CN105151292B - Distributive vectored thrust system - Google Patents
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Abstract
分布式矢量推进系统属于航空技术和机电控制技术领域,尤其涉及一种分布式矢量推进系统。本发明提供一种可以实现任意姿态起飞、降落及悬停的分布式矢量推进系统。本发明包括自由推力单元和飞行控制器,自由推力单元包括第一伺服机构机架,第一伺服机构机架上设置有第一舵机,第一舵机轴与第二伺服机构机架相连,第二伺服机构机架上设置有第二舵机,第二舵机轴与动力涵道架相连,所述第二舵机轴与第一舵机轴垂直;所述飞行控制器控制第一舵机和第二舵机的旋转角度输入,以及动力涵道的转速。
A distributed vector propulsion system belongs to the fields of aviation technology and electromechanical control technology, and in particular relates to a distributed vector propulsion system. The invention provides a distributed vector propulsion system capable of taking off, landing and hovering at any attitude. The present invention includes a free thrust unit and a flight controller, the free thrust unit includes a first servo mechanism frame, a first steering gear is arranged on the first servo mechanism frame, the shaft of the first steering gear is connected with the second servo mechanism frame, The second servo mechanism frame is provided with a second steering gear, the second steering gear shaft is connected with the power duct frame, and the second steering gear shaft is perpendicular to the first steering gear shaft; the flight controller controls the first steering gear The rotation angle input of the steering gear and the second steering gear, and the speed of the power duct.
Description
技术领域technical field
本发明属于航空技术和机电控制技术领域,尤其涉及一种分布式矢量推进系统。The invention belongs to the field of aviation technology and electromechanical control technology, and in particular relates to a distributed vector propulsion system.
背景技术Background technique
现有固定翼飞行器不具有垂直起降能力,对起降场地比较依赖。倾转旋翼机构虽然兼具了垂直起降和平飞,但是同固定翼相似也对飞行品质要求较高,不能满足复杂环境下的机动飞行。新近流行的多旋翼飞行器,虽然有较好的垂直起降和悬停性能,但是由于机构限制无法进行高效的巡航飞行,导致航程较短无法长距离执行任务。而且航迹与姿态仍然耦合,无法做出空间全自由度全姿态飞行,机动性还可提高。Existing fixed-wing aircraft do not have vertical take-off and landing capabilities, and are more dependent on take-off and landing sites. Although the tiltrotor mechanism has both vertical take-off and landing and level flight, it also has high requirements for flight quality similar to the fixed wing, and cannot meet the maneuvering flight in complex environments. Although the newly popular multi-rotor aircraft has good vertical take-off and landing and hovering performance, it cannot perform efficient cruise flight due to institutional limitations, resulting in a short range and unable to perform long-distance missions. Moreover, the trajectory and attitude are still coupled, and it is impossible to fly with full degrees of freedom and full attitude in space, and the maneuverability can be improved.
推力矢量技术能让发动机推力的一部分变成操纵力,代替或部分代替操纵面,从而大大减少了雷达反射面积;不管迎角多大和飞行速度多低,飞机都可利用这部分操纵力进行操纵,这就增加了飞机的可操纵性。由于直接产生操纵力,并且量值和方向易变,也就增加了飞机的敏捷性,因而可适当地减小或去掉垂尾,也能替代其他一些操纵面;这对降低飞机的可探测性是有利的,也能使飞机的阻力减小。Thrust vectoring technology can turn part of the engine thrust into the control force, replacing or partially replacing the control surface, thereby greatly reducing the radar reflection area; no matter how large the angle of attack is and how low the flight speed is, the aircraft can use this part of the control force to control, This increases the maneuverability of the aircraft. Since the control force is directly generated, and the magnitude and direction are variable, the agility of the aircraft is increased, so the vertical tail can be appropriately reduced or removed, and some other control surfaces can also be replaced; this is helpful for reducing the detectability of the aircraft. It is beneficial and can also reduce the drag of the aircraft.
发明内容Contents of the invention
本发明就是针对上述问题,提供一种可以实现任意姿态起飞、降落及悬停的分布式矢量推进系统。The present invention aims at the above problems and provides a distributed vector propulsion system capable of taking off, landing and hovering at any attitude.
为实现上述目的,本发明采用如下技术方案,本发明包括自由推力单元和飞行控制器,自由推力单元包括第一伺服机构机架,第一伺服机构机架上设置有第一舵机,第一舵机轴与第二伺服机构机架相连,第二伺服机构机架上设置有第二舵机,第二舵机轴与动力涵道架相连,所述第二舵机轴与第一舵机轴垂直;所述飞行控制器控制第一舵机和第二舵机的旋转角度输入,以及动力涵道的转速。In order to achieve the above object, the present invention adopts the following technical solutions. The present invention includes a free thrust unit and a flight controller. The free thrust unit includes a first servo mechanism frame, and the first servo mechanism frame is provided with a first steering gear. The shaft of the steering gear is connected with the frame of the second servo mechanism, the frame of the second servo mechanism is provided with a second steering gear, the shaft of the second steering gear is connected with the power duct frame, and the shaft of the second steering gear is connected with the frame of the first steering gear The axis is vertical; the flight controller controls the rotation angle input of the first steering gear and the second steering gear, and the rotational speed of the power duct.
作为一种优选方案,本发明所述飞行控制器的控制方法为。As a preferred solution, the control method of the flight controller in the present invention is as follows.
以自由推力单元所在载机的重心为原点建立笛卡尔直角坐标系,r为重心至涵道的距离,l为对应点在平稳时的长度,对应点是指:将载机所在的平面上的三个点“系”在与载机所在的平面平行的另一上平面对应的三点上,对应点的连线垂直于此二平面,连线为“连锁”,“连锁”为线弹性,满足郑玄-胡克定律,弹性系数为μ;τ为载机的顶角度数。A Cartesian rectangular coordinate system is established with the center of gravity of the carrier where the free thrust unit is located as the origin, r is the distance from the center of gravity to the duct, l is the length of the corresponding point when it is stable, and the corresponding point refers to: the plane where the carrier is located The three points are "connected" to the three points corresponding to the other upper plane parallel to the plane where the aircraft is located, and the connection line of the corresponding points is perpendicular to the two planes. The connection line is "chain", and the "chain" is linear elasticity. It satisfies Zhengxuan-Hooke's law, and the elastic coefficient is μ; τ is the angle of the top of the carrier aircraft.
情况1:在外界的扰动下,载机绕x轴发生角位移为函道需要发生的角位移,同时,涵道所需增加的力为: Case 1: Under external disturbance, the angular displacement of the carrier around the x-axis is Correspondence needs to happen At the same time, the increased force required by the duct is:
情况2:在外界的扰动下,载机绕y轴发生角位移为δλ,函道需要发生-δλ的角位移,同时,涵道所需增加的力为:F=μrsinτ*sin(δλ)。Situation 2: Under external disturbance, the angular displacement of the loader around the y-axis is δ λ , and the duct needs to have an angular displacement of -δ λ . At the same time, the increased force required by the duct is: F=μrsinτ*sin(δ λ ).
情况3:在外界的扰动下,载机绕z轴发生较小角位移为δθ,函道所需做出的调整为。Situation 3: Under external disturbances, the carrier aircraft has a small angular displacement around the z-axis of δ θ , and the channel needs to be adjusted as .
绕x轴发生角位移αAn angular displacement α occurs around the x-axis
绕y轴发生角位移βAngular displacement β around the y-axis
同时,涵道所需增加的力为 At the same time, the increased force required by the channel is
侧向悬停:设置将所述上平面绕y轴旋转κ,保持载机与上平面平行,同时三个涵道同时绕y轴旋转。Side hovering: Set to rotate the upper plane around the y-axis κ, keep the carrier parallel to the upper plane, and simultaneously rotate the three ducts around the y-axis.
设置将所述上平面绕x轴旋转ζ,保持载机与上平面平行,同时三个涵道同时绕x轴旋转。It is set to rotate the upper plane ζ around the x-axis, keep the carrier plane parallel to the upper plane, and simultaneously rotate the three ducts around the x-axis.
作为另一种优选方案,本发明所述自由推力单元为三个;其中一个自由推力单元位于重心之后机身对称轴上,与重心距离为L3;另外两个对称地分布在重心之前,到重心的距离分别为L1、L2;三自由推力单元的控制力分别为F1、F2、F3,通过自由推力调节升力焦点与重心重合,合控制力为F=F1+F2+F3、合控制力矩M=F1×L1+F2×L2+F3×L3。As another preferred solution, there are three free thrust units in the present invention; one of the free thrust units is located on the symmetry axis of the fuselage behind the center of gravity, and the distance from the center of gravity is L3; the other two are symmetrically distributed before the center of gravity, to the center of gravity The distances are L1 and L2 respectively; the control forces of the three free thrust units are F1, F2 and F3 respectively, and the lift focus is adjusted to coincide with the center of gravity through the free thrust, the resultant control force is F=F1+F2+F3, and the resultant control moment M= F1×L1+F2×L2+F3×L3.
作为另一种优选方案,本发明所述飞行控制器通过电子调速器控制动力涵道的转速。As another preferred solution, the flight controller of the present invention controls the rotational speed of the power duct through an electronic governor.
作为另一种优选方案,本发明所述飞行控制器包括集成传感器和飞控板,所述集成传感器包括惯性测量单元、GPS导航模块和三轴磁力计模块,惯性测量单元包括三轴角速度测量部分和三轴加速度测量部分;所述飞行控制器测量三轴角速度,三轴加速度,配合方向数据进行校正,测得载机的飞行姿态角度,运用余弦算法得出飞机飞行的姿态数据。As another preferred solution, the flight controller of the present invention includes an integrated sensor and a flight control board, the integrated sensor includes an inertial measurement unit, a GPS navigation module and a three-axis magnetometer module, and the inertial measurement unit includes a three-axis angular velocity measurement part and a three-axis acceleration measurement part; the flight controller measures the three-axis angular velocity and the three-axis acceleration, corrects it with the direction data, measures the flight attitude angle of the carrier aircraft, and uses the cosine algorithm to obtain the attitude data of the aircraft flight.
作为另一种优选方案,本发明所述飞控板采用Atmega1280/2560芯片。As another preferred solution, the flight control board of the present invention adopts Atmega1280/2560 chip.
作为另一种优选方案,本发明所述飞控板包括第一接收机、第二接收机、APM1芯片、APM2芯片、Arithmetic单元、MWC1板、MWC2板和MWC3板,Arithmetic单元的信号输入端口分别与第二接收机的信号输出端口、APM2芯片的信号输出端口相连,第一接收机的信号输出端口与APM1芯片的信号输入端口相连;Arithmetic单元的信号输出端口分别与APM1芯片的信号输入端口、MWC1板的信号输入端口、MWC2板的信号输入端口、MWC3板的信号输入端口相连;MWC1板的信号输出端口分别与其中一个自由推力单元的第一舵机控制信号输入端口、第二舵机控制信号输入端口相连,MWC2板的信号输出端口分别与另一自由推力单元的第一舵机控制信号输入端口、第二舵机控制信号输入端口相连,MWC2板的信号输出端口分别与第三自由推力单元的第一舵机控制信号输入端口、第二舵机控制信号输入端口相连;所述APM2芯片的信号输入端口分别与光流传感器的信号输出端口、GPS传感器的信号输出端口相连;APM1芯片的信号输出端口分别与三个自由推力单元的动力涵道转速控制信号输入端口相连。As another preferred solution, the flight control board of the present invention includes a first receiver, a second receiver, an APM1 chip, an APM2 chip, an Arithmetic unit, a MWC1 board, a MWC2 board and a MWC3 board, and the signal input ports of the Arithmetic unit are respectively Be connected with the signal output port of the second receiver, the signal output port of APM2 chip, the signal output port of the first receiver is connected with the signal input port of APM1 chip; The signal output port of Arithmetic unit is connected with the signal input port of APM1 chip, The signal input port of the MWC1 board, the signal input port of the MWC2 board, and the signal input port of the MWC3 board are connected; the signal output port of the MWC1 board is connected with the first servo control signal input port and the second servo control signal input port of one of the free thrust units respectively. The signal input ports of the MWC2 board are respectively connected to the first steering gear control signal input port and the second steering gear control signal input port of another free thrust unit, and the signal output ports of the MWC2 board are respectively connected to the third free thrust unit. The first steering gear control signal input port of the unit is connected to the second steering gear control signal input port; the signal input port of the APM2 chip is connected to the signal output port of the optical flow sensor and the signal output port of the GPS sensor respectively; The signal output ports are respectively connected to the power duct speed control signal input ports of the three free thrust units.
所述第一接收机接受地面控制器对载机发送的姿态数据,将姿态信号输入APM1芯片中进行解算,APM1芯片还接受经过运算器处理后的油门信号,输出三路油门信号分别控制三个动力涵道的转速大小;第二接收机接受地面控制器对载机发送的航迹控制信号,将航迹控制信号输入ARITHMETIC单元;APM2芯片采集光流传感器以及GPS传感器的信号数据,向ARITHMETIC单元输入四路控制信号1、2、3、Y(1);运算器将信号处理后转换为七路输出信号P1(OUT)、P2(OUT)、P3(OUT)、R1(OUT)、R2(OUT)、R3(OUT)、T作为三块MWC板的输入信号,三块MWC控制板分别控制六个舵机的倾转。The first receiver accepts the attitude data sent by the ground controller to the carrier aircraft, and inputs the attitude signal into the APM1 chip for calculation. The rotational speed of the power duct; the second receiver receives the track control signal sent by the ground controller to the carrier aircraft, and inputs the track control signal into the ARITHMETIC unit; the APM2 chip collects the signal data of the optical flow sensor and the GPS sensor, and sends the signal data to the ARITHMETIC The unit inputs four control signals 1, 2, 3, Y(1); the arithmetic unit converts the signal into seven output signals P1(OUT), P2(OUT), P3(OUT), R1(OUT), R2 (OUT), R3(OUT), and T are used as the input signals of the three MWC boards, and the three MWC control boards control the tilting of the six steering gears respectively.
P信号复制三次得到P1、P2、P3三个信号。The P signal is copied three times to obtain three signals of P1, P2, and P3.
R信号复制三次得到R1、R2、R3三个信号。The R signal is copied three times to obtain three signals R1, R2, and R3.
3信号与2信号叠加后降低信号强度为原来的二分之一再减去1信号得到PG信号。After the 3 signal and the 2 signal are superimposed, the signal intensity is reduced to 1/2 of the original, and then the 1 signal is subtracted to obtain the PG signal.
3信号与2信号相消得倒RG信号。The 3 signal and the 2 signal are eliminated to obtain the inverted RG signal.
P1(OUT)为P1信号与PG信号叠加后再跟Y与Y(1)信号相消。P1(OUT) is the superposition of P1 signal and PG signal and then cancels with Y and Y(1) signal.
P2(OUT)为P2、Y、Y(1)、PG四组信号相互叠加后得到的。P2(OUT) is obtained by superimposing the four groups of signals P2, Y, Y(1), and PG.
P3(OUT)为P3信号与PG信号相互叠加得到的。P3(OUT) is obtained by superimposing the P3 signal and the PG signal.
R1(OUT)为R1信号与RG信号相互叠加获得的。R1(OUT) is obtained by superimposing the R1 signal and the RG signal.
R2(OUT)为R2信号与RG信号相互叠加获得的。R2(OUT) is obtained by superimposing the R2 signal and the RG signal.
R3(OUT)为R3信号与RG信号相互叠加获得的。R3(OUT) is obtained by superimposing the R3 signal and the RG signal.
所述P—俯仰信号、R—滚转信号、T—油门信号、Y—偏航信号、1、2、3—运算用信号、(out)—输出信号。The P—pitch signal, R—roll signal, T—throttle signal, Y—yaw signal, 1, 2, 3—computing signal, (out)—output signal.
其次,本发明所述航迹控制信号包括前后、左右、机头指向、油门信号,所述姿态数据包括俯仰、滚转数据。Secondly, the track control signal of the present invention includes front and rear, left and right, nose pointing, and throttle signals, and the attitude data includes pitch and roll data.
另外,本发明所述第一伺服机构机架包括横框,横框前端设置有向前上端弯曲的前弧形边框,横框后部相应于前弧形边框设置有向后上部弯曲的后弧形边框,横框的后端设置有所述第一舵机,第一舵机轴平行于所述横框并穿过所述后弧形边框上部通孔;所述第二伺服机构机架为多半圆形封边框,第二伺服机构机架的下部轮廓与所述横框与前弧形边框、后弧形边框围成的轮廓相对应;所述第二舵机设置在第二伺服机构机架上端,第二舵机轴垂直向下与动力涵道架相连;所述第二伺服机构机架中部横向一端与所述第一舵机轴相连,第二伺服机构机架中部横向另一端通过横轴与前弧形边框上部相连。In addition, the first servo mechanism frame of the present invention includes a horizontal frame, the front end of the horizontal frame is provided with a front arc-shaped frame that is bent forward to the upper end, and the rear part of the horizontal frame is provided with a rear arc that is curved to the rear upper part corresponding to the front arc-shaped frame. shaped frame, the rear end of the horizontal frame is provided with the first steering gear, the axis of the first steering gear is parallel to the horizontal frame and passes through the upper through hole of the rear arc-shaped frame; the second servo mechanism frame is Most of the semicircular sealing frame, the lower contour of the second servo mechanism frame corresponds to the contour surrounded by the horizontal frame, the front arc frame and the rear arc frame; the second steering gear is arranged on the second servo mechanism machine At the upper end of the frame, the second steering gear shaft is connected vertically downward to the power duct frame; the horizontal end of the middle part of the second servo mechanism frame is connected with the first steering gear shaft, and the other horizontal end of the middle part of the second servo mechanism frame passes through The horizontal axis is connected with the upper part of the front arc frame.
本发明有益效果。The invention has beneficial effects.
本发明自由推力单元可自由调节推力大小和方向。The free thrust unit of the present invention can freely adjust the magnitude and direction of the thrust.
本发明飞行控制器分别控制自由推力单元的第一、第二舵机的角度输入,动力涵道的转速,以获得全自由推力。The flight controller of the present invention separately controls the angle input of the first and second steering gears of the free thrust unit and the rotational speed of the power duct to obtain full free thrust.
本发明分布式多元矢量推进系统起飞不依赖场地条件,可以实现任意姿态起飞、降落及悬停,特别适合城市复杂狭小地形与特殊环境起降,并可以以稳定姿态执行探索、监视及侦查任务。执行任务时,分布式多元矢量推进系统可以实现任意飞行姿态平稳飞行,姿态调整快速灵活,并可以实现快速启动及停车,因此其可以在城市狭小街道甚至建筑物内部进行高效飞行,同时对于丛林、城镇及废墟等环境也能高效完成任务。The distributed multi-element vector propulsion system of the present invention does not depend on site conditions for take-off, can realize take-off, landing and hovering at any attitude, is especially suitable for take-off and landing in complex and narrow urban terrains and special environments, and can perform exploration, surveillance and investigation tasks with a stable attitude. When performing missions, the distributed multivariate vector propulsion system can achieve stable flight at any flight attitude, fast and flexible attitude adjustment, and fast start-up and parking, so it can fly efficiently in small urban streets and even inside buildings. Environments such as towns and ruins can also complete tasks efficiently.
附图说明Description of drawings
下面结合附图和具体实施方式对本发明做进一步说明。本发明保护范围不仅局限于以下内容的表述。The present invention will be further described below in conjunction with the accompanying drawings and specific embodiments. The scope of protection of the present invention is not limited to the following expressions.
图1是本发明结构示意图。Fig. 1 is a schematic diagram of the structure of the present invention.
图2是本发明自由推力单元正视图。Fig. 2 is a front view of the free thrust unit of the present invention.
图3是本发明自由推力单元立体图。Fig. 3 is a perspective view of the free thrust unit of the present invention.
图4是本发明电路原理图。Fig. 4 is a schematic circuit diagram of the present invention.
图5是本发明的载荷谱图。(灰度图无法表示清楚)Figure 5 is a load spectrum diagram of the present invention. (Grayscale images cannot express clearly)
图6是本发明控制方法坐标系建立图。Fig. 6 is a diagram for establishing the coordinate system of the control method of the present invention.
图7是本发明控制方法情况1示意图。Fig. 7 is a schematic diagram of situation 1 of the control method of the present invention.
图8是本发明控制方法情况2示意图。Fig. 8 is a schematic diagram of situation 2 of the control method of the present invention.
图9是本发明控制方法情况3示意图。Fig. 9 is a schematic diagram of situation 3 of the control method of the present invention.
图中,1为第一舵机、2为第二舵机、3为第一伺服机构机架、4为第二伺服机构机架、5为第一舵机轴、6为第二舵机轴、7为动力涵道、8为自由推力单元、9为载机、10为后弧形边框、11为横框、12为前弧形边框、13为横轴。In the figure, 1 is the first steering gear, 2 is the second steering gear, 3 is the first servo mechanism rack, 4 is the second servo mechanism rack, 5 is the first steering gear shaft, and 6 is the second steering gear shaft , 7 is a power duct, 8 is a free thrust unit, 9 is a carrier, 10 is a rear arc frame, 11 is a horizontal frame, 12 is a front arc frame, and 13 is a horizontal axis.
具体实施方式detailed description
如图所示,本发明包括自由推力单元8和飞行控制器,自由推力单元8包括第一伺服机构机架3,第一伺服机构机架3上设置有第一舵机1,第一舵机轴5与第二伺服机构机架4相连,第二伺服机构机架4上设置有第二舵机2,第二舵机轴6与动力涵道7架相连,所述第二舵机轴6与第一舵机轴5垂直;所述飞行控制器控制第一舵机1和第二舵机2的旋转角度输入,以及动力涵道7的转速。As shown in the figure, the present invention includes a free thrust unit 8 and a flight controller, and the free thrust unit 8 includes a first servo mechanism frame 3, on which the first servo mechanism frame 3 is provided with a first steering gear 1, the first steering gear The shaft 5 is connected with the second servo mechanism frame 4, the second servo mechanism frame 4 is provided with the second steering gear 2, the second steering gear shaft 6 is connected with the power duct 7, and the second steering gear shaft 6 It is perpendicular to the first steering gear axis 5; the flight controller controls the rotation angle input of the first steering gear 1 and the second steering gear 2, and the rotational speed of the power duct 7.
动力系统能源可选用电力,以获得更快的响应速度及使推力调节更加精确。Electric power can be selected as the energy source of the power system to obtain faster response speed and make thrust adjustment more precise.
所述飞行控制器的控制方法为。The control method of the flight controller is as follows.
以自由推力单元8所在载机9的重心为原点建立笛卡尔直角坐标系,如图8所示,r为重心至涵道的距离,l为对应点在平稳时的长度,对应点是指:将载机9所在的平面上的三个点“系”在与载机9所在的平面平行的另一上平面对应的三点上,对应点的连线垂直于此二平面,连线为“连锁”,“连锁”为线弹性,满足郑玄-胡克定律,弹性系数为μ;τ为载机9的顶角度数。Establish a Cartesian rectangular coordinate system with the center of gravity of the carrier aircraft 9 where the free thrust unit 8 is located as the origin, as shown in Figure 8, r is the distance from the center of gravity to the duct, l is the length of the corresponding point when it is stable, and the corresponding point refers to: "Tie" the three points on the plane where the carrier aircraft 9 is located on the three points corresponding to another upper plane parallel to the plane where the carrier aircraft 9 is located, and the connection line of the corresponding points is perpendicular to these two planes, and the connection line is " "chain", "chain" is linear elasticity, which satisfies Zhengxuan-Hooke's law, and the coefficient of elasticity is μ;
情况1:在外界的扰动下,载机9绕x轴发生角位移为函道需要发生的角位移,同时,涵道所需增加的力为: Situation 1: Under external disturbance, the angular displacement of carrier 9 around the x-axis is Correspondence needs to happen At the same time, the increased force required by the duct is:
情况2:在外界的扰动下,载机9绕y轴发生角位移为δλ,函道需要发生-δλ的角位移,同时,涵道所需增加的力为:F=μrsinτ*sin(δλ)。Situation 2: Under external disturbance, the angular displacement of carrier 9 around the y-axis is δ λ , and the duct needs to have an angular displacement of -δ λ . At the same time, the increased force required by the duct is: F=μrsinτ*sin( δλ ).
情况3:在外界的扰动下,载机9绕z轴发生较小角位移为δθ,函道所需做出的调整为。Situation 3: Under external disturbances, the carrier aircraft 9 has a small angular displacement around the z-axis of δ θ , and the adjustment required for the channel is .
绕x轴发生角位移αAn angular displacement α occurs around the x-axis
绕y轴发生角位移βAngular displacement β around the y-axis
同时,涵道所需增加的力为 At the same time, the increased force required by the channel is
侧向悬停:设置将所述上平面绕y轴旋转κ,保持载机9与上平面平行,同时三个涵道同时绕y轴旋转。Lateral hovering: set to rotate the upper plane around the y-axis by κ, keep the carrier 9 parallel to the upper plane, and simultaneously rotate the three ducts around the y-axis.
设置将所述上平面绕x轴旋转ζ,保持载机9与上平面平行,同时三个涵道同时绕x轴旋转。It is set to rotate the upper plane ζ around the x-axis, keep the carrier 9 parallel to the upper plane, and simultaneously rotate the three ducts around the x-axis.
本发明飞行控制器的控制方法采用对物体悬挂于天花板时吊绳的张力与指向与物体姿态的关系进行数学建模,使用每一个独立的动力单元去模拟吊绳,将每一个动力单元的矢量方向动态模拟每一根吊绳的指向,用动力单元的推力大小模拟绳上的张力。The control method of the flight controller of the present invention adopts mathematical modeling of the relationship between the tension and direction of the suspension rope and the attitude of the object when the object is suspended from the ceiling, and uses each independent power unit to simulate the suspension rope, and the vector of each power unit The direction dynamically simulates the direction of each hanging rope, and the tension on the rope is simulated by the thrust of the power unit.
在天花板上悬挂的物体会在重力以及阻力的作用下趋于稳定,基于此,我们对悬挂物体的吊绳建立了数学与力学模型;分别用吊绳的指向与绳上轴力的大小对动力单元矢量方向与推力大小进行线性仿真,并对所悬挂物体收到扰动时的情况进行动力学分析,进而可以协调各个动力单元完成对飞行器的控制。Objects suspended on the ceiling will tend to be stable under the action of gravity and resistance. Based on this, we have established a mathematical and mechanical model for the hanging rope of the hanging object; The direction of the unit vector and the magnitude of the thrust are linearly simulated, and the dynamic analysis is performed on the situation when the suspended object is disturbed, and then each power unit can be coordinated to complete the control of the aircraft.
模型包括两部分:第一部分是以动力学定律为基础的动力学方程组,另一部分为通过坐标变换关系得出的运动学方程组。The model consists of two parts: the first part is the dynamic equations based on the laws of dynamics, and the other part is the kinematic equations obtained through the coordinate transformation relationship.
在建立飞行器模型之前,进行如下设定。Before building the aircraft model, make the following settings.
(1)飞行器是绝对刚体,不考虑结构弹性的影响。(1) The aircraft is an absolute rigid body, and the influence of structural elasticity is not considered.
(2)飞行器的质量和转动惯量为常量。(2) The mass and moment of inertia of the aircraft are constant.
(3)忽略三个涵道风扇的气流干扰。(3) Neglect the airflow interference of the three ducted fans.
(4)相同部件的结构和质量相同。(4) The structure and quality of the same parts are the same.
(5)结构为中心对称的。(5) The structure is centrosymmetric.
由于外界扰动,飞行器的平衡会产生一定程度影响,通过改变函道的角度,同时加大推力大小实现多元矢量推进系统的载机9恢复稳定姿态。飞行器上使用加速度传感器,可以从设备上得到角加速度,进而得到所偏移的角度。Due to external disturbances, the balance of the aircraft will be affected to a certain extent. By changing the angle of the channel and increasing the thrust, the carrier aircraft 9 of the multi-element vector propulsion system can be restored to a stable attitude. The acceleration sensor is used on the aircraft, and the angular acceleration can be obtained from the device, and then the offset angle can be obtained.
本发明控制方法可以控制多元矢量推进系统的载机9的前进、后退与左右移动,进行该项控制只需控制上平面进行水平移动,由于“连锁”的作用,多元矢量推进系统的载机9会受到向前的力,由此实现多元矢量推进系统的载机9的水平移动。The control method of the present invention can control the forward, backward and left-right movement of the carrier aircraft 9 of the multivariate vector propulsion system, and only needs to control the upper plane to move horizontally. It will be subjected to forward force, thereby realizing the horizontal movement of the carrier aircraft 9 of the multivariate vector propulsion system.
本发明控制方法有效的解决了在多自由度输出时如何运用矢量单元控制飞行器的问题。可通过三轴加速度计与三轴陀螺仪对飞行器姿态进行闭环修正,从而到达协调多个自由度空中飞行器飞行的目的。The control method of the invention effectively solves the problem of how to use the vector unit to control the aircraft when outputting with multiple degrees of freedom. The closed-loop correction of the attitude of the aircraft can be performed through the three-axis accelerometer and the three-axis gyroscope, so as to achieve the purpose of coordinating the flight of the air vehicle with multiple degrees of freedom.
所述自由推力单元8为三个;其中一个自由推力单元8位于重心之后机身对称轴上,与重心距离为L3;另外两个对称地分布在重心之前,到重心的距离分别为L1、L2;三自由推力单元8的控制力分别为F1、F2、F3,通过自由推力调节升力焦点与重心重合,合控制力为F=F1+F2+F3、合控制力矩M=F1×L1+F2×L2+F3×L3(均为矢量运算)。通过分布在机身上的动力单元的联动将多个推力矢量合成为一个控制力和一个力偶,达到对飞行器姿态和和航向的独立控制,从而得到集良好巡航能力、定点悬停及机动性能功能于一身的空中平台。There are three free thrust units 8; one of them is located on the symmetry axis of the fuselage behind the center of gravity, and the distance from the center of gravity is L3; the other two are symmetrically distributed before the center of gravity, and the distances to the center of gravity are L1 and L2 respectively The control forces of the three free thrust units 8 are respectively F1, F2, and F3, and the focus of the lift force is adjusted to coincide with the center of gravity through the free thrust, the combined control force is F=F1+F2+F3, and the combined control torque M=F1×L1+F2× L2+F3×L3 (both are vector operations). Through the linkage of the power units distributed on the fuselage, multiple thrust vectors are synthesized into one control force and one force couple, so as to achieve independent control of the attitude and heading of the aircraft, so as to obtain the functions of good cruise capability, fixed-point hovering and maneuvering performance All-in-one aerial platform.
所述飞行控制器通过电子调速器控制动力涵道7的转速。The flight controller controls the speed of the power duct 7 through an electronic governor.
所述飞行控制器包括集成传感器和飞控板,所述集成传感器包括惯性测量单元、GPS导航模块和三轴磁力计模块,惯性测量单元包括三轴角速度测量部分和三轴加速度测量部分;所述飞行控制器测量三轴角速度,三轴加速度,配合方向数据进行校正,测得载机9的飞行姿态角度,运用余弦算法得出飞机飞行的姿态数据。GPS导航模块可测量飞机当前的经纬度、高度、航迹方向(track)、地速等信息。三轴磁力计模块可测量飞机当前的航向(heading)。飞行控制器还可以设置空速计、空压计、AD芯片。The flight controller includes an integrated sensor and a flight control board, the integrated sensor includes an inertial measurement unit, a GPS navigation module and a three-axis magnetometer module, and the inertial measurement unit includes a three-axis angular velocity measurement part and a three-axis acceleration measurement part; The flight controller measures the three-axis angular velocity and the three-axis acceleration, corrects it with the direction data, measures the flight attitude angle of the carrier aircraft 9, and uses the cosine algorithm to obtain the flight attitude data of the aircraft. The GPS navigation module can measure the aircraft's current latitude and longitude, altitude, track direction (track), ground speed and other information. The three-axis magnetometer module can measure the current heading of the aircraft. The flight controller can also set the airspeed gauge, air pressure gauge, and AD chip.
所述飞控板采用Atmega1280/2560芯片。Atmega1280/2560芯片具有PPM解码芯片,负责监视模式通道的PWM信号,以便在手动模式和其他模式之间进行切换。The flight control board adopts Atmega1280/2560 chip. The Atmega1280/2560 chip has a PPM decoding chip, which is responsible for monitoring the PWM signal of the mode channel in order to switch between manual mode and other modes.
所述飞控板包括第一接收机、第二接收机、APM1芯片、APM2芯片、Arithmetic单元、MWC1板、MWC2板和MWC3板,Arithmetic单元的信号输入端口分别与第二接收机的信号输出端口、APM2芯片的信号输出端口相连,第一接收机的信号输出端口与APM1芯片的信号输入端口相连;Arithmetic单元的信号输出端口分别与APM1芯片的信号输入端口、MWC1板的信号输入端口、MWC2板的信号输入端口、MWC3板的信号输入端口相连;MWC1板的信号输出端口分别与其中一个自由推力单元8的第一舵机1控制信号输入端口、第二舵机2控制信号输入端口相连,MWC2板的信号输出端口分别与另一自由推力单元8的第一舵机1控制信号输入端口、第二舵机2控制信号输入端口相连,MWC2板的信号输出端口分别与第三自由推力单元8的第一舵机1控制信号输入端口、第二舵机2控制信号输入端口相连;所述APM2芯片的信号输入端口分别与光流传感器的信号输出端口、GPS传感器的信号输出端口相连;APM1芯片的信号输出端口分别与三个自由推力单元8的动力涵道7转速控制信号输入端口相连。Described flight control board comprises first receiver, second receiver, APM1 chip, APM2 chip, Arithmetic unit, MWC1 board, MWC2 board and MWC3 board, and the signal input port of Arithmetic unit is connected with the signal output port of the second receiver respectively , the signal output port of the APM2 chip is connected, the signal output port of the first receiver is connected with the signal input port of the APM1 chip; the signal output port of the Arithmetic unit is connected with the signal input port of the APM1 chip, the signal input port of the MWC1 board, and the MWC2 board The signal input port of the MWC3 board is connected with the signal input port of the MWC3 board; the signal output port of the MWC1 board is respectively connected with the first steering gear 1 control signal input port and the second steering gear 2 control signal input port of one of the free thrust units 8, MWC2 The signal output port of the board is connected with the first steering gear 1 control signal input port and the second steering gear 2 control signal input port of another free thrust unit 8 respectively, and the signal output port of the MWC2 board is connected with the third free thrust unit 8 respectively. The first steering gear 1 control signal input port is connected to the second steering gear 2 control signal input ports; the signal input port of the APM2 chip is connected to the signal output port of the optical flow sensor and the signal output port of the GPS sensor respectively; The signal output ports are respectively connected to the power duct 7 rotational speed control signal input ports of the three free thrust units 8 .
所述第一接收机接受地面控制器对载机9发送的姿态数据,将姿态信号输入APM1芯片中进行解算,APM1芯片还接受经过运算器处理后的油门信号,输出三路油门信号分别控制三个动力涵道7的转速大小;第二接收机接受地面控制器对载机9发送的航迹控制信号,将航迹控制信号输入Arithmetic单元;APM2芯片采集光流传感器以及GPS传感器的信号数据,向Arithmetic单元输入四路控制信号1、2、3、Y(1);运算器将信号处理后转换为七路输出信号P1(out)、P2(out)、P3(out)、R1(out)、R2(out)、R3(out)、T作为三块MWC板的输入信号,三块MWC控制板分别控制六个舵机的倾转。The first receiver accepts the attitude data sent by the ground controller to the carrier aircraft 9, and inputs the attitude signal into the APM1 chip for calculation. The APM1 chip also accepts the throttle signal processed by the arithmetic unit, and outputs three throttle signals to control the The speed of the three power ducts 7; the second receiver receives the track control signal sent by the ground controller to the carrier aircraft 9, and inputs the track control signal into the Arithmetic unit; the APM2 chip collects the signal data of the optical flow sensor and the GPS sensor , input four control signals 1, 2, 3, Y(1) to the Arithmetic unit; the arithmetic unit converts the signals into seven output signals P1(out), P2(out), P3(out), R1(out ), R2(out), R3(out), and T are used as the input signals of the three MWC boards, and the three MWC control boards control the tilting of the six steering gears respectively.
P信号复制三次得到P1、P2、P3三个信号。The P signal is copied three times to obtain three signals of P1, P2, and P3.
R信号复制三次得到R1、R2、R3三个信号。The R signal is copied three times to obtain three signals R1, R2, and R3.
3信号与2信号叠加后降低信号强度为原来的二分之一再减去1信号得到Pg信号。After the 3 signal and the 2 signal are superimposed, the signal intensity is reduced to 1/2 of the original, and then the 1 signal is subtracted to obtain the Pg signal.
3信号与2信号相消得倒Rg信号。The 3 signal and the 2 signal are eliminated to obtain the inverted Rg signal.
P1(out)为P1信号与Pg信号叠加后再跟Y与Y(1)信号相消。P1(out) is the superposition of P1 signal and Pg signal and then cancels with Y and Y(1) signal.
P2(out)为P2、Y、Y(1)、Pg四组信号相互叠加后得到的。P2(out) is obtained after the four groups of signals P2, Y, Y(1), and Pg are superimposed on each other.
P3(out)为P3信号与Pg信号相互叠加得到的。P3(out) is obtained by superimposing the P3 signal and the Pg signal.
R1(out)为R1信号与Rg信号相互叠加获得的。R1(out) is obtained by superimposing the R1 signal and the Rg signal.
R2(out)为R2信号与Rg信号相互叠加获得的。R2(out) is obtained by superimposing the R2 signal and the Rg signal.
R3(out)为R3信号与Rg信号相互叠加获得的。R3(out) is obtained by superimposing the R3 signal and the Rg signal.
所述P—俯仰信号、R—滚转信号、T—油门信号、Y—偏航信号、1、2、3—运算用信号、(out)—输出信号。The P—pitch signal, R—roll signal, T—throttle signal, Y—yaw signal, 1, 2, 3—computing signal, (out)—output signal.
所述航迹控制信号包括前后、左右、机头指向、油门信号,所述姿态数据包括俯仰、滚转数据。The track control signal includes front and rear, left and right, nose pointing, and throttle signals, and the attitude data includes pitch and roll data.
所述第一伺服机构机架3包括横框11,横框11前端设置有向前上端弯曲的前弧形边框12,横框11后部相应于前弧形边框12设置有向后上部弯曲的后弧形边框10,横框11的后端设置有所述第一舵机1,第一舵机轴5平行于所述横框11并穿过所述后弧形边框10上部通孔;所述第二伺服机构机架4为多半圆形封边框,第二伺服机构机架4的下部轮廓与所述横框11与前弧形边框12、后弧形边框10围成的轮廓相对应;所述第二舵机2设置在第二伺服机构机架4上端,第二舵机轴6垂直向下与动力涵道7架相连;所述第二伺服机构机架4中部横向一端与所述第一舵机轴5相连,第二伺服机构机架4中部横向另一端通过横轴13与前弧形边框12上部相连。本发明通过分布在机身上的动力单元的联动将多个推力矢量合成为一个控制力和一个力偶,从而达到对飞行器姿态和和航向的独立控制。本系统具备的多个双轴全方向矢量推进单元为实现飞行器全矢量机动性能提供了保证,通过采用全新搭建的飞控平台及全新的飞行控制法控制空间两个相互垂直舵机的转角以及电机的转速,精确控制每一个矢量动力单元和动力信号实时交互,可以精确调整飞行器运动姿态和轨迹。分布式多元矢量系统中结合分布式的动力布局特点改进了飞行器的控制方式,克服了旋翼飞机欠驱动性和欠稳定性等问题,实现了飞行器空中多姿态悬停的高机动性动作。下表为本发明动力系统硬件参数优选表。The first servo mechanism frame 3 includes a horizontal frame 11, the front end of the horizontal frame 11 is provided with a front arc-shaped frame 12 that is bent forward to the upper end, and the rear portion of the horizontal frame 11 is provided with a rear upper curved frame corresponding to the front arc-shaped frame 12. The rear arc-shaped frame 10, the rear end of the horizontal frame 11 is provided with the first steering gear 1, the first steering gear shaft 5 is parallel to the horizontal frame 11 and passes through the upper through hole of the rear arc-shaped frame 10; The second servo mechanism frame 4 is a mostly semicircular sealing frame, and the lower contour of the second servo mechanism frame 4 corresponds to the contour surrounded by the horizontal frame 11, the front arc frame 12, and the rear arc frame 10; The second steering gear 2 is arranged on the upper end of the second servo mechanism frame 4, and the second steering gear shaft 6 is connected to the power duct 7 vertically downward; the horizontal end of the second servo mechanism frame 4 middle part is connected to the The first steering gear shaft 5 is connected, and the other lateral end of the middle part of the second servo mechanism frame 4 is connected with the upper part of the front arc frame 12 through a transverse shaft 13 . The invention synthesizes a plurality of thrust vectors into one control force and one force couple through the linkage of the power units distributed on the fuselage, so as to achieve independent control of the attitude and heading of the aircraft. The multiple dual-axis omnidirectional vector propulsion units in this system provide a guarantee for the full vector maneuverability of the aircraft. By adopting a newly built flight control platform and a new flight control method to control the rotation angle of two mutually perpendicular steering gears and the motor Accurately control the real-time interaction between each vector power unit and the power signal, which can precisely adjust the attitude and trajectory of the aircraft. The distributed multi-element vector system combines the characteristics of the distributed power layout to improve the control mode of the aircraft, overcome the problems of under-actuation and under-stability of the rotorcraft, and realize the high maneuverability of the aircraft's multi-attitude hovering in the air. The following table is an optimal table of hardware parameters of the power system of the present invention.
下表为本发明电路硬件参数列表。The following table is a list of circuit hardware parameters of the present invention.
可以理解的是,以上关于本发明的具体描述,仅用于说明本发明而并非受限于本发明实施例所描述的技术方案,本领域的普通技术人员应当理解,仍然可以对本发明进行修改或等同替换,以达到相同的技术效果;只要满足使用需要,都在本发明的保护范围之内。It can be understood that the above specific descriptions of the present invention are only used to illustrate the present invention and are not limited to the technical solutions described in the embodiments of the present invention. Those of ordinary skill in the art should understand that the present invention can still be modified or Equivalent replacements to achieve the same technical effect; as long as they meet the needs of use, they are all within the protection scope of the present invention.
Claims (8)
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CN201510639695.2A CN105151292B (en) | 2015-05-25 | 2015-09-30 | Distributive vectored thrust system |
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CN105151292B (en) * | 2015-05-25 | 2017-05-17 | 郝思阳 | Distributive vectored thrust system |
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CN107813928A (en) * | 2016-09-12 | 2018-03-20 | 北京航空航天大学 | One kind can vert more rotor twin fuselage canard configuration unmanned vehicles |
CN107933894A (en) * | 2016-10-13 | 2018-04-20 | 赵蓝婷 | A kind of devices and methods therefor for improving aircraft flight safety |
CN106494629B (en) * | 2016-10-17 | 2019-03-15 | 南昌航空大学 | A kind of electronic lift fan horizontal stable automatic controller of double ducts |
CN106741918B (en) * | 2017-01-14 | 2022-01-18 | 陕西捷恒航空技术有限责任公司 | Oblique product vector diaxon aircraft control structure |
JP6879866B2 (en) * | 2017-08-28 | 2021-06-02 | 本田技研工業株式会社 | Vertical takeoff and landing aircraft |
CN107697281A (en) * | 2017-09-20 | 2018-02-16 | 大连民族大学 | A kind of culvert vertical take-off and landing unmanned aerial vehicle |
EP3656669B1 (en) | 2018-11-26 | 2021-01-13 | AIRBUS HELICOPTERS DEUTSCHLAND GmbH | A vertical take-off and landing multirotor aircraft with at least eight thrust producing units |
CN109747867B (en) * | 2018-12-12 | 2022-03-04 | 兰州空间技术物理研究所 | Vector adjustment mechanism for electric thruster |
PL3702277T3 (en) | 2019-02-27 | 2021-07-19 | Airbus Helicopters Deutschland GmbH | A multirotor aircraft that is adapted for vertical take-off and landing (vtol) |
EP3702276B1 (en) | 2019-02-27 | 2021-01-13 | AIRBUS HELICOPTERS DEUTSCHLAND GmbH | A multirotor joined-wing aircraft with vtol capabilities |
CN110588967A (en) * | 2019-10-21 | 2019-12-20 | 武汉思众空间信息科技有限公司 | Aircraft and aircraft system |
CN111177852B (en) * | 2019-12-27 | 2023-04-14 | 中国航空工业集团公司西安飞机设计研究所 | A Design Method of Aircraft Gyroscope Load Spectrum |
CN111708374A (en) * | 2020-06-22 | 2020-09-25 | 西北工业大学 | A Distributed Power UAV Control System |
CN112046764B (en) * | 2020-09-07 | 2021-11-05 | 南京航空航天大学 | Rotary wing vertical take-off and landing hybrid power unmanned aerial vehicle and control method thereof |
WO2022067492A1 (en) * | 2020-09-29 | 2022-04-07 | 瑞鉴航太科技股份有限公司 | Aerial vehicle |
CN114633827A (en) * | 2022-04-25 | 2022-06-17 | 江苏海事职业技术学院 | Novel robot for multi-dimensional space operation and control method thereof |
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