CN115857555A - Autonomous flight control method for multi-rotor aircraft mobile platform - Google Patents

Autonomous flight control method for multi-rotor aircraft mobile platform Download PDF

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CN115857555A
CN115857555A CN202310043797.2A CN202310043797A CN115857555A CN 115857555 A CN115857555 A CN 115857555A CN 202310043797 A CN202310043797 A CN 202310043797A CN 115857555 A CN115857555 A CN 115857555A
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mobile platform
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autonomous
aircraft
flight
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CN115857555B (en
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薛亮
郭仁杰
胡镇
钱晨
尹彦卿
罗伟
刘庆飞
徐顺鑫
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Avic Jincheng Unmanned System Co ltd
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Avic Jincheng Unmanned System Co ltd
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Abstract

The invention discloses an autonomous flight system and a control method for a multi-rotor aircraft mobile platform, wherein the autonomous flight system comprises the mobile platform and a flight platform, and the system can be conveniently and rapidly deployed on a mobile carrier (such as a vehicle, a ship and the like) and provides software and hardware support for numerous autonomous flight tasks of the multi-rotor aircraft, such as autonomous take-off, autonomous following, autonomous landing and the like. The autonomous flight control method based on the system adopts a path planning algorithm in a position and speed control loop, plans the flight position, the flight speed and the flight acceleration of the multi-rotor aircraft in advance, and then adds the part of control quantity into a control loop as feed-forward control, thereby ensuring that the aircraft can stably and quickly fly to an appointed area, ensuring that the multi-rotor aircraft can stably and accurately land on a mobile platform with limited space due to higher control precision, and better ensuring the safety.

Description

Autonomous flight control method for multi-rotor aircraft mobile platform
Technical Field
The invention relates to a flight control system and a flight control method, in particular to an autonomous flight system and a control method for a multi-rotor aircraft mobile platform; belong to many rotor crafts and independently fly control technical field.
Background
The multi-rotor aircraft becomes a research hotspot and focus of attention in the industry due to the unique flight characteristics of the multi-rotor aircraft, and is widely applied to various civil and military fields such as aerial photography, border patrol, environmental monitoring, military reconnaissance and the like. At present, the technology of the multi-rotor aircraft for autonomous flight on a fixed take-off and landing platform is relatively mature, the take-off and landing stages of the multi-rotor aircraft are completed on the static take-off and landing platform, but under some special scenes, the multi-rotor aircraft is required to complete autonomous flight tasks on a mobile take-off and landing platform (such as a mobile vehicle, a ship body and the like).
Generally, a mobile lifting platform has three-degree-of-freedom linear motion and three-degree-of-freedom angular motion in actual use, and angular motion is particularly severe on water surfaces and complex road conditions. Therefore, the multi-rotor aircraft has great risks in autonomous take-off and landing on the platform, such as extremely easy collision with the mobile platform below the safe height, which causes great property loss and safety accidents; on the other hand, the space of the mobile lifting platform is limited, and factors such as the position and the speed of the mobile platform are variable have higher requirements on the landing mode and the precision, so that the requirements are difficult to meet.
Therefore, how to enable the multi-rotor aircraft to safely complete autonomous flight tasks such as autonomous take-off, following and autonomous landing on a mobile platform is a technical problem to be solved urgently in the prior art.
Disclosure of Invention
The invention aims to solve the problems in the prior art, and provides an autonomous flight system and a control method suitable for a multi-rotor aircraft mobile platform, so that the multi-rotor aircraft can safely and autonomously fly on the mobile platform, the aircraft can stably and quickly fly to a designated area, and the aircraft can stably and accurately land on the mobile platform with limited space.
In order to achieve the above object, the present invention adopts the following technical solutions:
the invention first discloses an autonomous flight system of a multi-rotor aircraft mobile platform, which comprises:
the mobile platform consists of a Beidou base station module, a mobile platform navigation module, an inertial sensor module and a mobile platform communication module;
the flight platform consists of an airborne Beidou positioning and orienting module, a navigation module, an airborne inertial sensor module, an airborne communication module, a flight guidance module and a flight control module;
and the data interaction between the flight platform and the mobile platform is realized through the airborne communication module and the mobile platform communication module.
The Beidou base station module and the inertial sensor module send real-time measurement data of the mobile platform to the mobile platform navigation module; the mobile platform navigation module packages related data of a three-dimensional position, a three-dimensional speed, a three-dimensional acceleration, an attitude angle and a course angle of the mobile platform after data fusion and sends the data to the mobile platform communication module, and simultaneously forwards RTCM streaming data of the Beidou base station module to the mobile platform communication module, and the mobile platform communication module sends the received data to an airborne communication module of the flight platform;
the navigation module forwards the RTCM data stream received by the airborne communication module to the airborne Beidou positioning and orienting module, the airborne Beidou positioning and orienting module sends the relative position, speed and course related data calculated by the difference to the navigation module, and the navigation module performs data fusion on the mobile platform data transmitted by the airborne communication module, the measurement data of the airborne Beidou positioning and orienting module and the measurement data of the airborne inertial sensor module and respectively outputs unmanned aerial vehicle position data and the mobile platform pose data to the flight control module and the flight guidance module.
The invention also discloses a mobile platform autonomous flight control method based on the system, which specifically comprises the following steps:
(1) Preparing for taking off: setting flight parameters, carrying out autonomous takeoff initialization operation, carrying out takeoff self-check and judging whether the autonomous takeoff process is allowed or not;
the flight parameters are selected according to the task requirements, if the task requirements are 60 meters in height, and the limited distance is 100 meters, the corresponding geo-fence height and radius are set to be 60 and 100;
(2) And (3) taking off automatically: the flying platform is separated from the mobile platform, and the aircraft enters an autonomous takeoff and climbing stage until the height of the aircraft is detected in real time
Figure SMS_1
Reach the set takeoff height->
Figure SMS_2
Ending the climbing stage in the process of autonomous takeoff;
(3) Autonomous following: determining the horizontal distance of an aircraft from a mobile platform
Figure SMS_3
Whether the geofence radius is exceeded
Figure SMS_4
If->
Figure SMS_5
Entering an autonomous following and maintaining stage, and selecting a corresponding target value of the course channel controller according to a corresponding course following mode;
(4) Self-landing: firstly, the horizontal distance of the aircraft from the mobile platform is judged in the initialization stage of autonomous landing
Figure SMS_6
And if the altitude is smaller than the set threshold value, entering an autonomous landing and descending stage until the aircraft lands on the mobile platform to complete the whole autonomous flight task.
Preferably, the aforesaid flight parameters comprise at least: height of takeoff
Figure SMS_7
Horizontal distance of the aircraft from the mobile platform
Figure SMS_8
The forward horizontal distance of the aircraft from the mobile platform->
Figure SMS_9
Heading-following mode yawMode, geofence height->
Figure SMS_10
And geofence radius>
Figure SMS_11
And the specific flight tasks, targets and the like of the multi-rotor aircraft are determined through the setting of the parameters.
Further preferably, the aforesaid aircraft is at a horizontal distance from the mobile platform
Figure SMS_12
Wherein is present>
Figure SMS_13
For the north relative position of the flight platform from the mobile platform, is>
Figure SMS_14
The east position of the flying platform from the mobile platform; by reasonably setting->
Figure SMS_15
The aircraft can be positioned right above the mobile platform before landing, and the aircraft can safely land on the mobile platform.
More preferably, in (2) the autonomous takeoff phase, when the flying platform is separated from the mobile platform, the target course angular speed is controlled
Figure SMS_16
Is 0, the target pitch angle->
Figure SMS_17
Is the movement at this timeElevation angle of platform>
Figure SMS_18
Target roll angle->
Figure SMS_19
For the roll angle of the mobile platform at that time->
Figure SMS_20
The height control target->
Figure SMS_21
At a set takeoff height->
Figure SMS_22
Climbing is carried out;
in the process, the relative ascending speed of the aircraft is detected in real time
Figure SMS_23
Whether the speed exceeds 0.15m/s or not, if so, the separation of the flying platform and the moving platform is considered to be successful, and the heading angle of the aircraft and the moving platform at the moment is recorded>
Figure SMS_24
、
Figure SMS_25
North position->
Figure SMS_26
East position->
Figure SMS_27
Based thereon, a forward position is calculated>
Figure SMS_28
And a right position->
Figure SMS_29
The calculation formula is as follows:
Figure SMS_30
。
more preferably, during the autonomous takeoff climbing process, the heading channel comprises a heading angle and a heading angular speed controller, and a control target of the heading angle
Figure SMS_32
Is the heading angle->
Figure SMS_34
(ii) a The horizontal path includes a position controller and a speed controller, wherein a north-oriented horizontal position controls the target->
Figure SMS_36
Is a forward position of the aircraft>
Figure SMS_33
And a right position->
Figure SMS_35
Real-time resolved northbound location
Figure SMS_37
East horizontal position control target>
Figure SMS_38
For an aircraft east position>
Figure SMS_31
The calculation method is as follows:
Figure SMS_39
。
still further preferably, in the autonomous following and maintaining stage, the corresponding target value of the heading channel controller is selected according to the corresponding heading following mode:
(a) If the set course following mode is the mode of keeping the current machine head direction, the target value of the course angle of the course channel
Figure SMS_40
Set to the current aircraft heading angle +>
Figure SMS_41
；
(b) If the set course following mode is along the direction of the moving platform, the target value of the course angle of the course channel
Figure SMS_42
The calculation method comprises the following steps: />
Figure SMS_43
Wherein is present>
Figure SMS_44
For moving the real-time course angle of the platform, and>
Figure SMS_45
the calculation method of the correction function for the target course angle is as follows:
Figure SMS_46
；
control target for altitude passage
Figure SMS_47
For set takeoff height>
Figure SMS_48
(ii) a Horizontal channel position control target->
Figure SMS_49
、/>
Figure SMS_50
Are respectively based on a parameter->
Figure SMS_51
、/>
Figure SMS_52
The calculation method is as follows:
Figure SMS_53
which isIs/is>
Figure SMS_54
Is the real-time direction angle of the mobile platform.
Still further preferably, the course corridor sets a control target of the course angle during the initialization phase of autonomous landing
Figure SMS_55
Is composed of
Figure SMS_56
(ii) a Control target for an altitude channel>
Figure SMS_57
Kept at take-off height pick-up>
Figure SMS_58
The change is not changed; horizontal passage north position control target
Figure SMS_59
Is 0; east position control target of horizontal channel>
Figure SMS_60
Is 0.
Still further preferably, in the autonomous landing and descending stage, the course channel sets a control target of a course angle
Figure SMS_62
Is composed of
Figure SMS_64
，/>
Figure SMS_66
The aircraft course angle after the initialization phase of autonomous landing is finished; control target for an altitude channel>
Figure SMS_63
Set to 0.3m, reducing the multi-rotor aircraft height to 0; horizontal channel north position control target->
Figure SMS_65
Is 0; east position control target of horizontal channel>
Figure SMS_67
Is 0; real-time detection of altitude of multi-rotor aircraft>
Figure SMS_68
Whether or not less than a threshold value of 0.3m and the horizontal distance ≥ of the aircraft from the mobile platform>
Figure SMS_61
And if the distance is less than 0.2m of the threshold value, the flight control unit sends a control signal value power unit if the condition is met, the output of the power unit is closed, and the multi-rotor aircraft can be subjected to inertial landing on the mobile platform to complete the whole autonomous flight task.
It should be noted that in the present invention, innovations have been made in the control targets of the north and east position controllers and the velocity controller. Horizontal position controller target
Figure SMS_69
(northbound) and->
Figure SMS_70
(east direction) obtains the control target of the north direction speed controller through the north direction position controller and the east direction position controller respectively>
Figure SMS_71
East-direction speed controller control target>
Figure SMS_72
。
Wherein the content of the first and second substances,
Figure SMS_73
the calculation method of (2) is as follows:
first, the error between the position control target and the actual position of the aircraft is calculated
Figure SMS_74
：
Figure SMS_75
；
Then, a critical value of the position error is calculated
Figure SMS_76
：
Figure SMS_77
Wherein is present>
Figure SMS_78
The maximum acceleration that the multi-rotor aircraft can fly is set to be 4.5 m/s;
then, according to
Figure SMS_79
And &>
Figure SMS_80
Selects different calculation manners to calculate the feed-forward northbound target speed>
Figure SMS_81
The calculation method is as follows:
Figure SMS_82
；
then, expected position targets at different times are calculated
Figure SMS_83
：
Figure SMS_84
Wherein is present>
Figure SMS_85
Is a control step length;
then, calculating a feedback-based control position controller output target
Figure SMS_86
The calculation method comprises the following steps:
Figure SMS_87
wherein is present>
Figure SMS_88
Controlling parameters for a north position controller of the multi-rotor aircraft, wherein the values of the parameters are 1;
finally, the total output target value of the position controller is calculated
Figure SMS_89
：
Figure SMS_90
Wherein is present>
Figure SMS_91
The real-time northbound speed of the mobile platform.
The horizontal channel east speed controller controls the target
Figure SMS_93
In the calculation of the control algorithm of (4), the value of the preceding calculation process is evaluated>
Figure SMS_97
、/>
Figure SMS_99
、/>
Figure SMS_94
Are respectively replaced by>
Figure SMS_96
、/>
Figure SMS_98
、/>
Figure SMS_100
Then the east speed controller controls the target>
Figure SMS_92
Wherein is present>
Figure SMS_95
Real-time east speed for the mobile platform.
Even more preferably, the composition is prepared from
Figure SMS_101
And &>
Figure SMS_102
Further obtains a north acceleration target and a east acceleration target respectively through a north speed controller and an east speed controller>
Figure SMS_103
East acceleration control target>
Figure SMS_104
The specific calculation process is as follows:
first, the error between the speed control target and the actual position of the aircraft is calculated
Figure SMS_105
：/>
Figure SMS_106
；
Then, a threshold value of the speed error is calculated
Figure SMS_107
：
Figure SMS_108
Wherein is present>
Figure SMS_109
The maximum jerk for the multi-rotor aircraft to fly is set to be 2.5 m/s/s;
then, according to
Figure SMS_110
And &>
Figure SMS_111
Is calculated based on the magnitude of the feedforward north target acceleration @, different calculation methods are selected to calculate the feedforward north target acceleration @>
Figure SMS_112
The calculation method is as follows:
Figure SMS_113
；
then, desired speed targets at different times are calculated
Figure SMS_114
The calculation method is as follows:
Figure SMS_115
wherein->
Figure SMS_116
Is a control step length;
then, the speed controller output target is calculated based on the feedback control
Figure SMS_117
The calculation method comprises the following steps:
Figure SMS_118
wherein is present>
Figure SMS_119
Is a control parameter of a multi-rotor aircraft north speed controller, the value of which is 2 and/or greater>
Figure SMS_120
Is the integral term of the northbound speed controller>
Figure SMS_121
A derivative term for the northbound controller;
finally, the total output target value of the position controller is calculated
Figure SMS_122
：
Figure SMS_123
Wherein->
Figure SMS_124
Real-time north acceleration for the mobile platform.
The above-mentioned
Figure SMS_126
Is calculated and->
Figure SMS_130
Similarly, only the above-described process need be combined>
Figure SMS_133
、/>
Figure SMS_127
、
Figure SMS_128
Is replaced by>
Figure SMS_131
、/>
Figure SMS_134
、/>
Figure SMS_125
Then the east speed controller controls the target>
Figure SMS_129
Wherein->
Figure SMS_132
Real-time east acceleration for the mobile platform.
Still further preferably, the aforementioned north acceleration target
Figure SMS_136
East acceleration control target>
Figure SMS_140
Obtaining a control target of the attitude angle based on a coordinate conversion formula of the navigation system and the body system>
Figure SMS_142
And &>
Figure SMS_135
The calculation method comprises the following steps:
Figure SMS_138
，/>
Figure SMS_141
for controlling the pitch angle, is>
Figure SMS_143
Is a roll angle control target. Finally, is combined>
Figure SMS_137
And
Figure SMS_139
and controlling the multi-rotor aircraft to fly at a desired attitude through the attitude controller, and keeping the multi-rotor aircraft at the central position of the mobile platform.
The invention has the advantages that:
(1) The autonomous flight system comprises a mobile platform and a flight platform, can be conveniently and quickly deployed on a mobile carrier (such as a vehicle, a ship and the like), can be used in any place with a Beidou signal, enables the whole flight process to be completely autonomous, does not need manual intervention, and provides software and hardware support for a plurality of autonomous flight tasks of a multi-rotor aircraft such as autonomous take-off, autonomous following and autonomous landing through data interaction of the mobile platform and the flight platform after a flight task is reached, so that the operation efficiency is greatly improved;
(2) The autonomous flight control method adopts a path planning algorithm in a position and speed control loop, plans the flight position, the flight speed and the flight acceleration of the multi-rotor aircraft in advance, and calculates the target at the expected position
Figure SMS_144
Feedforward northbound target speed>
Figure SMS_145
And feedforward north target acceleration>
Figure SMS_146
Then, the control quantities are used as feedforward control to be added into a control loop, so that the aircraft can stably and quickly fly to a specified area;
(3) In the prior art, most of flight control is based on an error control method, the rapidity is improved, and meanwhile, the cost of sacrificing the stability and the control precision is achieved, and the autonomous flight control method is improved, so that compared with the traditional error control method, the control precision, the stability and the rapidity are improved in an all-round way; meanwhile, the multi-rotor aircraft can stably and accurately land on a mobile platform with limited space due to higher control precision, and the safety is better guaranteed.
Drawings
FIG. 1 is a schematic structural diagram of a framework for a multi-rotor aircraft mobile platform autonomous flight system according to the present invention;
FIG. 2 is a schematic logical block diagram of the multi-rotor aircraft mobile platform autonomous flight system of the present invention;
FIG. 3 is a flow chart of a method for autonomous flight control of a mobile platform of a multi-rotor aircraft according to the present invention;
FIG. 4 is a logic block diagram of the north position controller of the present invention;
FIG. 5 is a logic block diagram of the north speed controller of the present invention.
Detailed Description
The invention is described in detail below with reference to the figures and the embodiments.
Example 1
Referring to fig. 1 and 2, the present embodiment discloses a multi-rotor aircraft mobile platform autonomous flight system, which includes a flight platform and a mobile platform. The mobile platform is composed of a Beidou base station module, a movable platform navigation module, an inertial sensor module and a movable platform communication module, and the flight platform is composed of an airborne Beidou positioning and orienting module, a navigation module, an airborne inertial sensor module, an airborne communication module, a flight guidance module and a flight control module. The mobile platform and the flight platform realize data interaction and feedback through the airborne communication module and the mobile platform communication module.
The Beidou base station module and the inertial sensor module of the mobile platform send real-time measurement data such as position, speed, angular velocity, acceleration and the like to the mobile platform navigation module; the mobile platform navigation module packages and sends information mobile platform data such as three-dimensional position, three-dimensional speed, three-dimensional acceleration, attitude angle and course angle of the mobile platform to the mobile platform communication module after data fusion, simultaneously forwards RTCM (remote terminal measurement) stream data of the Beidou base station module to the mobile platform communication module, and the mobile platform communication module sends the received data to the airborne communication module of the flight platform.
The navigation module forwards the RTCM data stream received by the airborne communication module to the airborne Beidou positioning and orienting module, the airborne Beidou positioning and orienting module sends data such as relative position, speed and course calculated by difference to the navigation module, the navigation module performs data fusion on transmission data of the airborne communication module, measurement data of the airborne Beidou positioning and orienting module and measurement data of the airborne inertial sensor module, and unmanned aerial vehicle position data and moving platform pose data are respectively output to the flight control module and the flight guidance module.
The flight guidance module generates different control targets according to different autonomous flight instructions (such as autonomous take-off, autonomous following or autonomous landing) and by combining with the position and posture data of the movable platform, the flight control module performs control law resolving to generate control signals of the executing mechanism, the control signals are sent to the power unit after the action of the controllers of all the channels, and the power unit drives the multi-rotor aircraft to autonomously fly.
Example 2
The embodiment discloses a method for controlling autonomous flight of a multi-rotor aircraft mobile platform, which can be divided into three main flight phases of autonomous takeoff, autonomous following and autonomous landing, and comprises the following specific steps as shown in fig. 3:
s1, setting flight parameters:
setting takeoff height by taking a fixed point on the mobile platform as an original point and following a right-hand rule
Figure SMS_147
(positive upward), horizontal distance of aircraft from mobile platform &>
Figure SMS_148
(Right positive), aircraft Forward horizontal distance @frommobile platform>
Figure SMS_149
(forward positive), heading-following mode yawMode, geofence height ≧ greater>
Figure SMS_150
Geofence radius->
Figure SMS_151
And the like, associated flight parameters.
The heading following mode yawMode described herein can be referred to as follows, specifically two: and maintaining the current machine head direction mode and the direction mode along the movable platform.
S2, initializing an autonomous takeoff process:
determining takeoff height
Figure SMS_152
Whether or not the geofence height is exceeded->
Figure SMS_153
If the number of the rotor wing aircraft exceeds the preset threshold value, displaying a corresponding error reporting indication on the ground station, and forbidding the take-off of the multi-rotor wing aircraft; and if the takeoff self-test items (including the battery power, the temperature of the flight control panel, the attitude angle, the heading angle and the like) are all passed, allowing the autonomous takeoff process to be entered.
S3, separating the flight platform from the mobile platform:
at this stage, the course channel only has angular velocity ring controller to control the target course angular velocity
Figure SMS_155
Is 0; the pitch channel comprises a pitch angle and pitch angle speed controller for controlling a target pitch angle->
Figure SMS_158
Is the pitch angle of the mobile platform at the moment>
Figure SMS_162
(ii) a The rolling channel is similar to the pitching channel and controls the target rolling angle->
Figure SMS_156
For the roll angle of the mobile platform at that time->
Figure SMS_161
(ii) a The height channel comprises a height and vertical speed controller, and the height control target is used for controlling the position of the fan unit>
Figure SMS_165
At a set takeoff height>
Figure SMS_167
Climbing is carried out, in the course of which the relative speed of ascent ≥ of the aircraft is detected in real time>
Figure SMS_154
If it exceeds 0.15m/s. If the heading angle exceeds the preset value, the separation of the flying platform and the moving platform is considered to be successful, and the heading angle of the aircraft and the moving platform at the moment is recorded>
Figure SMS_160
、/>
Figure SMS_163
North position->
Figure SMS_166
East position->
Figure SMS_157
Based on which a forward position is calculated>
Figure SMS_159
And a right position->
Figure SMS_164
To realize the initial control target setting of the next stage, the calculation formula is as follows:
Figure SMS_168
；
the aircraft enters the autonomous takeoff climb phase of step S4.
S4, in an autonomous takeoff climbing phase:
at this stage, the course channel includes course angle and course angular velocity controller, the control target of course angle
Figure SMS_169
Is the heading angle ≥ of the aircraft at the end of step S3>
Figure SMS_170
(ii) a The horizontal channel includes a position controller and a speed controller, the control target of the position controller includes a horizontal channel northbound position control target->
Figure SMS_171
And horizontal channel east position control target
Figure SMS_172
The control objective of the speed controller includes a north speed controller control objective->
Figure SMS_173
And an east speed controller control target.
Wherein the north-oriented horizontal position controls the target
Figure SMS_174
For the aircraft forward position ≥ at the end of step S3>
Figure SMS_175
And a right position->
Figure SMS_176
Real-time resolved north position->
Figure SMS_177
East horizontal position control target>
Figure SMS_178
East position of the aircraft at the end of step S3>
Figure SMS_179
The calculation method is as follows:
Figure SMS_180
。
referring again to FIG. 4, the control targets for the north speed controller
Figure SMS_181
The calculation method of (2) is as follows:
first, the error between the position control target and the actual position of the aircraft is calculated
Figure SMS_182
：/>
Figure SMS_183
Wherein->
Figure SMS_184
The north direction relative position of the flying platform and the mobile platform is obtained;
then, a critical value of the position error is calculated
Figure SMS_185
：
Figure SMS_186
Wherein is present>
Figure SMS_187
The maximum acceleration that the multi-rotor aircraft can fly is set to be 4.5 m/s;
then, according to
Figure SMS_188
And &>
Figure SMS_189
Selects different calculation manners to calculate the feed-forward northbound target speed pick>
Figure SMS_190
The calculation method is as follows:
Figure SMS_191
；
then, expected position targets at different times are calculated
Figure SMS_192
：
Figure SMS_193
Wherein is present>
Figure SMS_194
Is a control step length;
then, calculating a feedback-based control position controller output target
Figure SMS_195
The calculation method comprises the following steps:
Figure SMS_196
wherein is present>
Figure SMS_197
Controlling parameters for a north position controller of the multi-rotor aircraft, wherein the values of the parameters are 1;
finally, the total output target value of the position controller is calculated
Figure SMS_198
：
Figure SMS_199
Wherein is present>
Figure SMS_200
The real-time northbound speed of the mobile platform.
East speed of horizontal channelController control target
Figure SMS_202
Control algorithm and northbound speed controller control target
Figure SMS_206
The control algorithm of (4) is exactly the same as the principle, and only needs to be based on the calculation process->
Figure SMS_209
、/>
Figure SMS_203
、/>
Figure SMS_205
Are respectively replaced by>
Figure SMS_207
、/>
Figure SMS_210
、/>
Figure SMS_201
The east speed controller can obtain the control target>
Figure SMS_204
Wherein is present>
Figure SMS_208
Real-time east speed for the mobile platform.
Is obtained by the steps
Figure SMS_211
And &>
Figure SMS_212
Then, further get north direction acceleration target and east direction speed controller respectively>
Figure SMS_213
East acceleration control target>
Figure SMS_214
. Referring to fig. 5, the specific calculation process is:
first, the error between the speed control target and the actual position of the aircraft is calculated
Figure SMS_215
：/>
Figure SMS_216
；
Then, a threshold value of the speed error is calculated
Figure SMS_217
：
Figure SMS_218
Wherein is present>
Figure SMS_219
The maximum jerk for the multi-rotor aircraft to fly is set to be 2.5 m/s/s;
then, according to
Figure SMS_220
And &>
Figure SMS_221
Is calculated based on the magnitude of the feedforward north target acceleration @, different calculation methods are selected to calculate the feedforward north target acceleration @>
Figure SMS_222
The calculation method is as follows:
Figure SMS_223
；
then, desired speed targets at different times are calculated
Figure SMS_224
The calculation method is as follows:
Figure SMS_225
wherein->
Figure SMS_226
Is a control step length;
then, the speed controller output target is calculated based on the feedback control
Figure SMS_227
The calculation method comprises the following steps:
Figure SMS_228
in which>
Figure SMS_229
Is a control parameter of a multi-rotor aircraft north speed controller, the value of which is 2 and/or greater>
Figure SMS_230
Is the integral term of the northbound speed controller>
Figure SMS_231
A differential term of a north controller;
finally, the total output target value of the position controller is calculated
Figure SMS_232
：
Figure SMS_233
In which>
Figure SMS_234
Real-time north acceleration for the mobile platform.
The control algorithm and principle of the east speed controller of the horizontal channel are the same as those of the north speed controller,
Figure SMS_237
is calculated and->
Figure SMS_239
Similarly, only the above-described process need be combined>
Figure SMS_242
、/>
Figure SMS_236
、/>
Figure SMS_240
Are respectively replaced by>
Figure SMS_243
、/>
Figure SMS_244
、/>
Figure SMS_235
The east speed controller can obtain the control target>
Figure SMS_238
Wherein->
Figure SMS_241
The real-time east acceleration of the mobile platform.
Finally, the north direction acceleration target is obtained
Figure SMS_245
East acceleration control target>
Figure SMS_246
Then, obtaining a control target of the attitude angle through a coordinate conversion formula of a navigation system and a machine system>
Figure SMS_247
And &>
Figure SMS_248
。
Namely:
Figure SMS_249
，/>
Figure SMS_250
for controlling the pitch angle, is>
Figure SMS_251
And the control target of the attitude controller is determined according to the roll angle control target. />
Figure SMS_252
And &>
Figure SMS_253
And controlling the multi-rotor aircraft to fly at a desired attitude through the attitude controller to reach a desired position.
The altitude passage controller, like the altitude controller and altitude control target used in the aforementioned step S3, detects the altitude of the aircraft in real time during this process
Figure SMS_254
Whether a set takeoff height has been reached>
Figure SMS_255
If the condition is met, the climb phase of the autonomous takeoff process is considered to be finished, and the whole autonomous takeoff phase is finished, and the multi-rotor aircraft enters the autonomous following initialization phase of the following step S5.
S5, an autonomous following initialization stage:
first, the horizontal distance of the aircraft from the mobile platform is calculated
Figure SMS_256
：/>
Figure SMS_257
Wherein is present>
Figure SMS_258
In relation to the north relative position of the flight platform from the mobile platform, in relation to the north of the mobile platform>
Figure SMS_259
Is the east position (east is positive) of the flying platform from the mobile platform.
Then, the horizontal distance of the aircraft from the mobile platform is determined
Figure SMS_260
Whether or not the geofence radius is exceeded>
Figure SMS_261
If the number of the flying wings exceeds the preset threshold value, displaying a corresponding alarm indication at the ground station, and forbidding the multi-rotor aircraft to fly out of the geofence; if->
Figure SMS_262
Then the autonomous follow-up holding phase of step S6 described below is entered.
S6, an autonomous following and maintaining stage:
selecting a corresponding course channel controller target value according to the corresponding course following mode;
(1) If the set course following mode is the mode of keeping the current machine head direction, the target value of the course angle of the course channel
Figure SMS_263
Set to the current aircraft heading angle +>
Figure SMS_264
；
(2) If the set course following mode is along the direction of the moving platform, the target value of the course angle of the course channel
Figure SMS_265
The calculation method comprises the following steps: />
Figure SMS_266
Wherein is present>
Figure SMS_267
Is a real-time course angle (clockwise is positive, the range is-180 degrees to +180 degrees) of the mobile platform, and is used for selecting the position of the mobile platform>
Figure SMS_268
The correction function for the target course angle calculation is calculated by the following method:
Figure SMS_269
；
control target for altitude passage
Figure SMS_270
For a set takeoff height->
Figure SMS_271
(ii) a Horizontal channel position control target->
Figure SMS_272
、/>
Figure SMS_273
The parameter ^ set by step S1 respectively>
Figure SMS_274
、/>
Figure SMS_275
The calculation method is as follows:
Figure SMS_276
，/>
Figure SMS_277
is the real-time direction angle of the mobile platform.
Likewise, this step is also obtained according to the calculation method set forth in step S4
Figure SMS_278
And &>
Figure SMS_279
And finally->
Figure SMS_280
And
Figure SMS_281
and controlling the multi-rotor aircraft to fly at a desired attitude through the attitude controller, and maintaining the relative positions of the multi-rotor aircraft and the mobile platform.
And after the flying platform receives the autonomous landing instruction sent by the ground station, the multi-rotor aircraft enters the autonomous landing initialization stage in the step S7.
S7, an automatic landing initialization stage:
control target for setting course angle of course channel
Figure SMS_282
Is->
Figure SMS_283
(ii) a Control target of the height channel->
Figure SMS_284
The takeoff height pick-up set for step S1 is maintained>
Figure SMS_285
The change is not changed; horizontal channel north position control target->
Figure SMS_286
Is 0; east position control target of horizontal channel>
Figure SMS_287
Is 0.
In the same way, in determining
Figure SMS_288
、/>
Figure SMS_289
On the premise of the numerical value, obtaining the value based on the calculation method of the last attitude angle target in the step S4>
Figure SMS_290
And &>
Figure SMS_291
And finally->
Figure SMS_292
And &>
Figure SMS_293
The multi-rotor aircraft is controlled by the attitude controller to fly at a desired attitude and keep multipleThe rotorcraft is in the central position of the mobile platform.
In the process, the horizontal distance between the aircraft and the mobile platform is calculated in real time
Figure SMS_294
The calculation method is the same as that of the step S5, if +>
Figure SMS_295
And (4) the distance is less than the set threshold value of 1.5m, the threshold value can be adjusted according to actual requirements in the actual flight process, and the autonomous landing and descending stage of the step (S8) is started.
S8, an autonomous landing descending stage:
course channel set course angle control target
Figure SMS_296
Is->
Figure SMS_297
，/>
Figure SMS_298
The aircraft course angle after the initialization stage of autonomous landing is finished; control target of the height channel->
Figure SMS_299
Set to 0.3m, reducing the multi-rotor aircraft height to 0; horizontal channel north position control target->
Figure SMS_300
Is 0; east position control target of horizontal channel>
Figure SMS_301
Is 0.
In the same way, in determining
Figure SMS_302
、/>
Figure SMS_303
On the premise of numerical value, calculating according to the calculation method of the final attitude angle target in the step S4/>
Figure SMS_304
And &>
Figure SMS_305
And finally->
Figure SMS_306
And &>
Figure SMS_307
And controlling the multi-rotor aircraft to fly at a desired attitude through the attitude controller, and keeping the multi-rotor aircraft at the central position of the mobile platform.
In the process, the height of the multi-rotor aircraft is detected in real time
Figure SMS_308
Whether or not less than a threshold value of 0.3m and the horizontal distance ≥ of the aircraft from the mobile platform>
Figure SMS_309
If less than the threshold value of 0.2m. If the condition is met, the flight control unit sends a control signal value power unit, the output of the power unit is closed, and the multi-rotor aircraft can be in inertial landing on the mobile platform to complete the whole autonomous flight task.
In conclusion, the autonomous flight system can be conveniently and rapidly deployed on a mobile carrier (such as a vehicle, a ship and the like), and provides software and hardware support for numerous autonomous flight tasks of a multi-rotor aircraft, such as autonomous takeoff, autonomous following, autonomous landing and the like. Compared with the traditional control method based on errors, the autonomous flight control method based on the system has the advantages that the control precision, the stability and the rapidity are improved comprehensively and greatly, meanwhile, the multi-rotor aircraft can stably and accurately land on a moving platform with limited space due to high control precision, and the safety is better guaranteed.
The foregoing shows and describes the general principles, principal features and advantages of the invention. It should be understood by those skilled in the art that the above embodiments do not limit the present invention in any way, and all technical solutions obtained by using equivalent alternatives or equivalent variations fall within the scope of the present invention.

Claims (12)

1. A multi-rotor aircraft mobile platform autonomous flight system, comprising:
the mobile platform consists of a Beidou base station module, a mobile platform navigation module, an inertial sensor module and a mobile platform communication module;
the flight platform consists of an airborne Beidou positioning and orienting module, a navigation module, an airborne inertial sensor module, an airborne communication module, a flight guidance module and a flight control module;
the data interaction between the flight platform and the mobile platform is realized through the airborne communication module and the mobile platform communication module;
the Beidou base station module and the inertial sensor module send real-time measurement data of the aircraft to the moving platform navigation module; the mobile platform navigation module packages and sends the mobile platform data of the information related to the three-dimensional position, the three-dimensional speed, the three-dimensional acceleration, the attitude angle and the course angle of the mobile platform to the mobile platform communication module after carrying out data fusion, and simultaneously forwards RTCM streaming data of the Beidou base station module to the mobile platform communication module, and the mobile platform communication module sends the received data to an airborne communication module of the flight platform;
the RTCM data stream received by the airborne communication module is forwarded to the airborne Beidou positioning and orienting module by the navigation module, the relative position, speed and course related data calculated by difference are sent to the navigation module by the airborne Beidou positioning and orienting module, and the transmission data of the airborne communication module, the measurement data of the airborne Beidou positioning and orienting module and the measurement data of the airborne inertial sensor module are subjected to data fusion by the navigation module, and unmanned aerial vehicle position data and movable platform position and pose data are respectively output to the flight control module and the flight guidance module.
2. The system of claim 1, wherein the method for controlling autonomous flight of a mobile platform comprises:
(1) Preparing for taking off: setting flight parameters, carrying out autonomous takeoff initialization operation, carrying out takeoff self-check and judging whether the autonomous takeoff process is allowed to be entered or not;
(2) And (3) taking off automatically: the flying platform is separated from the mobile platform, and the aircraft enters an autonomous takeoff and climbing stage until the height of the aircraft is detected in real time
Figure QLYQS_1
Reach the set takeoff height->
Figure QLYQS_2
Ending the climbing stage in the process of autonomous takeoff;
(3) Autonomous following: determining horizontal distance of an aircraft from a mobile platform
Figure QLYQS_3
Whether or not the geofence radius is exceeded>
Figure QLYQS_4
If->
Figure QLYQS_5
Entering an autonomous following and maintaining stage, and selecting a corresponding target value of the course channel controller according to a corresponding course following mode;
(4) Self-landing: firstly, the horizontal distance of the aircraft from the mobile platform is judged in the initialization stage of autonomous landing
Figure QLYQS_6
And if the altitude is smaller than the set threshold value, entering an autonomous landing and descending stage until the aircraft lands on the mobile platform to complete the whole autonomous flight task.
3. The mobile platform autonomous flight control method of claim 2, wherein the flight parameters include at least: height of takeoff
Figure QLYQS_7
Horizontal distance ^ of the aircraft from the mobile platform>
Figure QLYQS_8
The forward horizontal distance of the aircraft from the mobile platform->
Figure QLYQS_9
Heading-following mode yawMode, geofence height->
Figure QLYQS_10
And geofence radius>
Figure QLYQS_11
。
4. The method of claim 2, wherein the aircraft is at a horizontal distance from the mobile platform
Figure QLYQS_12
Wherein is present>
Figure QLYQS_13
For the north relative position of the flight platform from the mobile platform, is>
Figure QLYQS_14
The east position of the flying platform from the mobile platform. />
5. The autonomous flight control method for a mobile platform of claim 2, wherein the target course angular velocity is controlled while the mobile platform is separated from the flight platform in the (2) autonomous takeoff phase
Figure QLYQS_15
Is 0, the target pitch angle->
Figure QLYQS_16
Is the pitch angle of the mobile platform at the moment>
Figure QLYQS_17
Target roll angle->
Figure QLYQS_18
For the roll angle of the mobile platform at that time->
Figure QLYQS_19
The height control target->
Figure QLYQS_20
At a set takeoff height->
Figure QLYQS_21
Climbing is carried out;
in the process, the relative ascending speed of the aircraft is detected in real time
Figure QLYQS_22
Whether the speed exceeds 0.15m/s, if so, the separation of the flying platform and the moving platform is considered to be successful, and the heading angle of the aircraft at the moment is recorded>
Figure QLYQS_23
Course angle of mobile platform
Figure QLYQS_24
North position->
Figure QLYQS_25
East position->
Figure QLYQS_26
Based thereon, a forward position is calculated>
Figure QLYQS_27
And right position
Figure QLYQS_28
The calculation formula is as follows:
Figure QLYQS_29
。
6. the autonomous flight control method for mobile platforms as claimed in claim 5, wherein during autonomous takeoff and climb, the course channel comprises a course angle and a course angular velocity controller, and a control target of the course angle
Figure QLYQS_31
Is the course angle
Figure QLYQS_33
(ii) a The horizontal path includes a position controller and a speed controller, wherein a north-oriented horizontal position controls the target->
Figure QLYQS_35
Is a forward position of the aircraft>
Figure QLYQS_32
And a right position->
Figure QLYQS_34
Real-time resolved north position->
Figure QLYQS_36
East horizontal position control target>
Figure QLYQS_37
Is an east position of the aircraft>
Figure QLYQS_30
The calculation method is as follows:
Figure QLYQS_38
。
7. the autonomous flight control method for a mobile platform according to claim 2, wherein in the autonomous following maintenance phase, a corresponding course channel controller target value is selected according to a corresponding course following mode;
(a) If the set course following mode is the mode of keeping the current machine head direction, the target value of the course angle of the course channel
Figure QLYQS_39
Set to the current aircraft heading angle pick>
Figure QLYQS_40
；
(b) If the set course following mode is along the direction of the moving platform, the target value of the course angle of the course channel
Figure QLYQS_41
The calculation method comprises the following steps: />
Figure QLYQS_42
Wherein is present>
Figure QLYQS_43
For moving the real-time course angle of the platform, and>
Figure QLYQS_44
the calculation method of the correction function for the target course angle is as follows:
Figure QLYQS_45
；
control target for altitude passage
Figure QLYQS_46
For a set takeoff height->
Figure QLYQS_47
(ii) a Horizontal channel position control target->
Figure QLYQS_48
、/>
Figure QLYQS_49
Are respectively based on a parameter->
Figure QLYQS_50
、/>
Figure QLYQS_51
The calculation method is as follows: />
Figure QLYQS_52
Wherein->
Figure QLYQS_53
Is the real-time direction angle of the mobile platform.
8. The method of claim 2, wherein the course channel sets the control target of the course angle during the initialization phase of the autonomous landing
Figure QLYQS_54
Is->
Figure QLYQS_55
(ii) a Control target of the height channel->
Figure QLYQS_56
Kept at take-off height pick-up>
Figure QLYQS_57
The change is not changed; horizontal channel north position control target->
Figure QLYQS_58
Is 0; east position control target of horizontal channel>
Figure QLYQS_59
Is 0.
9. The method of claim 2, wherein the course heading comprises a control target with a course angle set for the course heading channel during the autonomous descent phase
Figure QLYQS_62
Is->
Figure QLYQS_63
，/>
Figure QLYQS_65
The aircraft course angle after the initialization phase of autonomous landing is finished; control target of the height channel->
Figure QLYQS_61
Set to 0.3m, reducing the multi-rotor aircraft height to 0; horizontal channel north position control target->
Figure QLYQS_64
Is 0; east position control target of horizontal channel>
Figure QLYQS_66
Is 0; detecting height ≥ of multi-rotor aircraft in real time>
Figure QLYQS_67
Whether or not less than a threshold value of 0.3m and the horizontal distance ≥ of the aircraft from the mobile platform>
Figure QLYQS_60
If the value is less than 0.2m of the threshold value, if the condition is met, the flight control unit sends a control signal value to the power unit, the output of the power unit is closed, and the multi-rotor aircraft can be subjected to inertial landing to the mobile platformAnd finally, completing the whole autonomous flight task.
10. The method for controlling autonomous flight of a mobile platform according to any one of claims 6 to 9, wherein the horizontal position controller targets
Figure QLYQS_68
And &>
Figure QLYQS_69
The control target of the north speed controller is obtained by the north position controller and the east position controller respectively>
Figure QLYQS_70
East-direction speed controller control target>
Figure QLYQS_71
In which>
Figure QLYQS_72
The calculation method of (2) is as follows:
first, the error between the position control target and the actual position of the aircraft is calculated
Figure QLYQS_73
：/>
Figure QLYQS_74
；
Then, a critical value of the position error is calculated
Figure QLYQS_75
：/>
Figure QLYQS_76
In which>
Figure QLYQS_77
Maximum acceleration for which the multi-rotor aircraft is capable of flying is set;
then, according to
Figure QLYQS_78
And &>
Figure QLYQS_79
Selects different calculation manners to calculate the feed-forward northbound target speed>
Figure QLYQS_80
The calculation method is as follows:
Figure QLYQS_81
；
then, expected position targets at different times are calculated
Figure QLYQS_82
：
Figure QLYQS_83
Wherein is present>
Figure QLYQS_84
Is a control step length;
then, the output target of the position controller based on feedback control is calculated
Figure QLYQS_85
The calculation method comprises the following steps:
Figure QLYQS_86
wherein is present>
Figure QLYQS_87
Controlling parameters for a north position controller of the multi-rotor aircraft, wherein the values of the parameters are 1;
finally, the total output target value of the position controller is calculated
Figure QLYQS_88
：
Figure QLYQS_89
Wherein is present>
Figure QLYQS_90
The real-time north direction speed of the mobile platform;
the horizontal channel east speed controller controls the target
Figure QLYQS_92
In the calculation of the control algorithm(s), the above calculation process is performed>
Figure QLYQS_95
、/>
Figure QLYQS_97
、/>
Figure QLYQS_93
Are respectively replaced by>
Figure QLYQS_96
、/>
Figure QLYQS_98
、/>
Figure QLYQS_99
Then the east speed controller controls the target>
Figure QLYQS_91
In which>
Figure QLYQS_94
The real-time east speed for the mobile platform.
11. The method for autonomous flight control of a mobile platform of claim 10, wherein the autonomous flight control is performed by the mobile platform
Figure QLYQS_100
And
Figure QLYQS_101
further obtains the north direction acceleration target and the east direction acceleration target respectively through a north direction speed controller and an east direction speed controller>
Figure QLYQS_102
East acceleration control target>
Figure QLYQS_103
The specific calculation process is as follows:
first, the error between the speed control target and the actual position of the aircraft is calculated
Figure QLYQS_104
：/>
Figure QLYQS_105
；
Then, a threshold value of the speed error is calculated
Figure QLYQS_106
：/>
Figure QLYQS_107
Wherein is present>
Figure QLYQS_108
The maximum jerk for which the multi-rotor aircraft is capable of flying is set;
then, according to
Figure QLYQS_109
And &>
Figure QLYQS_110
Is calculated based on the magnitude of the feedforward north target acceleration @, different calculation methods are selected to calculate the feedforward north target acceleration @>
Figure QLYQS_111
The calculation method is as follows:
Figure QLYQS_112
；
then, desired speed targets at different times are calculated
Figure QLYQS_113
The calculation method is as follows:
Figure QLYQS_114
wherein->
Figure QLYQS_115
Is a control step length;
then, the speed controller output target is calculated based on the feedback control
Figure QLYQS_116
The calculation method comprises the following steps:
Figure QLYQS_117
wherein is present>
Figure QLYQS_118
Is a control parameter of a multi-rotor aircraft north speed controller, the value of which is 2 and/or greater>
Figure QLYQS_119
Is the integral term of the northbound speed controller>
Figure QLYQS_120
A derivative term for the northbound controller;
finally, the total output target value of the position controller is calculated
Figure QLYQS_121
：
Figure QLYQS_122
Wherein->
Figure QLYQS_123
Real-time north acceleration of the mobile platform;
the above-mentioned
Figure QLYQS_126
Is calculated and->
Figure QLYQS_127
Similarly, only the above-described process need be combined>
Figure QLYQS_130
、/>
Figure QLYQS_125
、
Figure QLYQS_128
Is replaced by>
Figure QLYQS_131
、/>
Figure QLYQS_133
、/>
Figure QLYQS_124
Then the east speed controller controls the target>
Figure QLYQS_129
Wherein->
Figure QLYQS_132
Real-time east acceleration for the mobile platform.
12. The mobile platform autonomous flight control method of claim 11, the northbound acceleration target
Figure QLYQS_134
East acceleration control target>
Figure QLYQS_135
Obtaining a control target of the attitude angle based on a coordinate conversion formula of the navigation system and the body system>
Figure QLYQS_136
And &>
Figure QLYQS_137
The calculation method comprises the following steps: />
Figure QLYQS_138
，/>
Figure QLYQS_139
For controlling the pitch angle, is>
Figure QLYQS_140
Is a roll angle control target. />
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CN106227234A (en) * 2016-09-05 2016-12-14 重庆零度智控智能科技有限公司 Unmanned plane, unmanned plane take off control method and device
CN110989673A (en) * 2019-12-16 2020-04-10 西安因诺航空科技有限公司 Autonomous tracking take-off and landing system of rotor unmanned aerial vehicle mobile platform and control method
CN111813148A (en) * 2020-07-22 2020-10-23 广东工业大学 Unmanned aerial vehicle landing method, system, equipment and storage medium
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5716032A (en) * 1996-04-22 1998-02-10 United States Of America As Represented By The Secretary Of The Army Unmanned aerial vehicle automatic landing system
CN106227234A (en) * 2016-09-05 2016-12-14 重庆零度智控智能科技有限公司 Unmanned plane, unmanned plane take off control method and device
CN110989673A (en) * 2019-12-16 2020-04-10 西安因诺航空科技有限公司 Autonomous tracking take-off and landing system of rotor unmanned aerial vehicle mobile platform and control method
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