CN111123968A

CN111123968A - Honeycomb array aircraft control system

Info

Publication number: CN111123968A
Application number: CN202010079309.XA
Authority: CN
Inventors: 向杰
Original assignee: Individual
Current assignee: Hengyang Sisheng Technology Co ltd
Priority date: 2020-02-03
Filing date: 2020-02-03
Publication date: 2020-05-08
Anticipated expiration: 2040-02-03
Also published as: CN111123968B

Abstract

The invention provides a scheme of a honeycomb array aircraft control system. The aircraft comprises a plurality of honeycomb-shaped flight units, each flight unit comprises a controller, a lift fan and an attitude sensor, and six groups of communication lines with fixed line position numbers are used for being connected and communicated with adjacent units. The program method of the controller mainly comprises the steps of obtaining the positions of the flying units by exchanging information such as unit numbers and connecting line position numbers among the flying units, and realizing the self-control of the flying units through the unit positions, the attitude information and the like.

Description

Honeycomb array aircraft control system

Technical Field

This patent scheme relates to aircraft control field, especially array many rotor crafts control field.

Background

With the technology of the multi-rotor aircraft becoming mature day by day, the multi-rotor aircraft is applied more and more widely, and various problems in our lives can be solved more and more. In the field of array type multi-rotor wings, array type multi-rotor wings with fixed sizes appear, such as a flying automobile Volocoter manufactured by Intel, a Yihang 216 manufactured by Yihang intelligent company in China, and the like, and a patent with the application number of 201822137253X also provides a novel cellular array type multi-rotor wing scheme with variable sizes, wherein for a cellular array type multi-rotor wing aircraft, a complete flight control system scheme does not exist at present.

Disclosure of Invention

Aiming at a honeycomb array multi-rotor type aircraft, the invention provides a flight control system scheme, which comprises the following steps:

a honeycomb array aircraft control system comprises a plurality of flying units which are in a honeycomb shape and are in an array structure, each flying unit comprises a controller, an upper positive and negative rotating lift fan and a lower positive and negative rotating lift fan, each flying unit comprises an attitude sensor for generating attitude information or receiving the attitude information, the flying units are respectively in connection communication with the flying units adjacent to six sides of a honeycomb through six groups of connection communication lines, the six groups of connection communication lines are numbered in the controller according to a fixed position sequence, and the line position numbers and the directions in the attitude information have a fixed corresponding relation.

The controller program of the flying unit comprises the following steps:

s1, an initialization phase, comprising the following sub-steps:

s11, a random number is generated as the number of the unit.

S12, through exchanging information with adjacent unit and regenerating random number as unit number, to ensure the uniqueness of unit number in adjacent unit, and obtain unit connection data block containing three data of unit number, adjacent unit number, and line bit number of unit connected with each adjacent unit.

S13, exchanging the unit connection data blocks through direct or indirect communication with all flying units on the aircraft, and repeatedly executing the step S12 to ensure the uniqueness of the unit number in all flying units on the aircraft, and obtaining the unit connection data blocks of all flying units to form a unit connection database.

And S14, connecting the unit in the controller with a database, calculating the gravity center position of the whole aircraft and the position coefficient of the flying unit relative to the gravity center, wherein the position coefficient is divided into a roll coefficient and a pitch coefficient, is in direct proportion to the distance from the gravity center, and forms a positive value and a negative value with the distance from the gravity center.

S2, a normal flight phase, comprising the following sub-steps:

and S21, receiving and storing the target posture information and the height increasing and decreasing information at any time.

And S22, updating the current attitude information of the flying unit at regular time.

And S23, increasing and decreasing the rotating speeds of the two lift fans of the flying unit at regular time according to the height increasing and decreasing information.

And S24, subtracting the pitch value of the current attitude from the pitch value of the target attitude at regular time, multiplying the subtracted value by the pitch position coefficient of the unit, and adjusting the rotating speeds of the two lift fans of the flight unit by the multiplied value.

And S25, subtracting the roll value of the current attitude from the roll value of the target attitude at regular time, multiplying the subtracted value by the roll position coefficient of the unit, and adjusting the rotating speeds of the two lift fans of the flight unit by the multiplied value.

And S26, subtracting the current attitude heading value from the target attitude heading value at regular time, and then adjusting the rotating speed of the forward rotating fan of the unit in a forward proportion mode and adjusting the rotating speed of the reverse rotating fan of the unit in a reverse proportion mode.

The flight unit controller adopts the technical scheme in more detail that:

the controller stores a database structure containing:

the adjacency unit table is a record for recording adjacency data of the flight unit and comprises the following fields: the communication line comprises a unit number, a line position 1 unit number, a line position 2 unit number, a line position 3 unit number, a line position 4 unit number, a line position 5 unit number and a line position 6 unit number, wherein the line positions 1-6 correspond to the fixed sequence numbers of six groups of connecting communication lines.

And the unit information table records the content of the adjacent unit table of all the flight units and comprises the following fields: the unit number of the center unit, the unit number of the line position 1, the unit number of the line position 2, the unit number of the line position 3, the unit number of the line position 4, the unit number of the line position 5 and the unit number of the line position 6, and each record corresponds to the adjacent unit table content of one flight unit.

The unit position table, a record, records this two position value of relative of every single move and roll position of flight unit, contains the field: pitch orientation, roll orientation.

Current attitude table, a record, contains the fields: current pitch angle, current roll angle, current heading angle.

Target pose table, a record, containing the fields: target pitch angle, target roll angle, target course angle.

The current drive table, a record, records the drive values of the upper and lower lift fans, and contains fields: an upper drive value, a lower drive value.

The detailed scheme of the flight unit controller program containing steps is as follows:

the detailed steps of the initialization stage comprise:

b1, clearing the data of the adjacent unit table, generating a random number as the number of the unit, and storing the random number in the number field of the unit of the adjacent unit table.

B2, the flying unit sends connection requests to six adjacent flying units, and the data content comprises the unit number and the connection request identification.

B3, the flying unit receives the connection request, compares the unit number in the received data with the unit number, if the unit number is the same as the unit number, the step B1 is executed again; if the two units are different, the unit number in the received data is stored in the adjacent unit table to the corresponding field according to the line bit number of the received data, and a connection request reply is simultaneously sent back, wherein the data content comprises the unit number and a reply request identifier.

B4, the flying unit receives the connection request reply, and stores the unit number in the received data in the adjacent unit table to the corresponding field according to the line bit number of the received data.

And B5, when all six line position numbers of the flying unit receive the reply, or the time length of not receiving any request connection property data exceeds a certain threshold value, the adjacent unit information exchange is considered to be finished, and the time length threshold value is not less than the sum of the transmission time of the connection request data, the connection request processing time of the flying unit controller and the connection request reply data return time.

B6, after the adjacent unit information exchange is finished, copying the data content of the adjacent unit table into the unit information table as a new record; and sending the data content of the adjacent unit table and the state identifier to the adjacent flight unit, wherein the value of the state identifier is normal.

B7, receiving the data information containing the adjacent unit table, comparing the adjacent unit table data with the adjacent unit table data, and processing according to the following steps:

b71, if the first field content is the same, but the other field contents are different, the unit number is judged to be repeated, and the following substeps are executed:

and B711, sending the data content in the adjacent unit table of the current flight unit to the adjacent flight unit by adding a state identifier, wherein the value of the state identifier is deletion.

And B712, deleting the record with the same content as the adjacent unit table in the unit information table.

B713, the execution is resumed from step B1.

B72, if the content of the first field is the same and the content of the other fields is the same, the data is judged to be redundantly returned, and the data information is ignored.

B73, if the first field content is not the same, comparing the received adjacent unit table data with the record data in the unit information table, and processing step by step according to the following subdivision conditions:

b731, if the received status identification value is deletion, but no record with the same content of the first field is found, judging as redundant data, and ignoring the data information.

And B732, if the received state identification value is deletion and a record with the same content of the first field is found, deleting the record and forwarding the data information to all communication lines which do not receive the data.

And B733, if the received state identification value is normal and no record with the same content of the first field is found, storing the received adjacent unit table data into the unit information table as a new record, and forwarding the data information to all communication lines which do not receive the data.

B734, if the received status flag value is normal, and a record with the same content of the first field is found, but the content of the other fields is different, updating the received neighbor unit table information to the record, and forwarding the data information to all communication lines which do not receive the data.

And B735, if the received state identification value is normal and a record with the same field content is found, determining that the record is redundant data and ignoring the data information.

And B8, when the time length of not receiving the adjacent unit data exceeds a certain threshold value, considering that the unit information exchange of the aircraft is finished, wherein the time length threshold value is not less than the sum of the unit data forward and backward transmission time length of the flying unit farthest away on the aircraft plus the controller processing time length of all flying units in the route.

And B9, after the unit information of the aircraft is exchanged, sending the unit information check identification to the adjacent flying unit.

B10, receiving the cell information check mark, and returning the cell information table content.

And B11, comparing the received unit information table with the unit information table one by one, wherein records which exist in the received unit information table but do not exist in the unit information table are added into the unit information table.

B12, calculating the gravity center position of the aircraft and the relative position coefficient of the flying unit relative to the gravity center, storing the roll position coefficient into the roll direction in the unit position table, and storing the pitch position coefficient into the pitch direction in the unit position table;

the detailed steps of the normal flight phase comprise:

b21, receiving and storing target attitude data at any time into a target attitude table, wherein the target attitude data comprises a pitch angle, a roll angle and a course angle;

and receiving height increase and decrease data at any time, and further increasing and decreasing the upper driving value and the lower driving value of two fields in the current driving table.

And B22, updating the current attitude information of the flight unit to a current attitude table at regular time, wherein the current attitude information comprises a pitch angle, a roll angle and a course angle.

And B23, subtracting the pitch value of the current attitude table from the pitch value of the target attitude table, multiplying the result by the pitch azimuth value of the unit position table in proportion, and adjusting the upper driving value and the lower driving value of two fields in the current driving table by the multiplied value.

And B24, subtracting the roll value of the current attitude table from the roll value of the target attitude table, multiplying the subtracted value by the roll azimuth value of the unit position table in proportion, and adjusting the upper driving value and the lower driving value of the two fields in the current driving table by the multiplied value.

And B25, subtracting the heading value of the current attitude table from the heading value of the target attitude table, then increasing the driving value of the forward rotating fan in the current driving table, and decreasing the driving value of the reverse rotating fan in the current driving table.

And B26, respectively driving the rotation of the upper lifting fan and the lower lifting fan of the flight unit according to the upper driving value and the lower driving value in the current driving table.

The improvement scheme is characterized in that: the flight unit also has corresponding power supply battery, the controller can detect battery mounted position, the connection data piece of information exchange between the flight unit still contains battery position information.

One improvement scheme is a detailed improvement scheme that: the flight unit also has corresponding power supply battery, the battery mounted position can be detected to the controller, still include the field in the adjacent unit table and the unit information table of controller memory database structure: the battery position, the adjacent unit table and the unit information table in the information exchanged between the flight units include the field value, and the basis for calculating the barycentric position of the entire aircraft in the step B12 further includes: battery location of all flying units.

Another scheme is as follows: during the normal flight phase of the aircraft, the method comprises the following sub-steps:

and C21, receiving and storing the target posture information and the height increase and decrease information at any time.

And C22, updating the current attitude information of the flying unit at regular time.

And C23, increasing and decreasing the rotation speed of the two lifting fans of the flying unit at regular time according to the height increasing and decreasing information.

And C24, calculating the current inclination angle and the target inclination angle of the flying unit relative to the gravity center of the aircraft according to the target attitude information, the current attitude information and the position of the flying unit on the aircraft at regular time, calculating the difference value of the two inclination angles, multiplying the difference value by the distance coefficient of the flying unit deviating from the gravity center of the aircraft, and adjusting the rotating speeds of the two lift fans of the flying unit by the multiplied value.

C25, subtracting the current attitude heading value from the target attitude heading value at regular time, then adjusting the rotating speed of the forward rotating fan of the unit in a forward proportion manner, and adjusting the rotating speed of the reverse rotating fan of the unit in a reverse proportion manner.

The invention has the advantages that: a flight control system scheme is provided for a cellular array multi-rotor aircraft scheme.

Drawings

FIG. 1: the whole flow chart of the internal program of the controller.

FIG. 2 is a drawing: schematic view of a cellular array flight unit of an aircraft.

FIG. 3: the detailed structure and the line position of the flying unit are shown schematically.

Detailed Description

The invention is described in detail with reference to the accompanying drawings:

in all the descriptions of the patent document, the unit number and the unit number are expressed as the same meaning, the line position number and the line position number are expressed as the same meaning, and the trigonometric function expresses the size of the angle in the angle system.

The honeycomb array aircraft comprises a plurality of flying units F01, F02, F03, F04 and F05 which are constructed in a honeycomb shape in an array mode as shown in figure 2. The structure of each flight unit is as shown in figure 3, the flight unit comprises an upper positive and negative rotation lift fan 1, a controller 2 and an attitude sensor 3, wherein the positive rotation fan refers to clockwise rotation from the top to the bottom, and the negative rotation refers to counterclockwise rotation. The flying unit is connected and communicated with the flying unit adjacent to the six sides of the honeycomb by six connecting communication lines, for example, the six connecting communication lines X1, X2, X3, X4, X5 and X6 are shown in figure 3, and each connecting communication line can independently complete the data communication transceiving function. The attitude sensor 3 is configured and defined according to an industry common mode: the X axis points to the right front, the Y axis points to the right, and the Z axis points to the right above the horizontal. The six connecting communication lines are defined in a line sequence according to the clockwise position sequence of six sides of the connecting passing honeycomb unit as shown in figure 3, namely the sequence of the right front side, the right back side, the left front side and the left front side is sequentially defined as line positions 1 to 6, and the line sequence definition and the associated fixing mode of the attitude sensor are fixed in all the flying units.

The memory of the flight unit controller contains the following database structure:

The current drive table, a record, records the drive values of the upper and lower lift fans, and contains fields: an upper drive value, a lower drive value. (ii) a

The overall flow of the internal program of the controller of the flight unit is shown in fig. 1, and comprises two stages of initialization and normal flight, including ten main steps:

s1, an initialization phase, comprising the following steps:

and S11, generating a random number as the unit number of the unit.

S12, making the unit number have uniqueness in the range of the adjacent unit, and generating a unit connection data block. The uniqueness of the unit number in the range of the adjacent unit is ensured by exchanging information with the adjacent unit and regenerating a random number as the unit number, and a unit connection data block containing three kinds of data of the unit number, the adjacent unit number and the line bit number of the unit connected with each adjacent unit is obtained.

And S13, making the unit number unique in all the flight units to form a unit connection database. The uniqueness of the unit number in all the flying units on the aircraft is ensured by directly or indirectly communicating with all the flying units on the aircraft to exchange the unit connection data blocks and repeatedly executing the step S12, and the unit connection data blocks of all the flying units are obtained to form a unit connection database.

And S14, calculating the gravity center position of the aircraft and the relative position of the unit. According to a unit connection database in the controller, the gravity center position of the whole aircraft and the position coefficient of the flying unit relative to the gravity center are calculated, the position coefficients are divided into a roll coefficient and a pitch coefficient, are in direct proportion to the distance from the gravity center, and form a positive value and a negative value with the distance from the gravity center.

S2, a normal flight phase, comprising the following steps:

And S24, adjusting the rotating speed of the lift fan of the unit by combining the pitching attitude difference value with the pitching azimuth deviation value. And subtracting the pitch value of the current attitude from the pitch value of the target attitude at regular time, multiplying the subtracted value by the pitch position coefficient of the unit, and adjusting the rotating speeds of the two lift fans of the flight unit by the multiplied value.

And S25, adjusting the rotating speed of the lift fan of the unit by combining the rolling attitude difference value with the rolling azimuth deviation value. And subtracting the roll value of the current attitude from the roll value of the target attitude at regular time, multiplying the subtracted value by the roll position coefficient of the unit, and adjusting the rotating speeds of the two lift fans of the flight unit by using the multiplied value.

And S26, adjusting the rotating speed of the forward rotating fan in the forward direction and adjusting the rotating speed of the reverse rotating fan in the reverse direction by the aid of the heading attitude difference. And subtracting the current attitude heading value from the target attitude heading value at regular time, then adjusting the rotating speed of the forward rotating fan of the unit in a forward proportion mode, and adjusting the rotating speed of the reverse rotating fan of the unit in a reverse proportion mode.

The detailed execution steps of an initialization phase are as follows:

b1, clearing the data of the adjacent unit table, generating a random number as the unit number of the unit, and storing the random number in the unit number field of the adjacent unit table. For example, the run function RNG _ GetRandomNumber (), each run will generate a new random number.

B713, the execution is resumed from step B1.

the detailed execution steps of a normal flight phase are as follows:

receiving height increase and decrease data at any time, and further increasing and decreasing upper drive values and lower drive values of two fields in the current drive table;

b22, updating the current attitude information of the flying unit to a current attitude table at regular time, wherein the current attitude information comprises a pitch angle, a roll angle and a course angle;

b23, subtracting the pitch value of the current attitude table from the pitch value of the target attitude table, multiplying the pitch value by the pitch azimuth value of the unit position table in proportion, and adjusting the upper driving value and the lower driving value of two fields in the current driving table by the multiplied value;

b24, subtracting the roll value of the current attitude table from the roll value of the target attitude table, multiplying the roll value by the roll azimuth value of the unit position table in proportion, and adjusting the upper drive value and the lower drive value of the two fields in the current drive table by the multiplied value;

After the flying unit is powered on, the controller executes, judges and jumps according to the detailed steps, and the implementation supplementary explanation is as follows:

the detailed execution steps include that B1, B2, B3, B4, B5, B6, B7, B8, B9, B10, B11 and B12 are main steps of an initialization phase, wherein B71, B72 and B73 are sub-steps of step B7, wherein B711, B712 and B713 are sub-steps of step B71, wherein B731, B732, B733, B734 and B735 are sub-steps of step B73; wherein B21, B22, B23, B24, B25 and B26 are the main steps of the normal flight phase.

Secondly, the controller sends connection request, adjacent unit information table, unit information table and other types of data to the adjacent unit, and data type identification, data verification information and the like can be added, so that the controller receiving the data can perform better data type distinction and verify the data transmission correctness, and the method belongs to a known data transmission processing method in the industry.

Thirdly, the power-on starting time of each flying unit on the aircraft is different, in an extreme case, other flying units already enter a normal flying step, the unit also regenerates a random number in the step B1, in this case, after the step B8 is executed, the unit information table only has the adjacent unit table information of the unit, the adjacent unit table information of other units is not received, in the execution flow of the unit, the unit information check started in the step B9 plays a role, and the unit information table of the adjacent unit can be copied.

The implementation of some key steps is as follows:

the specific calculation sources and calculation methods of step B12 implement additional examples:

assuming that the left and right widths of the flying units are fixed at w, the final unit numbers generated by the operation of the controllers of the flying units F01, F02, F03, F04 and F05 are n1, n2, n3, n4 and n5, respectively, according to the configuration of the example fig. 2, the recording contents of the unit information tables generated by all the controllers are the same finally, except that the recording order may be different. The contents are shown in the following table:

number of center unit

Line bit 1 unit number

Line bit 2 unit number

Line bit

3 unit number

Line bit 4 unit number

Line bit 5 unit number

Number of linear position 6 unit

n1

n5

n4

n2

n1

n4

n3

n2

n4

n1

n5

n3

n2

n5

n4

n1

In the controller of the flying unit F01, the central position of the flying unit is assumed to be {0, 0}, the previous data of the parenthesized array representing the positions represents the pitching front and back positions, the front side is positive, the back side is negative, the next data represents the rolling left and right positions, the right side is positive, the left side is negative, the corresponding relation between the line position number data and the line position and the attitude position of the unit information table is inquired, the line position 5 has a unit number n2, the position of the line position 5 is defined as the left side, and therefore the central position of the flying unit F02 corresponding to the unit number n2 is {0, -w }; then, inquiring that the line position 4 of the n2 unit number has a unit n3, and the position of the line position 4 is defined as the lower left position, so that the center position of the flying unit F03 corresponding to the unit number n3 is { -w × sin (60), -1.5 × w }; by analogy, the center position of the flying unit F04 is { -w × sin (60), -0.5 × w }, and the center position of the flying unit F05 is { -w × sin (60), 0.5 × w }.

And respectively adding the five pairs of position data according to absolute values, and obtaining:

a front value = |0| + |0| + | -w | + | -sin (60) | =3 | -w sin (60);

the posterior value = |0| + | -w | + | -1.5 | + | -0.5 | = w | =3.5 | = w |)

Together, obtaining a total distance array { 3x sin (60) x w, 3.5 x w };

averaging the five pairs of position data to obtain an aircraft gravity center array { -0.6 sin (60) × w, -0.5 × w };

the center of gravity value is inverted to obtain a position deviation value of the flying unit F01 from the center of gravity, i.e., {0.6 × sin (60) × w,0.5 × w }.

Dividing the position deviation value by the total distance value to obtain a relative position coefficient,

pitch position coefficient = (0.6 × sin (60) × w)/(3 × sin (60) × w) =0.2,

the roll position coefficient = (0.5 w)/(3.5 w) ≈ 0.14,

the above position data are summarized in the following table:

figure number of flight unit	Unit numbering	Front and rear position values	Left and right position values
				F01	n1	0	0
F02	N2	0	-w
				F03	N3	-w*sin(60)	-w*1.5
F04	N4	-w*sin(60)	-w*0.5
				F05	N5	-w*sin(60)	w*0.5
Center of gravity value		-0.6wsin(60)	-0.5*w
				Total distance value		3* w*sin(60)	3.5*w
Coefficient of relative position		0.2	0.14

And (3) in a normal flight phase, implementing supplementary explanation of each step:

each flight unit of the aircraft receives a control instruction sent by an operator at any time through a communication line, wherein the control instruction can comprise a specified target attitude angle, and the driving value of a lift fan can be directly increased or decreased in the control of the height, so that the step B21 is provided; in step B22, the flying unit is configured with attitude sensor 3, which may be a nine-axis inertial attitude sensor, such as mpu9150, with quaternion attitude solution, and may directly output an attitude angle. The attitude sensor regularly updates attitude measurement data to a current attitude table, including a current pitch angle, a roll angle and a course angle, the timing mode can be controlled by the controller, and generally, the shorter the timing width, the faster the control response, and the current market technology reaches millisecond level. When the timing signals are once, the attitude data is updated, and then the steps B23 to B26 are executed, the steps B23 to B26 do not need to be executed in digital sequence, but each timing signal is executed at most once, and the steps can also be executed with a frequency slower than the attitude updating frequency, wherein the step can be executed once by one timing signal, and the other step can be executed once by a plurality of timing signals.

In steps B23, B24, and B25, the calculation method may increase a range coefficient by multiplying the result value, so as to ensure that the maximum value and the minimum value of the adjusted driving value are normal range values, for example, most of the current brushless motors are driven by PWM signals, and the width of the PWM signal is generally between 5% and 10%, the range coefficient is used to ensure that the increased and decreased driving value is not greater than 10% and not less than 5%.

In step B25, the heading is changed by using the reverse thrust generated by the rotation of the lift fan, the two fans are positive and negative, the total lift is not changed, and the heading can be changed without changing the lift when the rotation speed is reduced.

In the normal flight phase, the following step embodiment can be configured:

c21, receiving and storing the target posture information and the height increase and decrease information at any time;

c22, updating the current attitude information of the flying unit at regular time;

c23, increasing and decreasing the rotating speeds of the two lifting fans of the flying unit at regular time according to the height increasing and decreasing information;

c24, calculating the current inclination angle and the target inclination angle of the flying unit relative to the gravity center of the flying unit according to the target attitude information, the current attitude information and the position of the flying unit on the flying unit at regular time, calculating the difference value of the two inclination angles, multiplying the difference value by the distance coefficient of the flying unit deviating from the gravity center of the flying unit, and adjusting the rotating speeds of the two lifting fans of the flying unit by the multiplied value;

The embodiment of the section provides another flight control mode, pitching and rolling are not distinguished any more, the direction from the gravity center of the aircraft to the front, back, left and right directions are all called as the side edges of the aircraft, and the same control mode is adopted. An example of an embodiment of step C24 following the previous calculation is as follows:

taking flying unit F01 as an example, the pitch angle in the attitude data is m, the roll angle is n, the position angle of unit F01 is r, and the pitch angle is X.

Position angles r = atan2(0.6 × w sin (60), 0.5 × w) in accordance with the position values {0.6 × w sin (60), 0.5 × w } of the aforementioned F01;

the current tilt angle may be calculated by the formula: x = asin (sin (m) + cos (r) + cos (m) × sin (r) × sin (n));

the calculation method of the target tilt angle refers to the current tilt angle.

The distance value of flying unit F01 from the center of gravity of the aircraft = ((0.6 w sin (60)) ^2+ (0.5 w) ^2) ^ 0.5;

the sum of the two values of the total distance array =3 × w × sin (60) + 3.5 × w;

the distance coefficient = ((0.6 × w × sin (60)) ^2+ (0.5 × w) ^2) ^0.5/(3 × w × sin (60) + 3.5 × w) of the flying cell F01.

Calculating the difference value of the two inclination angles and multiplying the difference value by the distance coefficient of the flight unit:

adjustment value = (target tilt angle-current tilt value) × distance coefficient × range coefficient.

And then the rotating speeds of the two lifting force fans of the flight unit are adjusted by the adjusting value.

The range factor is used to limit the final range of the adjustment value, for example, many current brushless motors are driven by PWM signals, and the width of the PWM signal is generally between 5% and 10%, the range factor is used to ensure that the adjusted PWM signal value is not greater than 10% and not less than 5%.

Embodiments in which the influence of the battery on the center of gravity can also be considered:

the weight of the batteries has great influence on the gravity center of the aircraft, as shown in the embodiment shown in fig. 2, the flying units F01, F02, F03, F04 and F05 are provided with corresponding batteries, namely E01, E02, E03, E04 and E05, the controllers of the flying units can detect the installation positions of the batteries, and the exchange information among the flying units also comprises battery position information. In the figure, the flying unit F01 has a matched battery E01, the battery E01 is installed at the lower right corner of the unit, and so on, and according to the above implementation data scheme, with the center of the flying unit F01 as the origin, then:

the flying unit F01 is associated with a battery E01 in a position { -0.5 × w × tan (30), w × 0.5 };

the flying unit F02 is associated with a battery E02 in a position { -0.5 × w × tan (30), -w × 0.5 };

the flying unit F03 is associated with a battery E03 in a position { -0.5 × w × tan (30), -w × 1.5 };

the flying unit F04 is provided with a battery E04 at the position { -0.5 × w × tan (30) -w × sin (60), -w };

the flying unit F05 is associated with a battery E05 in the position { -0.5 × w × tan (30) -w × sin (60),0 };

the average value of the positions of the matched batteries of all the flying units is { -0.5 × w tan (30) -2/5 × w sin (60), -0.5 × w }, and the negative value of the value is the relative position of the center of the flying unit F01 relative to the position of the gravity center of the battery.

The gravity center position of the battery is averaged with the gravity center position of the flying unit, namely, the data are the arrays of { -0.6 × w × sin (60), -0.5 × w } and { -0.5 × w tan (30) -2/5 × w × sin (60), -0.5 × w }, and the front data and the rear data are respectively averaged to obtain the corrected gravity center position of the aircraft { -0.5 × tan (30) -0.5 × w sin (60), -0.5 × w }.

In the description of the present patent document, the attitude control uses the difference value to directly adjust the rotation speed of the lift fan, which is equivalent to the PID control theory, only P control is used, but in many cases, optimized PD control, PID control, etc. can be used, which is a mature technology for many years for those skilled in the art of motion control, and can be implemented by the relevant personnel.

Claims

1. A cellular array aircraft control system, characterized by:

the aircraft comprises a plurality of flying units which are in a honeycomb shape and are in an array structure, each flying unit comprises a controller, an upper positive and negative rotating lifting force fan and a lower positive and negative rotating lifting force fan, each flying unit comprises an attitude sensor for generating attitude information or receiving the attitude information, the flying units are respectively in connection communication with the flying units adjacent to six sides of a honeycomb by six groups of connection communication lines, the six groups of connection communication lines are numbered in the controller according to a fixed position sequence, the line position numbers are in a fixed corresponding relation with the directions in the attitude information,

the controller program comprises the steps of:

s1, an initialization phase, comprising the following sub-steps:

s11, generating a random number as the number of the unit;

s12, exchanging information with adjacent unit and regenerating random number as unit number to ensure the uniqueness of unit number in adjacent unit and obtain unit connection data block containing three data of unit number, adjacent unit number and line bit number of unit connected with each adjacent unit;

s13, exchanging unit connection data blocks through direct or indirect communication with all flying units on the aircraft, and repeatedly executing the step S12 to ensure the uniqueness of the unit number in all flying units on the aircraft, and obtaining the unit connection data blocks of all flying units to form a unit connection database;

s14, according to the unit connection database in the controller, calculating the gravity center position of the whole aircraft and the position coefficient of the flight unit relative to the gravity center, wherein the position coefficient is divided into a roll coefficient and a pitch coefficient, is in direct proportion to the distance from the gravity center, and forms a positive value and a negative value with the distance from the gravity center;

s2, a normal flight phase, comprising the following sub-steps:

s21, receiving and storing the target posture information and the height increasing and decreasing information at any time;

s22, updating the current attitude information of the flying unit at regular time;

s23, increasing and decreasing the rotating speeds of the two lift fans of the flying unit at regular time according to the height increasing and decreasing information;

s24, subtracting the pitch value of the current attitude from the pitch value of the target attitude at regular time, multiplying the result by the pitch position coefficient of the unit, and adjusting the rotating speeds of the two lift fans of the flight unit by the multiplied value;

s25, subtracting the roll value of the current attitude from the roll value of the target attitude at regular time, multiplying the subtracted value by the roll position coefficient of the unit, and adjusting the rotating speeds of the two lift fans of the flight unit by the multiplied value;

2. A cellular array aircraft control system according to claim 1 wherein:

the controller stores a database structure containing:

the adjacency unit table is a record for recording adjacency data of the flight unit and comprises the following fields: the unit number, the line position 1 unit number, the line position 2 unit number, the line position 3 unit number, the line position 4 unit number, the line position 5 unit number and the line position 6 unit number, wherein the line positions 1-6 correspond to the fixed sequence numbers of six groups of connecting communication lines;

and the unit information table records the content of the adjacent unit table of all the flight units and comprises the following fields: the method comprises the following steps that (1) a central unit number, a line position 1 unit number, a line position 2 unit number, a line position 3 unit number, a line position 4 unit number, a line position 5 unit number and a line position 6 unit number are adopted, and each record corresponds to the content of an adjacent unit table of one flight unit;

the unit position table, a record, records this two position value of relative of every single move and roll position of flight unit, contains the field: pitch orientation, roll orientation;

current attitude table, a record, contains the fields: a current pitch angle, a current roll angle and a current course angle;

target pose table, a record, containing the fields: target pitch angle, target roll angle and target course angle;

the current drive table, a record, records the drive values of the upper and lower lift fans, and contains fields: an upper drive value, a lower drive value;

the initialization stage comprises the following substeps:

b1, clearing the data of the adjacent unit table, generating a random number as the number of the unit, and storing the random number into the number field of the unit of the adjacent unit table;

b2, the flying unit sends connection requests to six adjacent flying units, and the data content comprises the unit number and the connection request identification;

b3, the flying unit receives the connection request, compares the unit number in the received data with the unit number, if the unit number is the same as the unit number, the step B1 is executed again; if the data content is different from the unit number, the unit number in the received data is stored in an adjacent unit table to a corresponding field according to the line bit number of the received data, and a connection request reply is returned at the same time, wherein the data content comprises the unit number and a reply request identifier;

b4, the flying unit receives the connection request reply, and stores the unit number in the received data into the adjacent unit table and stores the unit number into the corresponding field according to the line bit number of the received data;

b5, when all six line position numbers of the flying unit receive the reply, or the time length of not receiving any request connection property data exceeds a certain threshold, the adjacent unit information exchange is considered to be finished, and the time length threshold is not less than the sum of the transmission time of the connection request data, the connection request processing time of the flying unit controller and the connection request reply data return time;

b6, after the adjacent unit information exchange is finished, copying the data content of the adjacent unit table into the unit information table as a new record; sending the data content of the adjacent unit table and a state identifier to the adjacent flight unit, wherein the value of the state identifier is normal;

b711, sending the data content in the adjacent unit table of the current flying unit to the adjacent flying unit by adding a state identifier, wherein the value of the state identifier is deleted;

b712, deleting the record with the same content as the adjacent unit table in the unit information table;

b713, the execution is restarted from the step B1;

b72, if the content of the first field is the same and the content of other fields is also the same, judging that the data is redundantly transmitted back, and ignoring the data information;

b731, if the received state identification value is deletion, but the record with the same content of the first field is not found, judging the record as redundant data, and ignoring the data information;

b732, if the received state identification value is deletion and a record with the same first field content is found, deleting the record and forwarding the data information to all communication lines which do not receive the data;

b733, if the received state identification value is normal and the record with the same first field content is not found, storing the received data of the adjacent unit table into the unit information table as a new record, and forwarding the data information to all communication lines which do not receive the data;

b734, if the received state identification value is normal, and the record with the same first field content is found, but the other field contents are different, updating the received adjacent unit table information to the record, and forwarding the data information to all communication lines which do not receive the data;

b735, if the received state identification value is normal and the records with the same field content are found, judging the record as redundant data and ignoring the data information;

b8, when the time length of not receiving the adjacent unit data exceeds a certain threshold, considering that the unit information exchange of the aircraft is finished, wherein the time length threshold is not less than the sum of the unit data forward transmission time length of the flying unit farthest away on the aircraft plus the controller processing time length of all flying units in the path;

b9, after the unit information of the aircraft is exchanged, sending a unit information check identifier to an adjacent flying unit;

b10, receiving the cell information check mark, and returning the content of the cell information table;

b11, receiving a unit information table, and comparing the unit information table with the unit information table one by one, wherein records which exist in the received unit information table but do not exist in the unit information table are added into the unit information table;

the normal flight phase comprises the following sub-steps:

b25, subtracting the course value of the current attitude table from the course value of the target attitude table, then increasing the driving value of the forward rotating fan in the current driving table, and decreasing the driving value of the reverse rotating fan in the current driving table;

3. A cellular array aircraft control system according to claim 1 wherein:

the flight unit is also provided with a corresponding power supply battery, and the controller can detect the installation position of the battery; the connection data block for information exchange between the flight units also contains battery position information.

4. A cellular array aircraft control system according to claim 2 wherein:

the flight unit is also provided with a corresponding power supply battery, and the controller can detect the installation position of the battery;

the controller also includes fields in the contiguous unit table and unit information table of the storage database structure: the battery position, the adjacent unit table and the unit information table in the exchange information among the flight units contain the field value;

the basis for calculating the position of the center of gravity of the entire aircraft in said step B12 further includes: battery location of all flying units.

5. A cellular array aircraft control system according to any one of claims 1 to 4 wherein:

the normal flight phase may further include the following sub-steps: