in position; the intelligent cargo box 20 includes: a positioning module 21, a container processing module 22 and a wireless communication module 23; fig. 1 illustrates an example of a container containing two intelligent containers.

The positioning module 21 is configured to determine a position of the positioning module 21 based on the positioning base station 30; the container processing module 22 is used for determining the gravity center of the intelligent container 20 based on the position of the positioning module 21 and determining the weight and the moment of inertia of the intelligent container 20; transmitting the inertial data of the intelligent cargo box 20 to the control device 10 through the wireless communication module 23; the inertial data includes a center of gravity, a weight, and a moment of inertia. The control device 10 is used to update the current centre of gravity, weight and moment of inertia of the aircraft based on the inertial data of all the intelligent containers 20, the inertial data of the aircraft when empty and the inertial data of the residual oil in the aircraft.

In the embodiment of the invention, at least one intelligent container 20 is arranged in the aircraft, and the intelligent container 20 is used for storing goods to be transported, so that air transportation, release and the like of the goods are realized. The intelligent cargo box 20 includes a positioning module 21, and the positioning module 21 is used to determine the position of the intelligent cargo box 20. Specifically, the positioning base station 30 is fixedly arranged inside the aircraft, that is, the position of the positioning base station 30 is fixed, and the position of the positioning base station 30 can be predetermined; the position of the positioning module 21 can be obtained by using the relative position between the positioning module 21 and the positioning base station 30 with known position. The position coordinates of the positioning base station 30 in a predetermined fixed coordinate system (e.g., a full-machine coordinate system) are predetermined, and accordingly, the positioning module 21 can determine the position coordinates in the fixed coordinate system.

For example, accurate positioning can be achieved using UWB technology (Ultra Wide Band). The positioning module 21 is a UWB positioning module, and the positioning base station 30 is a UWB positioning base station. Moreover, the number of the positioning base stations 30 is at least 3, and three positioning base stations 30 are not collinear; for example, the position coordinates of the positioning module 21 may be determined based on a three-point positioning method or the like. Optionally, time synchronization is maintained between the positioning base stations 30 to ensure the positioning requirements Of all the intelligent containers 20 in the cabin, and the specific positioning may be implemented by a toa (time Of ariva) method, that is, a method based on the arrival time Of a signal.

The intelligent cargo box 20 further comprises a cargo box handling module 22 connected to the positioning module 21; after the location module 21 determines its location, the location is sent to the container handling module 22, and the container handling module 22 determines the center of gravity of the intelligent container 20 based on the location of the location module 21. Wherein, the position of the positioning module 21 can be directly used as the gravity center of the intelligent cargo box 20; alternatively, the position of the positioning module 21 may be corrected based on the size of the intelligent cargo box 20, the internal cargo weight distribution, and the like, so that the center of gravity of the intelligent cargo box 20 can be determined more accurately. In the case that the intelligent cargo box 20 is fully loaded, the position of the center of the intelligent cargo box 20 can be directly used as the center of gravity of the intelligent cargo box 20.

And the container handling module 22 is also used to determine the weight and moment of inertia of the intelligent container 20. The weight of the intelligent cargo box 20 is primarily determined by the weight of the cargo stored within it. For example, after the cargo is loaded into the intelligent cargo box 20, the weight of the intelligent cargo box 20 may be measured and determined in advance. After the weight and the center of gravity of the intelligent cargo box 20 are determined, the moment of inertia of the intelligent cargo box 20 can be determined. The moment of inertia of the intelligent container 20 is the moment of inertia in the coordinate system of the intelligent container 20; the self coordinate system refers to a coordinate system established by taking the gravity center as an origin; for example, the coordinate system of the intelligent container 20 is a coordinate system established with the center of gravity of the intelligent container 20 as the origin.

The intelligent cargo box 20 also includes a wireless communication module 23, the wireless communication module 23 being connected to the cargo box handling module 22. After the container processing module 22 determines the center of gravity, the weight and the moment of inertia of the intelligent container 20, the inertia data of the intelligent container 20 may be generated, and then the inertia data of the intelligent container 20 may be wirelessly transmitted through the wireless communication module 23. In the embodiment of the invention, the wireless communication module 23 transmits the inertia data of the intelligent cargo box 20 to the control device 10 of the flight control system.

A plurality of intelligent containers 20 may be disposed in the flight control system, and each intelligent container 20 sends its inertia data to the control device 10, so that the control device 10 can determine and acquire the inertia data of all the intelligent containers 20 in the aircraft, that is, the center of gravity, the weight, and the moment of inertia of each intelligent container 20 can be determined. The control device 10 can determine the inertial data of the aircraft as a whole, namely the gravity center, the weight and the rotational inertia of the aircraft as a whole based on the inertial data of all the intelligent containers 20; for convenience of description, the center of gravity, the weight and the moment of inertia of the aircraft will be referred to hereinafter.

In the embodiment of the invention, the inertia data of the aircraft is mainly determined by the inertia data of all the intelligent containers 20, the inertia data of the residual oil (namely, residual fuel) of the aircraft and the inertia data of the aircraft when the aircraft is empty (the residual oil and the intelligent containers 20 are not included). When the aircraft is empty, the gravity center, the weight, the moment of inertia and the like of the aircraft are fixed and can be predetermined; although the remaining oil of the aircraft changes (for example, gradually decreases), the shape of the oil tank is fixed, and the gravity center, the weight and the moment of inertia of the remaining oil can be deduced based on the detected remaining oil quantity; moreover, the control device 10 may also acquire the inertia data of all the intelligent cargo boxes 20, so that the control device 10 may derive the inertia data of the entire aircraft, that is, the center of gravity, the weight and the moment of inertia of the aircraft, after acquiring the inertia data of the aircraft during the air-flight, the inertia data of the residual oil and the inertia data of all the intelligent cargo boxes 20. As the remaining oil changes and the number of intelligent containers 20 changes (for example, the part of the intelligent containers 20 in the airdrop cargo compartment), the control device 10 can determine and update the center of gravity, the weight and the moment of inertia of the aircraft in real time, so that the aircraft can be controlled more precisely.

According to the flight control system for the transport aircraft provided by the embodiment of the invention, the intelligent containers 20 are used for storing goods, air transportation and air drop are realized, each intelligent container 20 can determine the inertia data such as the gravity center, the weight, the rotational inertia and the like, and the inertia data are uploaded to the control equipment 10, so that the control equipment 10 can update and determine the gravity center, the weight and the rotational inertia of the whole aircraft in real time based on the respective inertia data uploaded by all the intelligent containers 20; even if the articles in each intelligent container 20 are different, the gravity center, the weight and the like of each intelligent container 20 can be accurately determined, and the flight control system has good adaptability and robustness; when the gravity center and the weight of the aircraft change due to air drop and the like, the flight control system can also rapidly update the inertia data of the aircraft, so that the aircraft can be conveniently and accurately controlled based on the updated inertia data subsequently, and the safe flight of the aircraft in the process of article transportation and article air drop can be realized.

Optionally, the goods stored in the intelligent container 20 are provided with tags containing information about the quality of the goods, and the weight of the intelligent container 20 can be automatically determined by reading the tags of the goods in the intelligent container 20. Referring to fig. 2, the intelligent cargo box 20 further includes a tag reader module 24. The tag reading and writing module 24 is configured to read tags of goods in the intelligent container 20, obtain weight data of the goods, and send the weight data of the goods to the container processing module 22; the container handling module 22 is also configured to determine the weight of the intelligent containers 20 based on all of the cargo weight data.

In the embodiment of the present invention, the tag read-write module 24 in the intelligent cargo box 20 can read a tag on the cargo inside the intelligent cargo box, that is, a cargo tag, where the cargo tag includes weight data of the cargo, that is, cargo weight data. For example, the tag read/write module 24 may be an RFID (radio frequency identification) read/write module, and correspondingly, an RFID tag is provided on each cargo. After all of the cargo weight data is obtained, the container handling module 22 can determine the weight of the intelligent cargo container 20 based thereon.

In the embodiment of the present invention, the weight of the intelligent container 20 may satisfy:

（1）

wherein the content of the first and second substances,

indicating the weight of the ith intelligent cargo box 20,

the weight of the jth cargo in the ith intelligent cargo box 20 is shown, j =1,2, …, K, and K indicates the number of the cargo in the ith intelligent cargo box 20, that is, K total cargo in the ith intelligent cargo box 20.

For example, taking an aircraft as an unmanned aerial vehicle for air drop, as shown in fig. 3, the flight control system includes a control device 10, S UWB positioning base stations 30 (S ≧ 3), N intelligent containers 20, and further includes a wireless communication router. The S UWB positioning base stations 30 are installed at reasonable positions in the unmanned aerial vehicle cargo compartment, and positioning requirements of all intelligent containers in the compartment are met; for example, the UWB positioning base station 30 may be installed at corners of a warehouse, a central position, and the like.

N intelligent packing boxes 20 are stacked in the unmanned aerial vehicle warehouse by manual or automatic equipment, and intelligent packing box 20 includes: the UWB positioning module 21, the cargo box processing module 22, the wireless communication module 23, and the RFID reading/writing module 24, and may further include other sensors, such as a temperature sensor, a humidity sensor, and the like, and the cargo state in the intelligent cargo box 20 may be monitored by reading the temperature, humidity, oxygen content, and the like in the intelligent cargo box 20.

The intelligent cargo box 20 is used as a core for communication and computation by a cargo box processing module 22 (for example, the cargo box processing module 22 may be a node computer), and performs intelligent sensing and management of the cargo box together with other modules. Wherein, the container processing module 22 reads the RFID tag of the cargo package in the intelligent container 20 through the RFID read-write module 24, and obtains the data of the cargo package, as the basic data for counting and calculating the cargo in the intelligent container 20, the data may include: category of goods, weight, place of production, destination, time harvested, freshness period, etc. And, can calculate the freshness of the goods based on this give birth to bright cycle, its computational formula can be as follows:

wherein the content of the first and second substances,

which is indicative of the current time of day,

indicating the time of acquisition or the date of production,

indicating the freshness period.

The container processing module 22 determines the three-dimensional position of the intelligent container 20 through the UWB positioning module 21; as shown in fig. 3, a full-machine coordinate system is established with the nose point as the origin, and the UWB positioning module 21 can determine the three-dimensional position of the smart container 20 in the full-machine coordinate system. The cargo box processing module 22 calculates data such as weight, center of gravity, moment of inertia, etc. of the intelligent cargo box 20 according to the acquired cargo package information, and can send the cargo information, weight, center of gravity, moment of inertia, etc. to the control device 10 through the wireless communication module 23.

The control device 10 is fixedly installed in the equipment cabinet of the cargo compartment, and the wireless communication router is connected to the control device 10 and also installed in the cargo compartment, for example, fixedly installed on the ceiling of the cargo compartment to maintain good communication with each intelligent cargo box 20 and achieve wireless connection with the intelligent cargo boxes 20, so that the control device 10 receives cargo box report data (for example, inertial data and the like) sent by each intelligent cargo box 20 through the wireless communication router to achieve data collection. Wherein, the intelligent container 20 can report the inertia data according to a preset data frame format,

moreover, the intelligent cargo box 20 can be air-dropped, for example, the unmanned aerial vehicle is provided with a cargo box air-dropping system, and the cargo box air-dropping system mainly includes an air-dropping computer, an air-dropping conveyor belt, an air-dropping servo mechanism, etc., and this embodiment will not be described in detail.

Optionally, in the embodiment of the present invention, the aircraft mainly includes a plurality of components such as an aircraft in an aircraft, residual oil, and a plurality of intelligent containers 20; for example, an aircraft currently includes N intelligent containers 20, which have N +2 components in total. In determining the current inertial data of the aircraft, a determination based on the inertial data of all components is required. In particular, the process of updating the current centre of gravity, weight and moment of inertia of the aircraft by the control device 10 comprises in particular the following steps a 1-A3:

step A1: the current weight of the aircraft is determined in combination with the weight of the aircraft when empty, the weight of the remaining oil, and the weight of all of the intelligent containers 20.

In the embodiment of the invention, the current weight of the aircraft is the sum of the weight of the aircraft when the aircraft is empty, the weight of the residual oil and the weight of all the intelligent containers 20, and the current weight of the aircraft satisfies the following formula (2):

（2）

representing the current weight (i.e. the total weight) of the aircraft,

representing the weight of the aircraft when empty,

represents the weight of the remaining oil;

representing the weight of the ith intelligent container 20, i =1,2, …, N representing the current number of intelligent containers 20; with the airdrop operation, N is gradually decreased.

Step A2: according to the moment balance principle, the current gravity center of the aircraft is determined according to the current weight of the aircraft, the weight and gravity center of the aircraft when the aircraft is empty, the weight and gravity center of the residual oil and the weight and gravity center of all the intelligent containers 20.

In the embodiment of the invention, after the gravity centers and the weights of all the components (including the aircraft in the case of air, the residual oil and the N intelligent containers 20) are determined, the gravity centers of the components, namely the gravity centers of the aircraft can be determined based on the moment balance principle under the condition that the weight of the aircraft is known. For example, the aircraft's current center of gravity satisfies:

（3）

wherein the content of the first and second substances,

the current center of gravity of the aircraft is represented,

representing the centre of gravity of the aircraft when empty,

representing the weight of the aircraft when empty,

the center of gravity of the remaining oil is represented,

represents the weight of the remaining oil;

indicating the center of gravity of the ith intelligent cargo box 20,

representing the weight of the ith intelligent container 20, i =1,2, …, N representing the current number of intelligent containers 20;

representing the current weight of the aircraft.

Step A3: and superposing the moment of inertia of the aircraft when the aircraft is empty, the moment of inertia of the residual oil and the moment of inertia of all the intelligent containers 20 into the current moment of inertia of the aircraft.

In the embodiment of the invention, the integral rotational inertia of the aircraft, namely the current rotational inertia of the aircraft, can be determined by superposing the rotational inertias of all the components of the aircraft. Optionally, since the rotational inertia of each component is the rotational inertia in the respective coordinate system, the present embodiment utilizes coordinate transformation to realize the superposition of the rotational inertia. Specifically, the step A3 "superimposing the moment of inertia of the aircraft when the aircraft is empty, the moment of inertia of the residual oil, and the moment of inertia of all the intelligent containers 20 as the current moment of inertia of the aircraft" may include the following steps a31-a 33:

step A31: the moment of inertia of the various components of the aircraft, including the aircraft when empty, the residual oil, and all of the intelligent cargo boxes 20, is converted to a moment of inertia in a full-aircraft coordinate system.

In the embodiment of the invention, the inertial data reported by the intelligent container 20 includes the weight of the intelligent container 20

Center of gravity

In addition, the moment of inertia of the intelligent cargo box 20 is also included; the moment of inertia of the intelligent cargo box 20 is moment of inertia in its own coordinate system, and the present embodiment converts the moment of inertia of all the components into a unified full-machine coordinate system. In the embodiment of the invention, the rotational inertia of each component comprises the rotational inertia of three axes and the inertia product of three planes, and the rotational inertia of each component is converted into a full-machine coordinate system. For example, the moment of inertia converted to a full machine coordinate system satisfies:

wherein, the aircraft contains M components in total, and if the number of the intelligent containers 20 is N, M = N + 2.

Respectively representing the moment of inertia of the ith component around the x-axis, the y-axis and the z-axis under the own coordinate system,

respectively representing inertia products of the ith component part under the self coordinate system about an xy plane, a yz plane and an xz plane;

respectively representing the moment of inertia of the ith component around the x-axis, the y-axis and the z-axis under a full-machine coordinate system,

respectively representing the inertia products of the ith component part relative to an xy plane, a yz plane and an xz plane under a full-machine coordinate system.

The center of gravity of the ith component is shown,

denotes the weight of the ith component, i =1,2, …, M. For example, the 1 st to nth components represent the N intelligent cargo boxes 20, the N +1 st component is an aircraft when empty, and the N +2 nd component is residual oil.

Step A32: and superposing the rotational inertia of all the components in the whole-machine coordinate system to obtain the current rotational inertia of the aircraft in the whole-machine coordinate system.

In the embodiment of the invention, the rotational inertia superposition can be realized by summing the rotational inertia of the M components in a unified whole-machine coordinate system. For example, the current moment of inertia of the aircraft in a full-aircraft coordinate system satisfies:

wherein the content of the first and second substances,

respectively represents the rotational inertia of the aircraft around an x axis, a y axis and a z axis under a full-machine coordinate system,

respectively represents inertia products of the aircraft under a full-machine coordinate system about an xy plane, a yz plane and an xz plane.

Step A33: and converting the current moment of inertia of the aircraft in a full-aircraft coordinate system into the own coordinate system of the aircraft, and determining the current moment of inertia of the aircraft.

In the embodiment of the present invention, contrary to the process of step a31, the rotation under the full-machine coordinate system can be performedThe moment of inertia is converted into the aircraft's own coordinate system, i.e. with the aircraft's current center of gravity

In its own coordinate system as the origin. Specifically, the current moment of inertia of the aircraft in a self coordinate system meets the following conditions:

wherein the content of the first and second substances,

respectively representing the inertia products of the aircraft under the self coordinate system about an xy plane, a yz plane and an xz plane.

Which is indicative of the current weight of the aircraft,

representing the current center of gravity of the aircraft.

In summary, the control device 10 determines the current inertial data of the aircraft, i.e. the current weight of the aircraft, based on the inertial data of the aircraft at the time of flight, the inertial data of the residual oil and the inertial data of all the intelligent containers 20

Center of gravity

And moment of inertia

. After determining the current inertial data of the aircraft, the aircraft may be controlled to fly, i.e. the flight is controlledThe positioning module 21, after updating the current center of gravity, weight and moment of inertia "of the aircraft, is also configured to: and controlling the aircraft to fly based on the updated current center of gravity, weight and moment of inertia of the aircraft.

After the current inertial data of the aircraft are determined, a six-degree-of-freedom motion model of the whole aircraft can be updated, and the six-degree-of-freedom motion model comprises the following steps:

wherein the content of the first and second substances,

for aircraft weight, i.e. as described above

The three-axis speed of the body axis is respectively the speed along the x axis, the y axis and the z axis,

the three-axis angular rates of the axis of the body are respectively angular rates along an x axis, a y axis and a z axis, namely, the three-axis angular rates respectively represent a roll angular rate, a pitch angular rate and a yaw angular rate;

is the three-axis position under the inertial coordinate system,

are euler angles (roll angle, pitch angle, yaw angle),

is the three-axis resultant moment of the body axis,

the three axes of the machine body axis are combined with external force. The moment of inertia, the weight and the center of gravity of the aircraft all influence the flying motion model, and the six-degree-of-freedom motion model is not detailed in the embodiment. After the six-degree-of-freedom motion model is updated, the control input of the aircraft can be determined based on the updated six-degree-of-freedom motion model, and the flight control of the aircraft is realized.

Due to the fact that inertial data of the aircraft change in the flying process, for example, the air-drop intelligent container 20 and the like, the gravity center, the weight and the like of the aircraft change, and the weight, the gravity center and the rotational inertia before and after air-drop have large deviation and jump; the traditional control strategy mainly executes transportation and delivery according to a preset program, and does not have the capability of dynamically adjusting a flight plan, a control strategy and control parameters according to cargo states and scene requirements.

Optionally, the control device 10 controls the flight of the aircraft based on the updated current center of gravity, weight and moment of inertia of the aircraft, and specifically includes the following steps B1-B5:

step B1: and determining an updated six-degree-of-freedom motion model of the aircraft according to the updated current center of gravity, weight and moment of inertia of the aircraft.

The process of updating the six-degree-of-freedom motion model may refer to the above description, which is not described herein.

Step B2: and determining the feedforward control quantity of the aircraft based on the six-degree-of-freedom motion model.

Step B3: and determining the linear control quantity of the aircraft based on the six-degree-of-freedom motion model.

Step B4: and determining the compensation control quantity of the aircraft based on the six-degree-of-freedom motion model.

Step B5: and determining the total control input by combining the feedforward control quantity, the linear control quantity and the compensation control quantity, and controlling the flight of the aircraft based on the total control input.

The feedforward control quantity is the control quantity for realizing the feedforward control; the linear control quantity is a control quantity determined based on a linear model of the aircraft, and can be determined by utilizing an existing linear model; the compensation control amount is used to compensate for a control amount such as a change in the inertial data, a model error (e.g., a numerical calculation error), or an input uncertainty, for example, a change in the inertial data due to a factor such as cargo loading or aerial delivery, and the like, and the compensation control amount can compensate for the change.

For example, after the feedforward control amount, the linear control amount, and the compensation control amount are determined, the sum of the three is input to the total control. For example,

wherein the content of the first and second substances,

representing the overall control input, and,

a feed-forward control amount is indicated,

the linear control quantity is represented by a linear control quantity,

indicating the amount of compensation control.

In the embodiment of the invention, because the inertial data of the aircraft possibly changes greatly in the flying process, such as jumping and the like, the flight control system provided by the embodiment of the invention adopts a multiple self-adaptive mechanism to perform self-adaptive calculation on three parts of control quantity after determining the weight, the gravity center and the rotational inertia of the whole aircraft, can realize the control of the aircraft by combining the feedforward control quantity, the linear control quantity and the compensation control quantity, can adapt to the control under different loading and launching conditions, and can improve the adaptability, the robustness and the safety of the flight control system. The flight control system can be suitable for scenes such as random cargo loading, aerial cargo delivery and the like, and has good scene adaptability.

Optionally, the step B2 "determining the feedforward control amount of the aircraft" includes the following steps B21-B23:

step B21: determining a current flight state of the aircraft, the flight state comprising: airspeed

Track dip angle

And turning radius

。

Wherein, the airspeed of the flight at the stage can be determined according to the remote control instruction of the automatic flight route or the ground station

Track dip angle

And turning radius

。

Step B22: and determining the balanced attack angle, sideslip angle and roll angle of the aircraft according to the six-degree-of-freedom motion model and the flight state.

For example, the attack angle, the sideslip angle and the roll angle of the aircraft balance can be determined by a gradient descent method, and the following conditions are met:

（4）

wherein the content of the first and second substances,

respectively representing an attack angle, a sideslip angle and a roll angle;

which represents the six-degree-of-freedom kinetic equation of the aircraft, x represents the pose parameter of the aircraft, and

u represents a control quantity of the aircraft; wherein the content of the first and second substances,

representing the three-axis angular rate of the body axis,

the three-axis speed of the body axis is shown,

the flying height is represented, and the trim state quantity of the corresponding parameter is represented. The above parameters may be determined based on a six degree of freedom motion model.

Step B23: determining a feedforward control quantity of the aircraft based on a moment balance principle, wherein the feedforward control quantity comprises: elevator feedforward quantity, accelerator feedforward quantity, aileron feedforward quantity and rudder feedforward quantity.

In the embodiment of the invention, the feedforward control quantity determined based on the six-degree-of-freedom motion model and the moment balance principle comprises the following steps: amount of elevator feedforward

Throttle feed forward quantity

Aileron feed forward quantity

And rudder feedforward amount

For realizing the control of the elevator,And controlling an accelerator, an aileron and a rudder. Based on the moment balance principle, the four feedforward control quantities satisfy the following derivation:

where ρ represents the atmospheric density, c represents the mean aerodynamic chord length, S represents the reference area,

represents the pitch moment coefficient when the zero attack angle, the zero pitch angle rate and the zero rudder deflection are conducted,

the derivative of the pitch moment coefficient with respect to the angle of attack is indicated,

representing the derivative of the pitch moment coefficient with respect to pitch angle rate,

representing the derivative of the pitch moment coefficient to the elevator;

representing the derivative of the body axis drag coefficient with respect to the pitch angle rate,

the derivative of the shaft drag coefficient of the body to the elevator is shown,

the area of the propeller disc of the propeller is shown,

the coefficient of the propeller tension is expressed,

representing the wake coefficient of the propeller disc;

the derivative of the yaw moment coefficient with respect to the rudder is indicated,

，

，

the span of the wing is shown,

，

the derivative of the yaw moment coefficient with respect to the yaw angle rate is represented.

After the flight state, the attack angle and the like of the aircraft are determined, the trim state quantity corresponding to each parameter can be determined based on the existing mature technology. E.g. in terms of space velocity

Track dip angle

Turning radius

Angle of attack

Side slip angle

Angle of roll

Solving for the trim state quantities is as follows:

alternatively, the above-described step B3 "determining the linear control quantity of the aircraft" performed by the control device 10 may specifically include the following steps B31-B32:

step B31: and determining the current linear model of the aircraft according to the six-degree-of-freedom motion model and the flight state.

In the embodiment of the invention, after parameters such as the updated six-degree-of-freedom motion model and the current flight state are determined, the linear state space model and the output model of the aircraft can be solved, so that the overall linear model of the aircraft can be determined. For example, the linear model shape is as follows:

（5）

a linear control quantity is indicated.

Step B32: and determining the linear control quantity of the aircraft based on the LQR principle according to the linear model.

In the embodiment of the invention, on the basis of a Linear model, a Linear controlled variable UL can be obtained according to an LQR (Linear Quadratic Regulator) control theory; for example, the linear control amount UL can be obtained by solving the Riccati equation on line based on the LQR principle.

Optionally, the present embodiment introduces an error to the linear model due to an error between the control input quantity and the desired value of the aircraft, to enable an extension of the linear model. Specifically, the above-mentioned step B32 "determining the linear control quantity of the aircraft based on the LQR principle according to the linear model" may include the following steps B321-B322:

step B321: an error e is introduced into the linear model to extend the linear model.

Wherein, the linear model after the expansion is:

（6）

wherein, errors

An expected overload command, such as overload, roll angle, etc.;

step B322: according to the expanded linear model, determining the linear control quantity of the aircraft based on the LQR principle, wherein the linear control quantity UL meets the following requirements:

in order to obtain a proportional gain, the gain is,

is the integral gain.

In the embodiment of the invention, the linear controller is updated based on the online solution of the LQR principle, and the linear control quantity can be obtained through calculation based on the updated linear controller, namely the expanded linear control quantity can be obtained

Specifically, the following formula (7) is shown.

（7）

in order to obtain a proportional gain, the gain is,

in order to integrate the gain, the gain is,

the integral is represented. The equation (7) may also represent a linear controller of the aircraft.

Specifically, the embodiment of the invention can respectively determine corresponding linear models for the elevator, the accelerator, the aileron and the rudder so as to determine corresponding linear control quantities

. For example, in the case of the longitudinal inner loop overload control, the feedforward control amount in each state

(in this case, it is

) Angle of attack based on aircraft

And pitch rate

A state space model of the aircraft may be determined:

（8）

a, B represents a system matrix and a control matrix respectively, and the specific form can be seen in the above formula (8);

respectively pitch angle rate

Angle of attack

Linear control quantity

The dimensional derivative of the corresponding pitching moment,

respectively angle of attack

Linear control quantity

Corresponding dimensional derivatives of the normal force, which can be obtained by linearization of the updated six-degree-of-freedom motion model; for example, the linearization may be calculated in real time using a "foreigner difference" numerical solution method.

Expansion to increase output

For example, in the case of longitudinal overload control, the

And representing the output quantity of the expansion increase of the longitudinal model, wherein the output model is as follows:

（9）

wherein C, D represents the output matrix and the feedforward matrix, respectively, and the specific form thereof can be referred to as the above formula (9).

Order to

The linear model of the above formula (5) can be obtained.

In the embodiment of the invention, the feed forward quantity

The method mainly comprises four steps: amount of elevator feedforward

Accelerator feed forward amount

Aileron feed forward quantity

And rudder feedforward amount

. Taking the elevator as an example, the elevator,

to express the linear control amount of the elevator, as shown in the above equation (8), the state space model can be expressed as:

accordingly, as shown in the above equation (9), the output model is:

after determining the state space model and the output model of the aircraft, the linear control amount UL of the aircraft, i.e. the linear control amount of the elevators, can be adaptively determined based on the above step B32

And will not be described herein.

Optionally, under the influence of factors such as cargo loading and air drop, or due to numerical calculation errors, deviation of the flight state from a nominal design model, and the like, the embodiment of the invention compensates the model errors and the input uncertainty by using the compensation control quantity. Specifically, the step B4 "determining the compensation control amount of the aircraft" may specifically include the following steps B41-B43:

step B41: determining an error state space model of the aircraft, the error state space model being indicative of the compensation control quantityAdaptive estimation

And actual compensation value

An error therebetween.

In the embodiment of the invention, because of uncertainty of the operation efficiency and other unknown nonlinear dynamic uncertainties, the uncertainty needs to be compensated through compensation control, and the embodiment uses actual compensation values

Indicates the compensation control amount that should be input, but due to uncertainty, the actual compensation value

Is difficult to be determined directly, so the embodiment estimates the same, i.e. sets the adaptive estimation value

Determining a suitable adaptive estimate by minimizing the error between the two

. The embodiment of the invention expresses by an error state space model

And

the error between.

Specifically, in the embodiment of the invention, a design model containing uncertainty is generated on the basis of a linear model of the aircraft. For example, based on the linear model shown in the above equation (5), the design model containing uncertainty is generated as shown in the following equation (10):

（10）

wherein the content of the first and second substances,

uncertainty for steering efficiency;

is an unknown nonlinear dynamics uncertainty, which represents an unknown nonlinear dynamics. The indeterminate portion in the above formula (10) is rewritten as:

（11）

order to

The product is

The actual compensation value corresponding to the compensation control quantity can be represented; also, the design model containing uncertainty can be rewritten as:

（12）

if control input

And determining the error between the aircraft overload command signal and the overload feedback signal

And is and

(ii) a Wherein Uad denotes a compensation control amount; the linear controller described above may be introduced to determine the linear control amount UL. The design model containing uncertainty, shown by equation (12), can be derived:

（13）

order to

From the above formula (13):

. In compensating the control quantity

Complete compensation

In the case of (2), the reference model obtained is as follows:

（14）

wherein the content of the first and second substances,

for representing in the reference model

. The reference model is an ideal model, i.e. compensating the control quantity

Complete compensation

The ideal case of the corresponding model.

Let error

Is provided with

Is an adaptive estimated value; selecting compensation control quantity

From the design model shown in the above equation (13), the reference model shown in the above equation (14), and the like, an error state space model of the aircraft can be obtained:

（15）

in the embodiment of the present invention, the error

An error indicative of a flight condition;

representing the state variables of the system under the influence of the actual linear controller,

indicating the amount of compensation control

Fully compensating for actual compensation

The state variables of the ideal system.

I.e. the adaptive estimated value

And actual compensation value

An error therebetween.

Step B42: determining an adaptive estimate for system stability based on an error state space model

。

In the embodiment of the invention, the system is stabilizedDetermining an adaptive estimate

. Wherein, it is stable in the Lyapunov sense; for example, an adaptive estimate for determining system stability based on Lyapunov's theorem (Lyapunov's theorem)

。

Step B43: for adaptive estimated value

In the embodiment of the invention, the current adaptive estimation value is determined

The adaptive estimate may then be applied

Low-pass filtering to eliminate high-frequency dynamic state and avoid system oscillation and divergence, and the low-pass filtering result may be used as the compensation control amount of the aircraft

。

Further optionally, the step B42 includes:

step B421: determining an adaptive estimation value when a system is stable by adopting a non-derivative L1 adaptive law according to an error state space model

。

In the embodiment of the present invention, a non-derivative adaptive law is adopted based on the error state space model shown in the above equation (15), so that a new compensation control amount can be calculated.

Specifically, according to Lyapunov's theorem (Lyapunov's theorem), non-conducting numbers are taken

The adaptation law is as follows:

（16）

where k represents the number of rounds in which the aircraft control quantities are determined, i.e. the adaptive estimate based on the k-1 th round

To determine an adaptive estimate for the k-th round

。

Which is indicative of the rate of adaptation,

the expression satisfies the Riccati equation

The positive definite solution of (a) is,

is a symmetric positive definite matrix; and as has been indicated above, it is also possible to,

。

the preset mapping function can be determined based on a projection algorithm, and the mapping function satisfies the following conditions:

（17）

wherein the content of the first and second substances,

，

，

is composed of

The maximum value of the mode of (a),

is composed of

The gradient vector of (2).

The embodiment of the invention introduces a non-derivative self-adaptive mechanism on the basis of the traditional L1 self-adaptive control, and the method abandons the assumption that the ideal weight value adopted by the traditional integral self-adaptive control is a constant value and allows the unknown weight value to be changed arbitrarily and quickly. The method can provide smoother transient performance and faster self-adaptation, improves the robustness of self-adaptation control to unmodeled dynamics, can avoid the problem of slow error convergence caused by an integral type self-adaptation law for a system containing non-self-adaptation control integral, is particularly suitable for occasions with sudden changes of dynamic characteristics such as airdrop and the like, can ensure fast self-adaptation, can realize decoupling of self-adaptation and robustness, ensures the transient performance of control input and output, and has larger time delay margin and the like.

On the basis of any of the above embodiments, the control device 10 is further configured to communicate with a ground station; the control device 10 includes, for example, a warehouse processor and a flight control processor. The warehouse processor is used for determining inertial data of the aircraft and realizing management of the intelligent container 20; for example, the warehouse processor may perform steps A1-A3, described above. The flight control processor is used for realizing flight control on the aircraft and realizing communication with the ground station; for example, the flight control processor may perform steps B1-B5, etc., as described above.

Specifically, this flight control processor is used for sending the goods state to ground station, and this goods state includes inertial data, temperature, the freshness etc. of intelligent packing box. The ground station may adjust the flight plan and control strategy based on the current cargo state; for example, the transportation efficiency of fresh goods and emergency materials is improved by means of dynamically adjusting air routes, changing the air drop sequence and the like.

For example, referring to fig. 4, the control device 10 includes a warehouse processor and a flight control processor; the warehouse processor is fixedly arranged in an equipment cabinet of the warehouse and can be communicated with the flight control processor through a differential serial port RS-422 interface. The warehouse management seats of the ground station are deployed in a ground control station (ground station for short) of the unmanned aerial vehicle and are parallel to the flight control seats. The flight control processor can send the cargo state to the ground station through the wireless link (including the wireless link machine carries the end and the wireless link ground end), and the ground station obtains and analyzes the cargo state to can confirm the position of each intelligent cargo box 20 in the freight house, the cargo information in the cargo house, and can show the freight house information to the seat screen, supply ground monitoring personnel to interpret, carry out record and record to the data simultaneously. In addition, the ground station can also send the aircraft and the goods state to a logistics monitoring center, an unmanned aerial vehicle operation management center and an air management center through 4G/5G or the Internet for real-time supervision and recording by an air traffic management provider, a logistics service provider or a client.

In the embodiment of the invention, the personnel in the warehouse management seat can monitor and manage the warehouse and the goods of the aircraft according to the goods state, can send warehouse remote control instructions such as triggering the airdrop, the serial number of the airdrop goods box and the like to the warehouse processor, and sends the warehouse remote control instructions to the intelligent goods box 20 or the goods box airdrop system with the appointed ID through the wireless communication router to make corresponding airdrop actions.

The flight control system provided by the embodiment of the invention can monitor the transported goods and materials in real time, deeply cross-link the transported goods and materials with the flight control system, send the goods state to the flight control computer and the ground station, monitor the state of the goods in real time by ground personnel, adjust the flight plan and the control strategy according to the goods state, and improve the transportation efficiency of the fresh goods and the emergency materials by means of dynamically adjusting air routes, changing the air drop sequence and the like. This flight control system can improve the robustness to transporting different goods and materials and the different goods and materials of air-drop greatly, can be according to giving birth to bright degree and goods and materials emergency degree of giving birth to bright, and nimble transportation and input can raise the efficiency.

The above description is only a specific implementation of the embodiments of the present invention, but the scope of the embodiments of the present invention is not limited thereto, and any person skilled in the art can easily conceive of changes or substitutions within the technical scope of the embodiments of the present invention, and all such changes or substitutions should be covered by the scope of the embodiments of the present invention. Therefore, the protection scope of the embodiments of the present invention shall be subject to the protection scope of the claims.

Claims

1. A flight control system for a transport aircraft, comprising: the system comprises a control device, at least one intelligent container and a positioning base station; the intelligent container and the positioning base station are positioned in the aircraft, and the positioning base station is fixed in position; the intelligent container includes: the container processing system comprises a positioning module, a container processing module and a wireless communication module;

2. The flight control system according to claim 1, wherein the control device is particularly configured to:

3. The flight control system of claim 2, wherein the current center of gravity of the aircraft satisfies:

；

；

；

wherein the content of the first and second substances,

represents the current center of gravity of the aircraft,

representing the centre of gravity of the aircraft when airborne,

represents the weight of the aircraft when empty,

the center of gravity of the remaining oil is represented,

representing the weight of the residual oil;

the center of gravity of the ith intelligent cargo box is shown,

representing the current weight of the aircraft.

4. The flight control system of claim 2, wherein the superimposing of the moment of inertia of the aircraft when empty, the moment of inertia of the residual oil, and the moment of inertia of all of the smart containers as the current moment of inertia of the aircraft comprises:

and converting the current moment of inertia of the aircraft in the full-machine coordinate system into the self coordinate system of the aircraft, and determining the current moment of inertia of the aircraft.

5. The flight control system of claim 1, wherein the smart container further comprises a tag read-write module;

6. The flight control system of claim 5, wherein the intelligent cargo box has a weight that satisfies:

；

indicating the weight of the ith intelligent cargo box,

7. The flight control system of any one of claims 1-6, wherein after the updating the current center of gravity, weight, and moment of inertia of the aircraft, the control device is further configured to:

controlling the aircraft to fly based on the updated current center of gravity, weight and moment of inertia of the aircraft.

8. The flight control system of claim 7, wherein the controlling the aircraft to fly based on the updated current center of gravity, weight, and moment of inertia of the aircraft comprises:

9. The flight control system of claim 8, wherein the determining the feed-forward control quantity of the aircraft comprises:

Track dip angle

And turning radius

；

Determining the balanced attack angle, the balanced sideslip angle and the balanced roll angle of the aircraft according to the six-degree-of-freedom motion model and the flight state;

10. The flight control system of claim 9, wherein the elevator feed forward amount

The accelerator feed forward amount

The feed forward amount of the aileron

And the rudder feedforward quantity

Respectively satisfy:

；

；

；

wherein the content of the first and second substances,

、

、

respectively representing an attack angle, a sideslip angle and a roll angle;

representing the three-axis angular rate of the body axis,

the pitch angle is shown in the representation,mwhich is indicative of the current weight of the aircraft,grepresenting the acceleration of gravity, representing the trim state quantity of the corresponding parameter;

、

、

representing the derivative of the pitch moment coefficient to the elevator;

the area of the propeller disc of the propeller is shown,

the coefficient of tension of the propeller is shown,

representing the wake coefficient of the propeller disc;

the derivative of the roll moment coefficient with respect to the rudder is represented,

representing the derivative of the yaw moment coefficient with respect to the aileron,

the span of the wing is shown,

representing the derivative of the yaw moment coefficient with respect to the yaw angle rate;

、

、

are all preset adaptive rates, and

，

，

。

11. the flight control system of claim 9, wherein the determining a linear control quantity of the aircraft comprises:

12. The flight control system of claim 11, wherein the determining a linear control quantity of the aircraft based on LQR principles according to the linear model comprises:

introducing errors into the linear modeleTo expand the linear model;

the linear model is:

；

the extended linear model is:

；

wherein the content of the first and second substances,A、B、C、Drespectively representing a system matrix, a control matrix, an output matrix and a feedforward matrix of the linear system,Xrepresents at least part of a state parameter of the aircraft,

represents a linear control amount; error of the measurement

，RIs a desired instruction;

；

according to the expanded linear model, determining the linear control quantity of the aircraft based on the LQR principle, and the linear control quantity