CN114115352B - Unmanned aerial vehicle flight control method and system and unmanned aerial vehicle - Google Patents
Unmanned aerial vehicle flight control method and system and unmanned aerial vehicle Download PDFInfo
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/10—Simultaneous control of position or course in three dimensions
- G05D1/107—Simultaneous control of position or course in three dimensions specially adapted for missiles
Abstract
The application relates to a flight control method and system of an unmanned aerial vehicle and the unmanned aerial vehicle, wherein the method comprises the steps of dividing a flight track of the unmanned aerial vehicle into an initial launching section, a midway flight section and a final execution section; in the initial launching section, controlling the unmanned aerial vehicle to climb according to a preset angle, and entering a midway flight section after climbing to a set height; in the midway flight section, according to the bound key node data, longitudinal control, lateral control and speed control are carried out on the unmanned aerial vehicle, so that the unmanned aerial vehicle flies according to a set flight path until reaching the final execution section; and in the final execution section, controlling the unmanned aerial vehicle to approach the target according to the proportional guiding method to complete the task. The application realizes the flight control of the whole flight process of the unmanned aerial vehicle, adopts a corresponding flight control method at each stage of flight, has accurate and simple control, and avoids the problems of oscillation and even divergence of longitudinal output quantity and overshoot of turning.
Description
Technical Field
The application belongs to the technical field of unmanned aerial vehicles, and particularly relates to a flight control method and system of an unmanned aerial vehicle and the unmanned aerial vehicle.
Background
When the unmanned aerial vehicle executes a flight mission, the unmanned aerial vehicle needs to be subjected to overall process flight control. Because different control demands are brought by different tasks at each stage in the whole flight process, in the existing flight control, control methods such as PID control, linear quadratic form (LQR) control, robust control, fuzzy control, neural network control and the like which are commonly adopted in longitudinal control have the problems that the output quantity oscillates or even diverges when the mode is switched, and the overshoot problem occurs in the turning control process.
Disclosure of Invention
In view of the above analysis, the application aims to disclose an unmanned aerial vehicle flight control method, an unmanned aerial vehicle flight control system and an unmanned aerial vehicle, and the flight control of the unmanned aerial vehicle in the whole flight process is realized.
The application discloses a flight control method of an unmanned aerial vehicle, which comprises the following steps:
dividing the flight track of the unmanned aerial vehicle into an initial launching section, a midway flight section and a final execution section;
in the initial launching section, controlling the unmanned aerial vehicle to climb according to a preset angle, and entering a midway flight section after climbing to a set height;
in the midway flight section, according to the bound key node data, longitudinal control, lateral control and speed control are carried out on the unmanned aerial vehicle, so that the unmanned aerial vehicle flies according to a set flight path until reaching the final execution section;
and in the final execution section, controlling the unmanned aerial vehicle to approach the target according to the proportional guiding method to complete the task.
Further, in the midway flight section, according to the bound key node data, longitudinally controlling the unmanned aerial vehicle to obtain the expected longitudinal speed, laterally controlling the unmanned aerial vehicle to obtain the expected turning angular speed, and according to the expected longitudinal speed and the expected turning angular speed, performing speed control to obtain the expected steering engine deflection angle and the expected engine thrust, and controlling the unmanned aerial vehicle to fly according to the set flight path until the unmanned aerial vehicle reaches the final execution section.
Further, in the longitudinal control of the midway flight segment, a longitudinal control method based on a power function control instruction is adopted, the relation among the given height, the current height and the vertical speed is obtained according to the power function, the current height information is utilized to calculate the current expected longitudinal speed, and the current expected longitudinal speed is output as the control instruction.
Further, in the longitudinal control, the power function control relation of climbing to flat flight and flat flight to climbing is as follows:
the power function control relation of the sliding-down horizontal flight and the sliding-down horizontal flight in the longitudinal control is as follows:
wherein ,for longitudinal climbing speed->For the longitudinal sliding speed h m Is the current altitude; h is a g1 For the initial point position height, h g2 For the height of the target point position, b is the height difference between the starting point position and the target point position, b= |h g2 -h g1 I (I); p is the predicted time of the climbing process; h is a max Is a rated parameter value of the longitudinal speed of the unmanned aerial vehicle; h is a g The method is characterized in that the method is a height of the unmanned aerial vehicle which rises in the process of accelerating from a flat flight to a maximum value of longitudinal speed at the maximum acceleration; />
Further, the unmanned aerial vehicle is laterally controlled to include two action instructions of turning and direct flight; the output data is the expected turning angular speed in the current state; the turning process controlled in the lateral direction comprises the following steps:
1) Calculating the distance of turning ahead, judging whether the turning point is reached in the flight process, and if not, continuing to fly directly; if yes, entering the next step;
2) Turning at the expected turning angular speed, judging whether the turning angle is reached, if not, continuing turning, and if yes, entering the next step;
3) Performing course correction, and keeping direct flight; waiting to enter the next turn.
Further, the desired engine thrust
wherein ,Fp For engine thrust, F x The air resistance of the unmanned aerial vehicle is borne, G is the gravity of the unmanned aerial vehicle, and m is the mass of the unmanned aerial vehicle; v is the speed of the unmanned aerial vehicle;acceleration of the unmanned aerial vehicle; alpha is the attack angle of the unmanned aerial vehicle, and theta is the track inclination angle of the unmanned aerial vehicle.
Further, of the desired steering engine deflection angles, a desired elevator deflection angleWherein k is a proportionality coefficient; />Is the pitch angle in the flight of unmanned aerial vehicle>Is>A deviation angle therebetween;
wherein the elevation angle is offsetV ZH Calculating a desired longitudinal speed for longitudinal control; v (V) Z For the current longitudinal speed, V x Is the current horizontal speed; the current longitudinal speed and the current horizontal speed are speed values obtained by inertial measurement;
among the desired steering engine yaw angles, a desired rudder yaw angleWherein k' is a proportionality coefficient, +.>Lateral deviation angle error in unmanned aerial vehicle flight; said lateral deviation angle error +.>Is the desired cornering angular acceleration.
Further, in the proportional guidance method, the speed of the unmanned aerial vehicle is unchanged in the process of following the target, and proportional guidance is carried out on the aerial vehicle-target at the next moment by calculating the distance between the aerial vehicle-target and the line of sight angle of the aerial vehicle-target at the current moment;
the relation of the proportion guidance is thatWherein epsilon is the leading angle of the speed vector of the unmanned aerial vehicle, K is the navigation ratio, sigma is the track angle of the unmanned aerial vehicle, and q is the azimuth angle of the target line.
The application also discloses an unmanned aerial vehicle flight control system, which comprises: the system comprises a flight controller, a steering engine, an engine and inertial navigation equipment;
the flight controller is used for generating an applied control instruction according to the human aircraft flight control method;
the steering engine is used for receiving and executing the deflection angle of the steering engine;
the engine is used for receiving and executing the expected engine thrust in the control command;
the inertial navigation device is used for measuring the speed of the unmanned aerial vehicle, and comprises the current longitudinal speed, lateral speed and overall speed of the unmanned aerial vehicle; outputting the speed measurement to a flight controller;
and the steering engine and the engine execute corresponding actions, and finally give out the control variable value of actual running as feedback for the control of the flight controller.
The application also discloses an unmanned aerial vehicle, which comprises the unmanned aerial vehicle flight control system for controlling the flight of the unmanned aerial vehicle.
The application can realize at least one of the following beneficial effects:
the application realizes the flight control of the whole flight process of the unmanned aerial vehicle, and the whole flight process is segmented according to the characteristics of the task execution of the aerial vehicle, and a corresponding flight control method is adopted at each stage of flight, so that the control is accurate and simple, and the problems of oscillation and even divergence of longitudinal output quantity and overshoot of turning are avoided.
Drawings
The drawings are only for purposes of illustrating particular embodiments and are not to be construed as limiting the application, like reference numerals being used to refer to like parts throughout the several views.
FIG. 1 is a flow chart of a method for controlling the flight of an unmanned aerial vehicle in an embodiment of the application;
FIG. 2 is a schematic diagram of a turning process trajectory in an embodiment of the present application;
FIG. 3 is a schematic diagram illustrating a force analysis of an unmanned aerial vehicle in an embodiment of the present application;
fig. 4 is a block diagram of an unmanned aerial vehicle flight control system in an embodiment of the application.
FIG. 5 is a block diagram of a "one master three slave" PLC architecture flight controller in an embodiment of the application.
Detailed Description
Preferred embodiments of the present application are described in detail below with reference to the attached drawing figures, which form a part of the present application and are used in conjunction with embodiments of the present application to illustrate the principles of the present application.
The embodiment of the application discloses a flight control method of an unmanned aerial vehicle, which comprises the steps of dividing a flight track of the unmanned aerial vehicle into an initial launching section, a midway flight section and a final execution section; as shown in fig. 1, the control side includes the steps of:
s1, controlling an unmanned aerial vehicle to climb according to a preset angle in an initial launching section, and entering a midway flight section after climbing to a set height;
s2, in the midway flight section, carrying out longitudinal control, lateral control and speed control on the unmanned aerial vehicle according to the bound key node data, so that the unmanned aerial vehicle flies according to a set flight path until reaching the final execution section;
and S3, executing a section at the tail section, and controlling the unmanned aerial vehicle to approach the target according to the proportional guiding method to complete the task.
Specifically, in the initial launching section in the step S1, the steering engine is not controlled, the unmanned aerial vehicle climbs along a preset angle by controlling an engine of the unmanned aerial vehicle, and after climbing to a set height, the unmanned aerial vehicle enters a midway flight section;
in the control of the emission section, the input is the current system state, namely the system position information, the system running time and the output is the expected engine thrust. The set altitude is key node data which is bound into the unmanned aerial vehicle in advance.
Each piece of data of the key nodes which are bound in advance into the unmanned aerial vehicle contains information of a key node (also called a target point), wherein the information comprises longitude, latitude, altitude, tasks and the like, and the tasks comprise ascending, descending, turning and the like.
In the midway flight section, according to the bound key node data, a plurality of operation modes including longitudinal, lateral and the like are completed at corresponding key points, so that longitudinal control, lateral control and speed control are respectively carried out on the unmanned aerial vehicle;
specifically, longitudinal control is performed on the unmanned aerial vehicle to obtain a desired longitudinal speed, lateral control is performed on the unmanned aerial vehicle to obtain a desired turning angular speed, speed control is performed according to the desired longitudinal speed and the desired turning angular speed to obtain a desired steering engine deflection angle and a desired engine thrust, and the unmanned aerial vehicle is controlled to fly according to a set flight path until reaching a final execution section.
In the middle flight segment, longitudinal control is classified by action instructions, including: three kinds of climbing, sliding and flying; the main input data are the current longitudinal state information of the system, the previous target point and the information of the current target point, and further the expected longitudinal speed at the current moment is solved. The output data is the desired longitudinal speed in the current state.
Currently, common fly height control methods include: PID control, linear Quadratic (LQR) control, robust control, fuzzy control, neural network control, etc. However, these methods have a problem in longitudinal control: in switching of the highly controlled modes, a direct mode switching method is used. Because of the different treatments of different control mode control laws on boundary conditions, the direct switching mode algorithm can cause oscillation or even divergence of output quantity, and overshoot of output quantity can occur around the mode switching time point in general.
In order to solve the oscillation problem of the output quantity in the mode switching process, in the embodiment, a longitudinal control method based on a power function control instruction is adopted, the relation among a given height, a current height and a vertical speed is obtained according to a power function, and the current expected longitudinal speed is calculated by utilizing the current height information and is output as the control instruction.
The power function control relation of climbing to flat flight and flat flight to climbing in longitudinal control is as follows:
wherein ,for the longitudinal climbing speed h m H is the current altitude g1 For the height of the initial position, h g2 For the height of the target position, b is the height difference between the starting position and the target position, and b= |h is given g2 -h g1 I, p is the predicted time of the climbing process, h max Is a rated parameter value of the longitudinal speed of the unmanned aerial vehicle, and hg is the rising height of the unmanned aerial vehicle in the process of accelerating from flat flight to the maximum value of the longitudinal speed at the maximum acceleration; />The power function control relation of the sliding-down horizontal flight and the sliding-down horizontal flight in the longitudinal control is as follows:
wherein ,is the longitudinal sliding speed.
The longitudinal control finally outputs the expected longitudinal speed of the unmanned aerial vehicle, and the speed direction is positive vertically and negative vertically and downwards in a ballistic coordinate system.
Specifically, in the midway flight section, the lateral control is classified by action instructions, including: turning and direct flight instructions. The main input data are the current system state information of the system, the previous target point and the current target point information, and further the expected turning angular speed at the current moment is solved. The output data is the expected turning angular speed in the current state.
The main algorithm in the lateral control module is a turning algorithm. The ideal control state of the guidance control system is an unmanned aerial vehicle. The horse turns immediately after reaching the turning point, which is at point C, without overshooting, as in the AC-CE segment shown in fig. 2.
However, in the actual turning process, because the aircraft has the maximum turning angular velocity and the deflection angle of the flight track cannot be suddenly changed, if the aircraft reaches the turning point C and turns again in the actual turning process, an overshoot distance is necessarily present, so that the unmanned aircraft flies above the CE section in FIG. 2. In order to allow the unmanned aerial vehicle to fall on the CE line segment after re-turning and in order to define a turning radius below 50 meters.
Therefore, in this embodiment, the unmanned aerial vehicle turns in advance, and the minimum turning radius can be limited by setting the maximum angular velocity, so that the advanced turning distance, that is, the BC two-point distance a in fig. 2, can be obtained.
In order for the unmanned aerial vehicle to be able to turn to an exact angle and for its trajectory to fall exactly on the CE segment, the unmanned aerial vehicle begins to perform course corrections when the turning angle is substantially reached. Course corrections include distance corrections and angle corrections. The distance correction ensures that the running track of the unmanned aerial vehicle falls near the CE section, and the angle correction ensures that the unmanned aerial vehicle turns through the accurate turning angle given by the instruction.
The turning process controlled in the lateral direction comprises the following steps:
1) Calculating the distance of turning ahead, judging whether the turning point is reached in the flight process, and if not, continuing to fly directly; if yes, entering the next step;
2) Turning at the expected turning angular speed, judging whether the turning angle is reached, if not, continuing turning, and if yes, entering the next step;
3) Performing course correction, and keeping direct flight; waiting to enter the next turn.
In this embodiment, the speed control is a subsequent control of longitudinal control and lateral control, and the magnitude of the given deflection angle of the steering engine and the given thrust of the engine are controlled through the speed control to control the resultant force born by the unmanned aerial vehicle, so as to control the acceleration of the unmanned aerial vehicle, thereby controlling the magnitude of the speed.
Specifically, among the desired steering engine deflection angles, a desired elevator deflection angleWherein k is a proportionality coefficient; />Is the deviation angle error of the elevation angle in the flight of the unmanned aerial vehicle;
wherein the deviation angle error of elevation angleV ZH Calculating a desired longitudinal speed for longitudinal control; v (V) Z For the current longitudinal speed, V x Is the current horizontal speed; the current longitudinal speed and the current horizontal speed are speed values obtained by inertial measurement;
among the desired steering engine yaw angles, a desired rudder yaw angleWherein k' is a proportionality coefficient, +.>Lateral deviation angle error in unmanned aerial vehicle flight; said lateral deviation angle error +.>Is the desired cornering angular acceleration. Deriving the desired angular velocity of the turn for lateral control outputThe desired cornering angular acceleration is obtained.
The stress analysis of the unmanned aerial vehicle is shown in fig. 3. As known from stress analysis, the stress of the unmanned aerial vehicle during the movement process comprises the engine thrust F p Air resistance F x Gravity G. The acceleration calculation formula of the unmanned aerial vehicle is as follows:
wherein m is the mass of the unmanned aerial vehicle, v is the speed of the unmanned aerial vehicle, F p For engine thrust, F x The resistance of the projectile body is alpha, the attack angle of the unmanned aerial vehicle is alpha, and the track inclination angle of the unmanned aerial vehicle is theta.
Therefore, the thrust of the engine is as follows:
the desired acceleration control and thus speed control can be achieved by controlling the thrust of the engine.
Specifically, in the last execution section, the unmanned aerial vehicle is controlled to approach a target to complete a task according to a proportional guiding method;
in the proportional guidance method, the speed of the unmanned aerial vehicle is unchanged in the process of following the target, and proportional guidance is carried out on the aerial vehicle-target at the next moment by calculating the distance between the aerial vehicle-target and the line of sight angle of the aerial vehicle-target at the current moment;
the relation of the proportion guidance is thatWherein epsilon is the leading angle of the speed vector of the unmanned aerial vehicle, K is the navigation ratio, sigma is the track angle of the unmanned aerial vehicle, and q is the azimuth angle of the target line.
In the proportional guidance method, the input is the position information of the target in a single coordinate system and the system state information of the unmanned aerial vehicle at the current moment (the position information of the unmanned aerial vehicle in a body coordinate system, the track deflection angle, the track inclination angle and the speed of the unmanned aerial vehicle), the expected angular speed at the current moment is calculated, and the expected steering engine deflection angle and the expected engine thrust at the current moment are finally output.
In this embodiment, the inertial navigation device is mainly responsible for measuring a speed value and calculating an optimal estimated value by a kalman filtering method from a current speed expected value and a current speed measured value. And calculating an optimal estimated value of the speed, and calculating the three-dimensional coordinates and subsequent control instructions of the current unmanned aerial vehicle by using the optimal estimated value as basic data to perform system state calculation.
Another embodiment of the present application discloses an unmanned aerial vehicle flight control system, as shown in fig. 4, comprising: the system comprises a flight controller, a steering engine, an engine and inertial navigation equipment;
the flight controller is configured to generate an applied control instruction according to the unmanned aerial vehicle flight control method described in the previous embodiment;
the steering engine is used for receiving and executing the deflection angle of the steering engine;
the engine is used for receiving and executing the expected engine thrust in the control command;
the inertial navigation device is used for measuring the speed of the unmanned aerial vehicle, and comprises the current longitudinal speed, lateral speed and overall speed of the unmanned aerial vehicle; outputting the speed measurement to a flight controller;
and the steering engine and the engine execute corresponding actions, and finally give out the control variable value of actual running as feedback for the control of the flight controller.
In order to solve the problem that the workload is large because a large amount of logic C codes are required to be written in the existing flight control software, the flight controller of the embodiment adopts a PLC controller to realize flight control;
specifically, a PLC structure of "one master and three slaves" is adopted, as shown in fig. 5, including a PLC master station, a first PLC slave station, a second PLC slave station, and a third PLC slave station:
the PLC master station sequentially schedules a first PLC slave station, a second PLC slave station and a third PLC slave station;
the PLC master station operates flight control flow logic according to the loaded binding data in the whole flight process of the unmanned aerial vehicle, generates a scheduling data packet for controlling each slave station and sends the scheduling data packet to each slave station, and each slave station is used as an execution port for data receiving and transmitting;
the first PLC slave station is used for obtaining an expected steering engine deflection angle from the dispatching data packet, controlling the steering engine deflection angle and returning the actual value of the steering engine deflection angle to the PLC master station;
the second PLC slave station is used for obtaining expected engine thrust from the scheduling data packet, controlling the engine thrust and returning the actual thrust value of the engine to the PLC master station;
the third PLC slave station is used for obtaining a current speed expected value from the scheduling data packet and sending the current speed expected value to the inertial navigation device; and returning the optimal speed estimated value calculated by the inertial navigation equipment according to the current speed expected value and the speed measured value to the PLC master station.
Specifically, the PLC master station is loaded with an industrial-level real-time operating system configuration running environment to run a PLC program; the first PLC slave station, the second PLC slave station and the third PLC slave station are respectively provided with an embedded real-time operating system; the communication protocol between the master and the slave is implemented via an ethernet bus.
And, the scheduling sequence of the PLC master station to three slave stations is as follows: the PLC master station sequentially calls the first PLC slave station, the second PLC slave station and the third PLC slave station to realize the sequential call of the steering engine, the engine and the inertial navigation equipment;
for steering engines and engines, each time the PLC master station schedules a corresponding slave station, the master station is required to transmit a data packet to the corresponding slave station, the data packet defining a target value of a controlled quantity for steering engine or engine control by the corresponding slave station. The steering engine or engine returns the actual value of the controlled quantity defined in the data packet after control.
The inertial navigation device is responsible for collecting some key parameters on the aircraft, generates measured values and sends the measured values to the main station, so that for the inertial navigation system, the main station is required to send data packets, and the inertial navigation system respectively collects the measured values according to the parameters defined in the data packets and packages the data packets and sends the data packets back to the main station.
Four different types of task configurations are arranged in the configuration, including circulation, event, freewheeling and state,
the cycle type indicates that the program in the task configuration is executed in a cycle mode according to a fixed cycle; the event type indicates that a program in task configuration is triggered and executed through an event, and the task configuration captures the rising edge of an event variable as a trigger signal; the freewheeling type is also periodic and cyclic execution, but the period is not fixed, and the program execution time of each cycle is taken as the period; the state type is similar to the event type, also by an event-triggered execution procedure, except that in the state type, the task configuration is to capture the TRUE value of the event variable as a trigger signal.
In this embodiment, in order to ensure that the cycle of the program loop execution is fixed, the task configuration selects a loop type.
The master-slave station communicates using a UDP network. Separating the setting of UDP network communication and the configuration of engineering task types from each other; by setting the configuration task configuration period longer than twice of the UDP network communication period, the master station and the slave station can complete communication once in the PLC master station engineering task configuration period, so that the last call from the master station to the slave station and the last feedback from the slave station to the master station are completed in the next call process. And calling different secondary stations by setting different periods so as to realize sequential calling of the primary station to the three secondary stations.
In this embodiment, the task configuration period of the PLC master station is set to 100ms, the task configuration period of the slave station is set to 20ms, and the UDP communication period between the master station and the slave station is set to 20ms.
The specific details and advantages of this embodiment are the same as those of the previous embodiment, and will not be described here.
Another embodiment of the present application discloses an unmanned aerial vehicle, including the unmanned aerial vehicle flight control system described in the above embodiment, for controlling the flight of the unmanned aerial vehicle.
Likewise, the specific details and advantages of the present embodiment are the same as those of the previous embodiment, and will not be described in detail herein.
In summary, the embodiment uses the resource virtual programming interface package to provide a unified programming interface for application software, provides efficient resource management, establishes a model library, and realizes rapid deployment and online reconstruction of multiple intelligent tasks through a main control process according to different embedded platforms and different application scenarios. The calculation power of hardware is fully mobilized by a method that the neural network model is distributed on a processor end (CPU) and an AI chip (neural network processor), the stability of the operation effect is ensured, and the development efficiency of developers is improved.
The present application is not limited to the above-mentioned embodiments, and any changes or substitutions that can be easily understood by those skilled in the art within the technical scope of the present application are intended to be included in the scope of the present application.
Claims (5)
1. A method of controlling the flight of an unmanned aerial vehicle, comprising:
dividing the flight track of the unmanned aerial vehicle into an initial launching section, a midway flight section and a final execution section;
in the initial launching section, controlling the unmanned aerial vehicle to climb according to a preset angle, and entering a midway flight section after climbing to a set height;
in the midway flight section, according to the bound key node data, longitudinal control, lateral control and speed control are carried out on the unmanned aerial vehicle, so that the unmanned aerial vehicle flies according to a set flight path until reaching the final execution section;
in the final execution section, controlling the unmanned aerial vehicle to approach the target according to a proportional guiding method to complete the task;
in a midway flight section, according to bound key node data, longitudinally controlling the unmanned aerial vehicle to obtain an expected longitudinal speed, laterally controlling the unmanned aerial vehicle to obtain an expected turning angular speed, and according to the expected longitudinal speed and the expected turning angular speed, performing speed control to obtain an expected steering engine deflection angle and an expected engine thrust, and controlling the unmanned aerial vehicle to fly according to a set flight path until reaching a final execution section;
in the longitudinal control of the midway flight segment, a longitudinal control method based on a power function control instruction is adopted, the relation among a given height, a current height and a vertical speed is obtained according to a power function, and the current expected longitudinal speed is calculated by utilizing the current height information and is output as the control instruction;
the power function control relation of climbing to flat flight and flat flight to climbing in longitudinal control is as follows:
the power function control relation of the sliding-down horizontal flight and the sliding-down horizontal flight in the longitudinal control is as follows:
wherein ,for longitudinal climbing speed->For the longitudinal sliding speed h m Is the current altitude; h is a g1 For the initial point position height, h g2 For the height of the target point position, b is the height difference between the starting point position and the target point position, b= |h g2 -h g1 I (I); p is the predicted time of the climbing process; h is a max Is a rated parameter value of the longitudinal speed of the unmanned aerial vehicle; h is a g The method is characterized in that the method is a height of the unmanned aerial vehicle which rises in the process of accelerating from a flat flight to a maximum value of longitudinal speed at the maximum acceleration; />
The unmanned aerial vehicle is laterally controlled to include two action instructions of turning and direct flight; the output data is the expected turning angular speed in the current state; the turning process controlled in the lateral direction comprises the following steps:
1) Calculating the distance of turning ahead, judging whether the turning point is reached in the flight process, and if not, continuing to fly directly; if yes, entering the next step;
2) Turning at the expected turning angular speed, judging whether the turning angle is reached, if not, continuing turning, and if yes, entering the next step;
3) Performing course correction, and keeping direct flight; waiting to enter the next turn;
the speed control is the subsequent control of longitudinal control and lateral control, and the magnitude of a given deflection angle of a steering engine and the magnitude of a given thrust of an engine are controlled through the speed control to control the resultant force born by the unmanned aerial vehicle, so that the magnitude of acceleration of the unmanned aerial vehicle is controlled, and the magnitude of the speed is controlled;
of the desired steering engine yaw angles, a desired elevator yaw angleWherein k is a proportionality coefficient; />Is the pitch angle in the flight of unmanned aerial vehicle>Is>A deviation angle therebetween;
wherein the elevation angle is offsetV ZH Calculating a desired longitudinal speed for longitudinal control; v (V) Z For the current longitudinal speed, V x Is the current horizontal speed; the current longitudinal speed and the current horizontal speed are speed values obtained by inertial measurement;
among the desired steering engine yaw angles, a desired rudder yaw angleWherein k' is a proportionality coefficient,lateral deviation angle error in unmanned aerial vehicle flight; said lateral deviation angle error +.>Is the desired cornering angular acceleration.
2. The method of claim 1, wherein,
the desired engine thrust
wherein ,Fp For engine thrust, F x The air resistance of the unmanned aerial vehicle is borne, G is the gravity of the unmanned aerial vehicle, and m is the mass of the unmanned aerial vehicle; v is the speed of the unmanned aerial vehicle;acceleration of the unmanned aerial vehicle; a is the attack angle of the unmanned aerial vehicle, and θ is the track inclination angle of the unmanned aerial vehicle.
3. The method of claim 1, wherein,
in the proportional guidance method, the speed of the unmanned aerial vehicle is unchanged in the process of following the target, and proportional guidance is carried out on the aerial vehicle-target at the next moment by calculating the distance between the aerial vehicle-target and the line of sight angle of the aerial vehicle-target at the current moment;
the relation of the proportion guidance is thatWherein epsilon is the leading angle of the speed vector of the unmanned aerial vehicle, K is the navigation ratio, sigma is the track angle of the unmanned aerial vehicle, and q is the azimuth angle of the target line.
4. An unmanned aerial vehicle flight control system, comprising: the system comprises a flight controller, a steering engine, an engine and inertial navigation equipment;
the flight controller for generating control instructions for an application according to the unmanned aerial vehicle flight control method of any one of claims 1-3;
the steering engine is used for receiving and executing the expected steering engine deflection angle in the control instruction;
the engine is used for receiving and executing the expected engine thrust in the control command;
the inertial navigation device is used for measuring the speed of the unmanned aerial vehicle, and comprises the current longitudinal speed, lateral speed and overall speed of the unmanned aerial vehicle; outputting the speed measurement to a flight controller;
and the steering engine and the engine execute corresponding actions, and finally give out the control variable value of actual running as feedback for the control of the flight controller.
5. An unmanned aerial vehicle comprising the unmanned aerial vehicle flight control system of claim 4, wherein the unmanned aerial vehicle flight is controlled.
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