CN115857555B - Autonomous flight control method for mobile platform of multi-rotor aircraft - Google Patents

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

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CN115857555B
CN115857555B CN202310043797.2A CN202310043797A CN115857555B CN 115857555 B CN115857555 B CN 115857555B CN 202310043797 A CN202310043797 A CN 202310043797A CN 115857555 B CN115857555 B CN 115857555B
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mobile platform
aircraft
autonomous
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north
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CN115857555A (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 of a mobile platform of a multi-rotor aircraft and a control method, wherein the autonomous flight system comprises the mobile platform and a flight platform, and can be conveniently and rapidly deployed on a mobile carrier (such as a vehicle, a ship and the like) to provide software and hardware support for a plurality of autonomous flight tasks such as autonomous take-off, autonomous following and autonomous landing of the multi-rotor aircraft. The autonomous flight control method realized 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 partial control quantity into a control loop as feedforward control, so that the aircraft can fly to a designated area stably and quickly, the multi-rotor aircraft can land on a mobile platform with limited space stably and accurately due to higher control precision, and the safety is better ensured.

Description

Autonomous flight control method for mobile platform of multi-rotor aircraft
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 of a multi-rotor aircraft mobile platform; belongs to the technical field of autonomous flight control of multi-rotor aircraft.
Background
Due to the unique flight characteristics, the multi-rotor aircraft becomes a research hotspot and focus in the industry, and is widely applied to numerous civil and military fields such as aerial photography, border patrol, environment monitoring, military reconnaissance and the like. At present, the technology of autonomous flight of a multi-rotor aircraft on a fixed take-off and landing platform is relatively mature, and take-off and landing stages of the multi-rotor aircraft are completed on a static take-off and landing platform, but in 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).
In general, the movable landing platform has three-degree-of-freedom linear motion and three-degree-of-freedom angular motion in actual use, and the angular motion is particularly severe under water surfaces and complex road conditions. Therefore, the multi-rotor aircraft has great risk of autonomous take-off and landing on the platform, such as collision with the mobile platform under the safety altitude, so that great property loss and safety accidents are caused; on the other hand, the space of the movable lifting platform is limited, and factors such as the position and the speed of the movable platform are variable, so that the requirement on the landing mode and the precision is high, and the requirement is difficult to meet.
Therefore, how to make the multi-rotor aircraft safely complete autonomous flight tasks such as autonomous take-off, following, autonomous landing and the like on the mobile platform is a technical problem to be solved 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, which are used for realizing safe and autonomous flight of the multi-rotor aircraft on the mobile platform, ensuring that the aircraft can fly to a designated area stably and rapidly and land on the mobile platform with limited space stably and accurately.
In order to achieve the above object, the present invention adopts the following technical scheme:
the invention firstly discloses an autonomous flight system of a mobile platform of a multi-rotor aircraft, which comprises the following components:
the mobile platform is composed 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 orientation module, a navigation module, an airborne inertial sensor module, an airborne communication module, a flight guidance module and a flight control module;
and realizing data interaction between the flying platform and the mobile platform 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; after the data fusion is carried out on the mobile platform navigation module, the data related to the three-dimensional position, the three-dimensional speed, the three-dimensional acceleration, the attitude angle and the heading angle of the mobile platform are packaged and then sent to the mobile platform communication module, meanwhile, RTCM stream data of the Beidou base station module are forwarded 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 orientation module, the airborne Beidou positioning and orientation module sends relative position, speed and course related data calculated by difference to the navigation module, and the navigation module carries out data fusion on mobile platform data transmitted by the airborne communication module, measurement data of the airborne Beidou positioning and orientation module and measurement data of the airborne inertial sensor module, and respectively outputs unmanned plane position data and 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 realized based on the system, which specifically comprises the following steps:
(1) Preparation for taking off: setting flight parameters, performing automatic take-off initialization operation, performing take-off self-checking and judging whether to allow entering an automatic take-off process;
the flight parameters are selected according to task demands, if the task demands are limited to 60 meters in height, and if the limiting distance is 100 meters, the corresponding geofence heights are set to 60 and 100 in radius;
(2) Autonomous takeoff: the flying platform is separated from the moving platform, and the aircraft enters an autonomous take-off and climb stage until the height of the aircraft is detected in real time
Figure SMS_1
Reaching the set take-off height->
Figure SMS_2
Ending the climbing stage of the autonomous take-off process;
(3) Autonomous following: determining horizontal distance of aircraft from mobile platform
Figure SMS_3
Whether or not the geofence radius is exceeded
Figure SMS_4
If->
Figure SMS_5
Entering an autonomous following and maintaining stage, and selecting a corresponding heading channel controller target value according to a corresponding heading following mode;
(4) Autonomous landing: in the initial stage of autonomous landing, firstly determining the horizontal distance between the aircraft and the mobile platform
Figure SMS_6
If the aircraft is smaller than the set threshold value, entering an autonomous landing descending stage until the aircraft lands on the mobile platform, and completing the whole autonomous flight task.
Preferably, the aforementioned flight parameters include at least: flying height
Figure SMS_7
Horizontal distance of aircraft from mobile platform
Figure SMS_8
Forward horizontal distance of the aircraft from the mobile platform +.>
Figure SMS_9
Heading following mode yawMode, geofence height +.>
Figure SMS_10
Geofence radius +.>
Figure SMS_11
The specific flight tasks and targets of the multi-rotor aircraft are determined through the setting of the parameters.
Further preferably, the aforementioned horizontal distance of the aircraft from the mobile platform
Figure SMS_12
Wherein->
Figure SMS_13
North relative position of the flying platform from the moving platform, < >>
Figure SMS_14
The eastern position of the flying platform from the mobile platform; by reasonably setting->
Figure SMS_15
The aircraft can be located right above the mobile platform before landing, and the aircraft can be safely landed on the mobile platform.
More preferably, the target course angular velocity is controlled during (2) the autonomous takeoff phase when the flying platform is separated from the mobile platform
Figure SMS_16
0, target pitch +.>
Figure SMS_17
For the pitch angle of the mobile platform at this time->
Figure SMS_18
Target roll angle +.>
Figure SMS_19
For the roll angle of the mobile platform at this time +.>
Figure SMS_20
Height control objective->
Figure SMS_21
At a set take-off 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
If it exceeds 0.15m/s, if so, the flying platform and the moving platform are considered to be separated intoWork, record heading angle of aircraft and mobile platform at this moment +.>
Figure SMS_24
、/>
Figure SMS_25
North position->
Figure SMS_26
East position->
Figure SMS_27
From this the forward position is calculated>
Figure SMS_28
And right position->
Figure SMS_29
The calculation formula is as follows:
Figure SMS_30
。
more preferably, during the autonomous take-off climb, the heading channel comprises a heading angle and a heading angular velocity controller, and the control target of the heading angle
Figure SMS_32
For the course angle->
Figure SMS_34
The method comprises the steps of carrying out a first treatment on the surface of the The horizontal channel comprises a position controller and a speed controller, wherein the north horizontal position control target is +.>
Figure SMS_36
For forward position of aircraft->
Figure SMS_33
Right position->
Figure SMS_35
North position resolved in real time ++>
Figure SMS_37
East horizontal position control target->
Figure SMS_38
For the eastern position of the aircraft->
Figure SMS_31
The calculation method is as follows:
Figure SMS_39
。
still further preferably, in the foregoing autonomous following hold phase, the corresponding heading channel controller target value is selected according to the corresponding heading following mode:
(a) If the set heading following mode is the mode of maintaining the current heading direction, the heading angle target value of the heading channel
Figure SMS_40
Set to the heading angle of the current aircraft +.>
Figure SMS_41
；
(b) If the set course following mode is along the direction of the movable platform, the course angle target value of the course channel
Figure SMS_42
The calculation method of (1) is as follows: />
Figure SMS_43
Wherein->
Figure SMS_44
Real-time heading angle for mobile platform>
Figure SMS_45
The method for calculating the correction function for the target course angle comprises the following steps:
Figure SMS_46
；
control target for height channel
Figure SMS_47
For the set flying height +>
Figure SMS_48
The method comprises the steps of carrying out a first treatment on the surface of the Horizontal channel position control target->
Figure SMS_49
、/>
Figure SMS_50
Respectively by parameters->
Figure SMS_51
、/>
Figure SMS_52
The calculation is performed in real time, and the calculation mode is as follows:
Figure SMS_53
wherein->
Figure SMS_54
Is the real-time direction angle of the mobile platform.
Still further preferably, in the autonomous landing initialization stage, the heading channel sets a control target of the heading angle
Figure SMS_55
Is that
Figure SMS_56
The method comprises the steps of carrying out a first treatment on the surface of the Control target of altitude channel->
Figure SMS_57
Keep at take-off height +.>
Figure SMS_58
Unchanged; horizontal channel north position control target->
Figure SMS_59
Is 0; horizontal channel east position control target->
Figure SMS_60
Is 0.
Still further preferably, the heading channel sets a control target of the heading angle in an autonomous descent phase
Figure SMS_62
Is that
Figure SMS_64
，/>
Figure SMS_66
The course angle of the aircraft after the automatic landing initialization stage is finished; control target of altitude channel->
Figure SMS_63
Setting to 0.3m, so that the altitude of the multi-rotor aircraft is reduced to 0; horizontal channel north position control target->
Figure SMS_65
Is 0; horizontal channel east position control target->
Figure SMS_67
Is 0; detecting the altitude of a multi-rotor aircraft in real time>
Figure SMS_68
Whether it is smaller than the threshold value 0.3m and the horizontal distance of the aircraft from the mobile platform +.>
Figure SMS_61
If the speed is smaller than the threshold value of 0.2m, the flight control unit sends a control signal value power unit to close the output of the power unit, and the multi-rotor aircraft can inertially drop onto the mobile platform to complete the whole autonomous flight task.
In particular, in the present invention, the control targets of the north and east position controllers and the speed controller are innovated. Level controller target
Figure SMS_69
(North) and->
Figure SMS_70
(eastern direction) obtaining a north speed controller control target ++through a north position controller and an eastern position controller respectively>
Figure SMS_71
East speed controller control target +.>
Figure SMS_72
。
Wherein,,
Figure SMS_73
the calculation method of (2) is as follows:
first, calculating the error between the position control target and the actual position of the aircraft
Figure SMS_74
：/>
Figure SMS_75
；
Then, calculate the critical value of the position error
Figure SMS_76
：/>
Figure SMS_77
Wherein->
Figure SMS_78
The maximum acceleration which can fly for the set multi-rotor aircraft is generally set to be 4.5m/s/s;
next, according to
Figure SMS_79
And->
Figure SMS_80
Different calculation modes are selected to calculate the feed-forward north target speed
Figure SMS_81
The calculation mode is as follows:
Figure SMS_82
；
then, calculating expected position targets at different moments
Figure SMS_83
：
Figure SMS_84
Wherein->
Figure SMS_85
For controlling the step length;
then, calculating an output target based on the feedback control position controller
Figure SMS_86
The calculation method comprises the following steps:
Figure SMS_87
wherein->
Figure SMS_88
The control parameter is a north position controller of the multi-rotor aircraft, and the value of the control parameter is 1;
finally, calculating the total output target value of the position controller
Figure SMS_89
：
Figure SMS_90
Wherein->
Figure SMS_91
The real-time north speed of the mobile platform.
The horizontal channel east speed controller controls the target
Figure SMS_93
Will beThe above calculation process->
Figure SMS_97
、/>
Figure SMS_99
、/>
Figure SMS_94
Are replaced by->
Figure SMS_96
、/>
Figure SMS_98
、/>
Figure SMS_100
The east speed controller control target +.>
Figure SMS_92
Wherein->
Figure SMS_95
The real-time east speed of the mobile platform.
Still further preferably, by the
Figure SMS_101
And->
Figure SMS_102
Further obtaining a north acceleration target ++through a north speed controller and an east speed controller respectively>
Figure SMS_103
East acceleration control target->
Figure SMS_104
The specific calculation process is as follows:
first, calculate the error between the speed control target and the actual position of the aircraft
Figure SMS_105
：/>
Figure SMS_106
；
Then, a critical value of the speed error is calculated
Figure SMS_107
：/>
Figure SMS_108
Wherein->
Figure SMS_109
The maximum jerk which can fly for the set multi-rotor aircraft is generally set to be 2.5 m/s/s;
next, according to
Figure SMS_110
And->
Figure SMS_111
Different calculation modes are selected to calculate the feedforward north target acceleration +.>
Figure SMS_112
The calculation mode is as follows:
Figure SMS_113
；
then, the expected speed targets at different moments are calculated
Figure SMS_114
The calculation mode is as follows:
Figure SMS_115
wherein->
Figure SMS_116
For controlling the step length;
then, calculating an output target based on the feedback control speed controller
Figure SMS_117
The calculation method is that：
Figure SMS_118
Wherein->
Figure SMS_119
Control parameters of a north speed controller for a multi-rotor aircraft, the values of which are 2, & lt + & gt>
Figure SMS_120
Integration term for north speed controller, +.>
Figure SMS_121
A derivative term for the north controller;
finally, calculating the total output target value of the position controller
Figure SMS_122
：
Figure SMS_123
Wherein->
Figure SMS_124
The real-time north acceleration of the mobile platform is realized.
The said
Figure SMS_126
Computing means and->
Figure SMS_130
Similarly, only +.>
Figure SMS_133
、/>
Figure SMS_127
、/>
Figure SMS_128
Replaced by->
Figure SMS_131
、/>
Figure SMS_134
、/>
Figure SMS_125
The east speed controller control target +.>
Figure SMS_129
Wherein->
Figure SMS_132
The acceleration is the real-time east acceleration of 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 an attitude angle through a coordinate conversion formula of a navigation system and a body system>
Figure SMS_142
And->
Figure SMS_135
The calculation method comprises the following steps:
Figure SMS_138
，/>
Figure SMS_141
is a pitch angle control target->
Figure SMS_143
Is a roll angle control target. Finally, let(s)>
Figure SMS_137
And->
Figure SMS_139
And controlling the multi-rotor aircraft to fly in a desired attitude through the attitude controller, and keeping the multi-rotor aircraft at the center position of the mobile platform.
The invention has the advantages that:
(1) The autonomous flight system comprises the mobile platform and the flight platform, can be conveniently and rapidly deployed on a mobile carrier (such as a vehicle, a ship and the like), can be used in any place with Beidou signals, enables the whole flight process to be autonomous without manual intervention, and provides software and hardware support for a plurality of autonomous flight tasks such as autonomous take-off, autonomous following, autonomous landing and the like of the multi-rotor aircraft through data interaction of the mobile platform and the flight platform after the flight tasks are issued, 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 of the expected position
Figure SMS_144
Feed-forward north target speed->
Figure SMS_145
Feed-forward north target acceleration ++>
Figure SMS_146
Then adding the control quantities into a control loop as feedforward control, so as to ensure that the aircraft can fly stably and quickly to a designated area;
(3) In the prior art, the flight control is mostly based on an error control method, so that the rapidity is improved at the expense of stability and control accuracy, and compared with the traditional error control method, the autonomous flight control method is improved, and the control accuracy, stability and rapidity are improved greatly; simultaneously, higher control accuracy can make many rotor crafts can steadily, accurately drop on the limited moving platform in space, and the security has obtained better assurance.
Drawings
FIG. 1 is a schematic diagram of a frame structure of a mobile platform autonomous flight system of a multi-rotor aircraft of the present invention;
FIG. 2 is a schematic diagram of the logical architecture of the mobile platform autonomous flight system of the multi-rotor aircraft of the present invention;
FIG. 3 is a flow chart of a method of autonomous flight control for a mobile platform of a multi-rotor aircraft of the present invention;
FIG. 4 is a logic block diagram of a north position controller of the present invention;
FIG. 5 is a logic block diagram of a north-oriented speed controller of the present invention.
Detailed Description
The invention is described in detail below with reference to the drawings and the specific embodiments.
Example 1
Referring to fig. 1 and 2, the embodiment discloses an autonomous flight system of a mobile platform of a multi-rotor aircraft, which comprises a flight platform and a mobile platform. The mobile platform is composed of a Beidou base station module, a mobile platform navigation module, an inertial sensor module and a mobile platform communication module, and the flying platform is composed of an airborne Beidou positioning and orientation module, a navigation module, an airborne inertial sensor module, an airborne communication module, a flying guidance module and a flying control module. The mobile platform and the flying 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 and acceleration to the mobile platform navigation module; after data fusion is carried out on the mobile platform navigation module, the mobile platform data of the mobile platform such as three-dimensional position, three-dimensional speed, three-dimensional acceleration, attitude angle and heading angle are packed and sent to the mobile platform communication module, meanwhile, RTCM stream data of the Beidou base station module are forwarded 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 orientation module, the airborne Beidou positioning and orientation module sends data such as the relative position, the speed and the course calculated by the difference to the navigation module, the navigation module carries out data fusion on the transmission data of the airborne communication module, the measurement data of the airborne Beidou positioning and orientation module and the measurement data of the airborne inertial sensor module, and the unmanned plane position data and the 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 the pose data of the movable platform to output a flight control module, the flight control module performs control law resolving to generate control signals of an executing mechanism, the control signals are transmitted to the power unit after being acted by the controllers of all channels, and the power unit drives the multi-rotor aircraft to perform autonomous flight.
Example 2
The embodiment discloses an autonomous flight control method for a mobile platform of a multi-rotor aircraft, which can be divided into three main flight phases of autonomous take-off, autonomous following and autonomous landing, as shown in fig. 3, and specifically comprises the following steps:
s1, setting flight parameters:
setting flying height by taking a fixed point on a mobile platform as an origin and following right hand rule
Figure SMS_147
(positive upwards), horizontal distance of the aircraft from the mobile platform +.>
Figure SMS_148
(right direction is positive), forward horizontal distance of the aircraft from the mobile platform
Figure SMS_149
(forward is positive), heading following mode yawMode, geofence altitude +.>
Figure SMS_150
Geofence radius->
Figure SMS_151
Etc. related flight parameters.
The heading following mode yawMode described herein can be seen hereinafter, specifically in two ways: the current head direction mode and the direction along the moving platform mode are maintained.
S2, initializing an autonomous take-off process:
determining flying height
Figure SMS_152
Whether or not to exceed the geofence height +.>
Figure SMS_153
If the number exceeds the number, displaying a corresponding error indication on the ground station, and prohibiting the multi-rotor aircraft from taking off; if the take-off self-checking items (including battery power, flight control board temperature, attitude angle, heading angle and the like are all passed, the self-checking items are allowed to enter an autonomous take-off process.
S3, a separation stage of the flying platform and the moving platform:
at this stage, the course channel has only an angular velocity loop controller for controlling 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
For the pitch angle of the mobile platform at this time->
Figure SMS_162
The method comprises the steps of carrying out a first treatment on the surface of the The roll channel is similar to the pitch channel, and the target roll angle is controlled>
Figure SMS_156
For the roll angle of the mobile platform at this time +.>
Figure SMS_161
The method comprises the steps of carrying out a first treatment on the surface of the The altitude channel comprises an altitude controller and a vertical speed controller, and the altitude control target is +.>
Figure SMS_165
At a set take-off height +.>
Figure SMS_167
Climbing is carried out, during which the relative rise speed of the aircraft is detected in real time>
Figure SMS_154
Whether or not it exceeds 0.15m/s. If the heading angle exceeds the heading angle, the aircraft and the mobile platform are considered to be successfully separated, and the heading angle of the aircraft and the mobile platform at the moment is recorded>
Figure SMS_160
、/>
Figure SMS_163
North position->
Figure SMS_166
East position
Figure SMS_157
From this the forward position is calculated>
Figure SMS_159
And 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, an autonomous take-off climbing stage:
at this stage, the course channel contains a course angle and course angular velocity controller, and a control target of the course angle
Figure SMS_169
Heading angle of aircraft at the end of step S3 +.>
Figure SMS_170
The method comprises the steps of carrying out a first treatment on the surface of the The horizontal channel comprisesPosition controller and speed controller, the control target of the position controller includes horizontal passage north position control target +.>
Figure SMS_171
And horizontal channel east position control target +.>
Figure SMS_172
The control targets of the speed controller include north direction speed controller control target +.>
Figure SMS_173
And an east speed controller control target.
Wherein, the north horizontal position control target
Figure SMS_174
Forward position of the aircraft for the end of step S3 +.>
Figure SMS_175
Right position->
Figure SMS_176
North position resolved in real time ++>
Figure SMS_177
East horizontal position control target->
Figure SMS_178
For the eastern 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 target of the north speed controller
Figure SMS_181
The calculation method of (2) is as follows:
first, calculating the error between the position control target and the actual position of the aircraft
Figure SMS_182
：/>
Figure SMS_183
Wherein->
Figure SMS_184
The relative position of the flying platform from the moving platform in the north direction;
then, calculate the critical value of the position error
Figure SMS_185
：/>
Figure SMS_186
Wherein->
Figure SMS_187
The maximum acceleration which can fly for the set multi-rotor aircraft is generally set to be 4.5m/s/s;
next, according to
Figure SMS_188
And->
Figure SMS_189
Different calculation modes are selected to calculate the feed-forward north target speed +.>
Figure SMS_190
The calculation mode is as follows:
Figure SMS_191
；
then, calculating expected position targets at different moments
Figure SMS_192
：/>
Figure SMS_193
Wherein->
Figure SMS_194
For controlling the step length;
then, calculating an output target based on the feedback control position controller
Figure SMS_195
The calculation method comprises the following steps:
Figure SMS_196
wherein->
Figure SMS_197
The control parameter is a north position controller of the multi-rotor aircraft, and the value of the control parameter is 1;
finally, calculating the total output target value of the position controller
Figure SMS_198
：
Figure SMS_199
Wherein->
Figure SMS_200
The real-time north speed of the mobile platform.
Horizontal channel east speed controller control target
Figure SMS_202
Control algorithm and north-oriented speed controller control target of (c)
Figure SMS_206
The control algorithm and principle of (2) are exactly the same, only the calculation process is needed to be carried out>
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 control target +.>
Figure SMS_204
Wherein->
Figure SMS_208
The real-time east speed of the mobile platform.
In the process of the previous step
Figure SMS_211
And->
Figure SMS_212
Then, the north acceleration target is obtained by the north speed controller and the east speed controller respectively>
Figure SMS_213
East acceleration control target->
Figure SMS_214
. Referring to fig. 5, the specific calculation process is:
first, calculate the error between the speed control target and the actual position of the aircraft
Figure SMS_215
：/>
Figure SMS_216
；
Then, a critical value of the speed error is calculated
Figure SMS_217
：/>
Figure SMS_218
Wherein->
Figure SMS_219
The maximum jerk which can fly for the set multi-rotor aircraft is generally set to be 2.5 m/s/s;
next, according to
Figure SMS_220
And->
Figure SMS_221
Different calculation modes are selected to calculate the feedforward north target acceleration +.>
Figure SMS_222
The calculation mode is as follows:
Figure SMS_223
；
then, the expected speed targets at different moments are calculated
Figure SMS_224
The calculation mode is as follows:
Figure SMS_225
wherein->
Figure SMS_226
For controlling the step length;
then, calculating an output target based on the feedback control speed controller
Figure SMS_227
The calculation method comprises the following steps:
Figure SMS_228
wherein->
Figure SMS_229
Control parameters of a north speed controller for a multi-rotor aircraft, the values of which are 2, & lt + & gt>
Figure SMS_230
Integration term for north speed controller, +.>
Figure SMS_231
A derivative term for the north controller;
finally, calculating the total output target value of the position controller
Figure SMS_232
：
Figure SMS_233
Wherein->
Figure SMS_234
The real-time north acceleration of the mobile platform is realized.
The control algorithm and principle of the horizontal channel east speed controller are identical to those of the north speed controller,
Figure SMS_237
computing means and->
Figure SMS_239
Similarly, only +.>
Figure SMS_242
、/>
Figure SMS_236
、/>
Figure SMS_240
Are replaced by->
Figure SMS_243
、/>
Figure SMS_244
、/>
Figure SMS_235
The east speed controller control target +.>
Figure SMS_238
Wherein
Figure SMS_241
The acceleration is the real-time east acceleration of the mobile platform.
Finally, the north acceleration target is obtained
Figure SMS_245
East acceleration control target->
Figure SMS_246
Then, the control target of the attitude angle is obtained by a coordinate conversion formula of the navigation system and the machine system>
Figure SMS_247
And->
Figure SMS_248
。
Namely:
Figure SMS_249
，/>
Figure SMS_250
is a pitch angle control target->
Figure SMS_251
To control the target for the roll angle, thereby determining the control target for the attitude controller. />
Figure SMS_252
And->
Figure SMS_253
The multi-rotor aircraft is controlled to fly in a desired attitude through the attitude controller to reach a desired position.
The controller of the altitude path, as well as the altitude controller and the 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 the set take-off altitude is reached>
Figure SMS_255
If the condition is met, the climbing phase of the autonomous take-off process is considered to be ended, the whole autonomous take-off phase is ended, and the multi-rotor aircraft enters an autonomous following initialization phase in the following step S5.
S5, automatically following an initialization stage:
first, calculate the horizontal distance of the aircraft from the mobile platform
Figure SMS_256
：/>
Figure SMS_257
Wherein, the method comprises the steps of, wherein,
Figure SMS_258
north relative position of the flying platform from the moving platform, < >>
Figure SMS_259
Is the eastern position (eastern 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 exceeds the number, displaying a corresponding alarm indication on the ground station, and prohibiting the multi-rotor aircraft from flying out of the geofence; if->
Figure SMS_262
The autonomous follow-up hold phase of step S6 described below is entered.
S6, an autonomous following and maintaining stage:
selecting a corresponding heading channel controller target value according to a corresponding heading following mode;
(1) If the set heading following mode is to keep the current heading direction mode, the heading of the heading channelTarget value of steering angle
Figure SMS_263
Set to the heading angle of the current aircraft +.>
Figure SMS_264
；
(2) If the set course following mode is along the direction of the movable platform, the course angle target value of the course channel
Figure SMS_265
The calculation method of (1) is as follows: />
Figure SMS_266
Wherein->
Figure SMS_267
For the real-time heading angle (clockwise positive, range-180 DEG to +180 DEG) of the mobile platform,>
Figure SMS_268
the method for calculating the correction function for the target course angle comprises the following steps:
Figure SMS_269
；
control target for height channel
Figure SMS_270
For the set flying height +>
Figure SMS_271
The method comprises the steps of carrying out a first treatment on the surface of the Horizontal channel position control target->
Figure SMS_272
、/>
Figure SMS_273
Parameter set by step S1, respectively +.>
Figure SMS_274
、/>
Figure SMS_275
The calculation is performed in real time, and the calculation mode is as follows:
Figure SMS_276
，/>
Figure SMS_277
is the real-time direction angle of the mobile platform.
Similarly, this step is also obtained according to the calculation method described in step S4
Figure SMS_278
And->
Figure SMS_279
Finally->
Figure SMS_280
And->
Figure SMS_281
The multi-rotor aircraft is controlled to fly in a desired attitude through the attitude controller, and the relative positions of the multi-rotor aircraft and the mobile platform are maintained.
And after receiving the autonomous landing instruction sent by the ground station, the multi-rotor aircraft enters an autonomous landing initialization stage in the step S7.
S7, an autonomous landing initialization stage:
control target for setting course angle by course channel
Figure SMS_282
Is->
Figure SMS_283
The method comprises the steps of carrying out a first treatment on the surface of the Control target of altitude channel->
Figure SMS_284
Keep the take-off altitude set for step S1 +.>
Figure SMS_285
Unchanged; horizontal channel north position control target->
Figure SMS_286
Is 0; horizontal channel east position control target->
Figure SMS_287
Is 0.
Similarly, in determining
Figure SMS_288
、/>
Figure SMS_289
On the premise of the numerical value, the +.A calculation method of the final attitude angle target in the step S4 is adopted to obtain +.A>
Figure SMS_290
And->
Figure SMS_291
Finally->
Figure SMS_292
And->
Figure SMS_293
And controlling the multi-rotor aircraft to fly in a desired attitude through the attitude controller, and keeping the multi-rotor aircraft at the center 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 step S5, if +.>
Figure SMS_295
And if the threshold value is smaller than the set threshold value by 1.5m, the threshold value can be adjusted according to actual requirements in the actual flight process, and the autonomous descent phase of the step S8 is entered.
S8, an autonomous descent phase:
control target for setting course angle by course channel
Figure SMS_296
Is->
Figure SMS_297
，/>
Figure SMS_298
The course angle of the aircraft after the automatic landing initialization stage is finished; control target of altitude channel->
Figure SMS_299
Setting to 0.3m, so that the altitude of the multi-rotor aircraft is reduced to 0; horizontal channel north position control target->
Figure SMS_300
Is 0; horizontal channel east position control target->
Figure SMS_301
Is 0.
Similarly, in determining
Figure SMS_302
、/>
Figure SMS_303
On the premise of the numerical value, calculating +.f according to the calculation method of the final attitude angle target in step S4>
Figure SMS_304
And->
Figure SMS_305
Finally->
Figure SMS_306
And->
Figure SMS_307
And controlling the multi-rotor aircraft to fly in a desired attitude through the attitude controller, and keeping the multi-rotor aircraft at the center position of the mobile platform.
In the process, the altitude of the multi-rotor aircraft is detected in real time
Figure SMS_308
Whether it is smaller than the threshold value 0.3m and the horizontal distance of the aircraft from the mobile platform +.>
Figure SMS_309
Whether less than a threshold 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 inertially drop onto the mobile platform to complete the whole autonomous flight task.
In summary, the autonomous flight system of the invention 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 such as autonomous take-off, autonomous following, autonomous landing and the like of a multi-rotor aircraft. Compared with the traditional error-based control method, the autonomous flight control method realized based on the system has the advantages that the control precision, stability and rapidity are improved greatly, meanwhile, the higher control precision can enable the multi-rotor aircraft to stably and accurately land on a mobile platform with limited space, and the safety is better ensured.
The foregoing has shown and described the basic principles, principal features and advantages of the invention. It will be appreciated by persons skilled in the art that the above embodiments are not intended to limit the invention in any way, and that all technical solutions obtained by means of equivalent substitutions or equivalent transformations fall within the scope of the invention.

Claims (5)

1. The mobile platform autonomous flight control method realized based on the multi-rotor aircraft mobile platform autonomous flight system is characterized by comprising the following steps:
(1) Preparation for taking off: setting flight parameters, performing automatic take-off initialization operation, performing take-off self-checking and judging whether to allow entering an automatic take-off process;
the flight parameters include at least: flying height
Figure QLYQS_1
FlyingHorizontal distance of the walker from the mobile platform +.>
Figure QLYQS_2
Forward horizontal distance of the aircraft from the mobile platform +.>
Figure QLYQS_3
Heading following mode yawMode, geofence height +.>
Figure QLYQS_4
Geofence radius +.>
Figure QLYQS_5
；
The automatic take-off initialization operation is as follows: determining flying height
Figure QLYQS_6
Whether or not to exceed the geofence height +.>
Figure QLYQS_7
If the number exceeds the number, displaying a corresponding error indication on the ground station, and prohibiting the multi-rotor aircraft from taking off; if the take-off self-checking items pass through completely, allowing to enter an autonomous take-off process;
(2) Autonomous takeoff: the flying platform is separated from the moving platform, and the aircraft enters an autonomous take-off and climb stage until the height of the aircraft is detected in real time
Figure QLYQS_8
Reaching the set take-off height->
Figure QLYQS_9
Ending the climbing stage of the autonomous take-off process;
in the autonomous take-off stage, when the flying platform is separated from the moving platform, the course angular speed of the target is controlled
Figure QLYQS_11
0, target pitch +.>
Figure QLYQS_14
For the pitch angle of the mobile platform at this time->
Figure QLYQS_18
Target roll angle +.>
Figure QLYQS_13
For the roll angle of the mobile platform at this time +.>
Figure QLYQS_17
Height control objective->
Figure QLYQS_21
At a set take-off height +.>
Figure QLYQS_23
Climbing is carried out; in the process, the relative ascending speed of the aircraft is detected in real time
Figure QLYQS_10
If the distance exceeds 0.15m/s, if so, the separation of the flying platform and the moving platform is considered to be successful, and the course angle of the flying platform and the moving platform at the moment is recorded>
Figure QLYQS_15
、/>
Figure QLYQS_20
North position->
Figure QLYQS_22
East position->
Figure QLYQS_12
From this, the forward position is calculated
Figure QLYQS_16
And right position->
Figure QLYQS_19
The calculation formula is as follows:
Figure QLYQS_24
；
in the process of autonomous take-off and climbing, a course channel comprises a course angle and a course angular velocity controller, and a course angle control target
Figure QLYQS_26
For the course angle->
Figure QLYQS_28
The method comprises the steps of carrying out a first treatment on the surface of the The horizontal channel comprises a position controller and a speed controller, wherein the north horizontal position control target is +.>
Figure QLYQS_31
For forward position of aircraft->
Figure QLYQS_27
Right position->
Figure QLYQS_29
North position resolved in real time ++>
Figure QLYQS_30
East horizontal position control target->
Figure QLYQS_32
For the eastern position of the aircraft->
Figure QLYQS_25
The calculation method is as follows:
Figure QLYQS_33
；
(3) Autonomous following: determining aircraft rangeHorizontal distance from mobile platform
Figure QLYQS_34
Whether or not the geofence radius is exceeded>
Figure QLYQS_35
If->
Figure QLYQS_36
Entering an autonomous following and maintaining stage, and selecting a corresponding heading channel controller target value according to a corresponding heading following mode, wherein the specific selection mode is as follows:
(a) If the set heading following mode is the mode of maintaining the current heading direction, the heading angle target value of the heading channel
Figure QLYQS_37
Set to the heading angle of the current aircraft +.>
Figure QLYQS_38
；
(b) If the set course following mode is along the direction of the movable platform, the course angle target value of the course channel
Figure QLYQS_39
The calculation method of (1) is as follows: />
Figure QLYQS_40
Wherein->
Figure QLYQS_41
Real-time heading angle for mobile platform>
Figure QLYQS_42
The method for calculating the correction function for the target course angle comprises the following steps:
Figure QLYQS_43
；
control target for height channel
Figure QLYQS_44
For the set flying height +>
Figure QLYQS_45
The method comprises the steps of carrying out a first treatment on the surface of the Horizontal channel position control target->
Figure QLYQS_46
、/>
Figure QLYQS_47
Parameter set by step S1, respectively +.>
Figure QLYQS_48
、/>
Figure QLYQS_49
The calculation is performed in real time, and the calculation mode is as follows:
Figure QLYQS_50
，/>
Figure QLYQS_51
the real-time direction angle of the mobile platform is;
horizontal channel position control target
Figure QLYQS_52
And->
Figure QLYQS_53
The north direction speed controller control target +_ is obtained through the north direction position controller and the east direction position controller respectively>
Figure QLYQS_54
East speed controller control target +.>
Figure QLYQS_55
Wherein->
Figure QLYQS_56
The calculation method of (2) is as follows:
first, calculating the error between the position control target and the actual position of the aircraft
Figure QLYQS_57
：/>
Figure QLYQS_58
；
Then, calculate the critical value of the position error
Figure QLYQS_59
：/>
Figure QLYQS_60
Wherein->
Figure QLYQS_61
Maximum acceleration that can fly for the multi-rotor aircraft that is set;
next, according to
Figure QLYQS_62
And->
Figure QLYQS_63
Different calculation modes are selected to calculate the feed-forward north target speed
Figure QLYQS_64
The calculation mode is as follows:
Figure QLYQS_65
；
then, calculating expected position targets at different moments
Figure QLYQS_66
：/>
Figure QLYQS_67
Wherein->
Figure QLYQS_68
For controlling the step length;
then, calculating an output target based on the feedback control position controller
Figure QLYQS_69
The calculation method comprises the following steps:
Figure QLYQS_70
wherein->
Figure QLYQS_71
The control parameter is a north position controller of the multi-rotor aircraft, and the value of the control parameter is 1;
finally, calculating the total output target value of the position controller
Figure QLYQS_72
：/>
Figure QLYQS_73
Wherein->
Figure QLYQS_74
The real-time north speed of the mobile platform;
the east speed controller controls the target
Figure QLYQS_76
In the calculation of the control algorithm of (a) the above calculation procedure +.>
Figure QLYQS_78
、/>
Figure QLYQS_81
、
Figure QLYQS_77
Are replaced by->
Figure QLYQS_79
、/>
Figure QLYQS_82
、/>
Figure QLYQS_83
The east speed controller control target +.>
Figure QLYQS_75
Wherein->
Figure QLYQS_80
The real-time east speed of the mobile platform;
from the said
Figure QLYQS_84
And->
Figure QLYQS_85
Further obtaining a north acceleration target ++through a north speed controller and an east speed controller respectively>
Figure QLYQS_86
East acceleration control target->
Figure QLYQS_87
The specific calculation process is as follows:
first, calculate the error between the speed control target and the actual position of the aircraft
Figure QLYQS_88
：/>
Figure QLYQS_89
；
Then, calculate the speed errorCritical value of (2)
Figure QLYQS_90
：/>
Figure QLYQS_91
Wherein, the method comprises the steps of, wherein,
Figure QLYQS_92
for the maximum jerk that the multi-rotor aircraft can fly, is set to be 2.5m/s 3 ;
Next, according to
Figure QLYQS_93
And->
Figure QLYQS_94
Different calculation modes are selected to calculate the feedforward north target acceleration
Figure QLYQS_95
The calculation mode is as follows:
Figure QLYQS_96
；
then, the expected speed targets at different moments are calculated
Figure QLYQS_97
The calculation mode is as follows:
Figure QLYQS_98
wherein->
Figure QLYQS_99
For controlling the step length;
then, calculating an output target based on the feedback control speed controller
Figure QLYQS_100
The calculation method comprises the following steps:
Figure QLYQS_101
wherein->
Figure QLYQS_102
Control parameters of a north speed controller for a multi-rotor aircraft, the values of which are 2, & lt + & gt>
Figure QLYQS_103
Integration term for north speed controller, +.>
Figure QLYQS_104
A derivative term for the north controller;
finally, calculating the total output target value of the position controller
Figure QLYQS_105
：
Figure QLYQS_106
Wherein->
Figure QLYQS_107
The real-time north acceleration of the mobile platform;
the said
Figure QLYQS_110
Computing means and->
Figure QLYQS_112
Similarly, only +.>
Figure QLYQS_115
、/>
Figure QLYQS_109
、/>
Figure QLYQS_113
Replaced by->
Figure QLYQS_116
、/>
Figure QLYQS_117
、/>
Figure QLYQS_108
The east speed controller control target +.>
Figure QLYQS_111
Wherein
Figure QLYQS_114
The real-time east acceleration of the mobile platform;
(4) Autonomous landing: in the initial stage of autonomous landing, firstly determining the horizontal distance between the aircraft and the mobile platform
Figure QLYQS_118
If the aircraft is smaller than the set threshold value, entering an autonomous landing descending stage until the aircraft lands on the mobile platform, and completing the whole autonomous flight task.
2. The mobile platform autonomous flight control method of claim 1, wherein the horizontal distance of the aircraft from the mobile platform
Figure QLYQS_119
Wherein->
Figure QLYQS_120
North relative position of the flying platform from the moving platform, < >>
Figure QLYQS_121
Is the eastern position of the flying platform from the mobile platform.
3. The mobile platform autonomous flight control method of claim 1The method is characterized in that in the initial stage of autonomous landing, a heading channel sets a control target of a heading angle
Figure QLYQS_122
Is->
Figure QLYQS_123
The method comprises the steps of carrying out a first treatment on the surface of the Control target of altitude channel->
Figure QLYQS_124
Keep at take-off height +.>
Figure QLYQS_125
Unchanged; horizontal channel north position control target->
Figure QLYQS_126
Is 0; horizontal channel east position control target->
Figure QLYQS_127
Is 0.
4. The autonomous flight control method of claim 1, wherein the heading channel sets a control target of a heading angle during an autonomous descent phase
Figure QLYQS_129
Is->
Figure QLYQS_131
，/>
Figure QLYQS_133
The course angle of the aircraft after the automatic landing initialization stage is finished; control target of altitude channel->
Figure QLYQS_130
Setting to 0.3m, so that the altitude of the multi-rotor aircraft is reduced to 0; horizontal channel north position control target->
Figure QLYQS_132
Is 0; horizontal channel east position control target->
Figure QLYQS_134
Is 0; real-time detection of altitude of multi-rotor aircraft
Figure QLYQS_135
Whether it is smaller than the threshold value 0.3m and the horizontal distance of the aircraft from the mobile platform +.>
Figure QLYQS_128
If the speed is smaller than the threshold value of 0.2m, the flight control unit sends a control signal value power unit to close the output of the power unit, and the multi-rotor aircraft can inertially drop onto the mobile platform to complete the whole autonomous flight task.
5. The mobile platform autonomous flight control method of claim 1, the north acceleration target
Figure QLYQS_136
East acceleration control target->
Figure QLYQS_137
Obtaining a control target of an attitude angle through a coordinate conversion formula of a navigation system and a body system>
Figure QLYQS_138
And->
Figure QLYQS_139
The calculation method comprises the following steps: />
Figure QLYQS_140
，/>
Figure QLYQS_141
Is pitch angleControl objective, & lt>
Figure QLYQS_142
Is a roll angle control target.
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