CN116767520B - Multi-rotor aircraft, flight control method, system and storage medium - Google Patents
Multi-rotor aircraft, flight control method, system and storage medium Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
- B64U10/00—Type of UAV
- B64U10/10—Rotorcrafts
- B64U10/13—Flying platforms
- B64U10/16—Flying platforms with five or more distinct rotor axes, e.g. octocopters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C19/00—Aircraft control not otherwise provided for
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
- B64U50/00—Propulsion; Power supply
- B64U50/10—Propulsion
- B64U50/19—Propulsion using electrically powered motors
Abstract
The application relates to a multi-rotor aircraft, a flight control method, a system and a storage medium, wherein the multi-rotor aircraft adopts 12 rotor planes to be distributed, eight rotors are arranged on an outer ring, and four rotors are arranged on an inner ring; the four rotors of the inner ring are the same as the center of the airframe in distance and are uniformly distributed on the formed circle, and a motor and a propeller are respectively arranged at the four rotors; the eight rotary wings of the outer ring are the same in distance from the center of the airframe and are uniformly distributed on the formed circle, and a motor and a propeller are respectively arranged at the eight rotary wings. The utility model provides a can promote flight efficiency and control performance simultaneously under the condition of not increasing the fuselage, the maximized weight utilization ratio that has promoted the fuselage structure when having realized more outstanding control performance and flight efficiency promptly for this many rotor crafts have high reliability, high efficiency and high accuracy simultaneously.
Description
Technical Field
The application relates to the technical field of aircraft control, in particular to a multi-rotor aircraft, a flight control method, a system and a storage medium.
Background
Flight control algorithms are an important component in modern aviation technology. The device can be applied to not only manned aircraft, but also various aircrafts such as unmanned aerial vehicles. The flight control algorithm models and controls the movement of the aircraft, so that the aircraft can be precisely controlled and stably fly. At present, a flight control algorithm has become an important research field of aviation technology, and related researches are actively carried out by airlines and research institutions in various countries.
The reliability of the flight control algorithm of the traditional four-rotor aircraft is very high, and the four-rotor aircraft can be controlled to realize stable flight in various environments. However, the precision of the traditional quadrotor flight algorithm is relatively low, and fine control on the attitude of the quadrotor aircraft is difficult to realize, so that the requirements of certain high-precision application scenes cannot be met.
In addition, the existing eight-rotor flight control algorithm can realize more excellent attitude control performance compared with four rotors, but in order to meet the requirement that interference does not occur in plane arrangement of propellers of an eight-rotor system, the whole body is designed to be large, waste can occur in the space in the center of the body, meanwhile, the ratio of the weight of the whole structure to the output thrust of a power system is higher, and the whole flight efficiency of the eight-rotor aircraft is reduced.
Disclosure of Invention
In order to overcome the defects in the prior art, the application provides a multi-rotor aircraft, and a flight control method, a system and a storage medium thereof.
In a first aspect, the present application provides a multi-rotor aircraft that adopts the following technical scheme:
the multi-rotor aircraft adopts 12 rotor planes to be arranged, wherein eight rotors are arranged on an outer ring, and four rotors are arranged on an inner ring; the four rotors of the inner ring are the same as the center of the airframe in distance and are uniformly distributed on the formed circle, and a motor and a propeller are respectively arranged at the four rotors; the eight rotary wings of the outer ring are the same in distance from the center of the airframe and are uniformly distributed on the formed circle, and a motor and a propeller are respectively arranged at the eight rotary wings.
Through adopting above-mentioned technical scheme, increase one set of four rotor systems in eight rotor craft central authorities and participate in control to can promote flight efficiency and control performance simultaneously under the circumstances that does not increase the fuselage, the weight utilization that has maximized when having realized more outstanding control performance and flight efficiency promptly has promoted the fuselage structure, make this many rotor craft have high reliability, high efficiency and high accuracy simultaneously. The utility model provides a many rotor crafts can be applied to various fields, like the field that needs to use high-efficient, stable aircraft to realize automation and accurate executive task such as take photo by plane, agriculture, commodity circulation, environmental protection.
In a second aspect, the flight control method of the multi-rotor aircraft provided by the application adopts the following technical scheme:
the flight control method of the multi-rotor aircraft comprises the following steps:
acquiring state parameters of a multi-rotor aircraft, and estimating the attitude of the aircraft according to the state parameters;
comparing the estimated gesture with the target gesture to obtain a corresponding control quantity;
calculating the rotating speed of each motor according to the arrangement and the rotating direction of the motors based on the control quantity;
and controlling each motor to run at the rotating speed, and performing feedback control until the aircraft reaches the target attitude.
By adopting the method, especially on the basis of the structural layout of the multi-rotor aircraft, the rotating speed of each motor is calculated according to the arrangement and the rotating direction of the motors based on the control quantity, so that the aircraft is controlled to reach the target attitude, the potential of the twelve-rotor aircraft can be fully and effectively utilized, the flight efficiency and the flight precision of the twelve-rotor aircraft are improved, and the method has great advantages in the aspects of robustness and stability, can promote the development and the application of the flight technology, and brings more convenience and value for people. In addition, if the working of part of the power system is abnormal, the method can synchronously adjust the rotating speeds of the motors, and ensures that the multi-rotor aircraft has continuous flight capability. And the flight control algorithm can be adapted to different twelve-rotor aircraft structures (such as a positive well shape or 45-degree whole inclination and the like), so that more universal and flexible flight control is realized.
Preferably, when the multi-rotor aircraft needs to realize the flight control in the four directions of roll-pitch-course-altitude at the same time, the rotating speed of each motor is calculated by the following method:
firstly, calculating a first output value of each motor rotating speed=the current rising/falling basic rotating speed +/-absolute value of transverse rolling shaft speed regulation +/-absolute value of pitching shaft speed regulation;
secondly, adding a heading shaft differential value according to the steering direction of each motor to adjust a first output value of the rotating speed of each motor:
when the reverse torque direction is the same as the heading adjustment direction, the motor rotation speed=the first output value of the motor rotation speed+the heading shaft differential value; when the reverse torque direction is different from the heading adjustment direction, the motor rotation speed=the first output value of the motor rotation speed-the heading axis differential value.
Through adopting above technical scheme to can realize the independent accurate rotational speed control of every motor, can also avoid the motor to change the fuselage extra stress that causes again at the constant speed when controlling because of the different unipolar gesture in position simultaneously, reduce the fatigue damage of fuselage structure.
Preferably, when the aircraft needs to make roll/pitch maneuver, assuming that the speed regulation proportion of the motor at the farthest end from the center of the fuselage is 1 with respect to the roll or pitch axis, the current attitude axis speed regulation absolute value (i.e. speed variation absolute value) of the other motors= (the distance of the current motor from the current rotation axis/the distance of the farthest end motor from the current rotation axis) ×the speed regulation absolute value t of the farthest end motor; wherein, the speed regulation absolute value t of the motor at the far end=gesture single-shaft control quantity u (t) (motor maximum throttle value-motor minimum throttle value); the motor speed in the positive direction of the target rotation angle is increased, and the motor speed in the negative direction of the target rotation angle is decreased.
Here, X represents a motor number, for example, t1 is a speed regulation absolute value of a motor No. 1, t2 is a speed regulation absolute value of a motor No. 2, as shown in fig. 4, among twelve motors in the present application, six motors rotate clockwise, six motors rotate counterclockwise, and in the inner ring and the outer ring, the directions of the adjacent motors are opposite.
By adopting the technical scheme, the rotating speed change of each motor can be accurately controlled, so that more efficient and accurate attitude control is realized; in addition, in the present application, the speed regulation ratio of each motor is calculated according to the position and the steering direction of each motor (that is, the distance between the current motor and the current rotation axis/the distance between the most distal motor and the current rotation axis is the distance between the most distal motor and the current rotation axis, the motor speed in the positive direction of the target rotation angle is increased, and the motor speed in the negative direction of the target rotation angle is reduced), so that the extra useless stress load of the machine body caused by different distances between the motor and the center of gravity of the machine body and consistent speeds during the speed regulation of the simple motor speed regulation scheme can be avoided.
Preferably, the differential value of the heading axis of each motor is obtained by the following way:
when the aircraft needs course adjustment, assuming that the speed regulation proportion of the motor at the farthest end from the center of the airframe is 1, the speed regulation absolute value t of the motor at the farthest end is represented by the course axle differential value= (the distance of the current motor from the center of the airframe/the distance of the motor at the farthest end from the center of the airframe); wherein, the speed regulation absolute value t of the motor at the far end=gesture single-shaft control quantity u (t) (motor maximum throttle value-motor minimum throttle value); all motors are subjected to differential adjustment according to the self steering direction and the reverse torsion direction, and the motors are accelerated when the target rotation direction is the positive direction and are decelerated when the target rotation direction is the negative direction.
Through adopting above-mentioned technical scheme, add deflectable servo mechanism and make the motor inclination change so that realize course control than partial model, the structure weight of this application is lighter, and control is simpler and the reliability is high.
Preferably, when the aircraft needs to ascend or descend, the basic rotation speeds of all motors are adjusted according to the expected ascending or descending speed so as to realize the whole ascending and descending of the aircraft;
specifically, taking the average value of the current rotational speeds of all motors as a reference value (namely a basic rotational speed), when the aircraft needs to ascend, increasing the rotational speeds of all motors on the basis of the reference value, then calculating a new reference value according to the regulated elevating speed of the aircraft, and carrying out rotational speed regulation until the speed of the aircraft reaches the expected elevating speed;
when the aircraft needs to descend, all motors reduce the rotating speed on the basis of the reference value, then a new reference value is calculated according to the adjusted lifting speed of the aircraft, and the rotating speed is adjusted until the speed of the aircraft reaches the expected descending speed.
Through adopting above-mentioned technical scheme, can make unmanned aerial vehicle altitude control more accurate and smooth, can not appear more high vibration.
More preferably, the increasing or decreasing the rotation speed specifically includes:
when the rotational speed variation of each motor is output, 1% is used as an initial value, after one-time operation and speed change are completed, the rotational speed variation of the next motor is determined by comparing the lifting speed of the aircraft before operation with the lifting speed of the aircraft after operation:
next motor rotation speed change amount = last motor rotation speed change amount (target lifting speed of aircraft/lifting speed of aircraft after last calculation is completed).
By adopting the technical scheme to control the motor speed, the aircraft can reach the target height faster in a shorter time.
Preferably, said control quantity is obtained in particular by:
the attitude uniaxial control amount u (t) =kp×e (t) +ki×e_i (t) +kd×e' (t);
wherein Kp, ki and Kd are respectively the error value e (t), the error integral value e_i (t) and the error change rate e' (t) control coefficients of the current gesture single axis; error value e (t) represents the difference between the current state and the target state, error rate e' (t) represents the rate of change of error over time, and error integral value e_i (t) represents the cumulative value of error over time;
wherein,
e (t) =x_d (t) -x (t); x (t) is the position state at the current time t, and x_d (t) is the target position state;
e' (t) =v_d (t) -v (t); v (t) is the rate at the current time t, v_d (t) is the target rate;
e_i (t) = Σe (t) dt, i.e. the integral from the start time 0 to the current time t;
the Kp, ki and Kd values of the single axis are determined by continuously adjusting the Kp, ki and Kd during actual flight and observing the corresponding attitude control conditions of the aircraft:
firstly, gradually increasing the Kp value from small until oscillation occurs in the attitude control, and then gradually adjusting the Ki value to reduce the amplitude of the oscillation of the attitude control until the oscillation cannot be continuously reduced; finally, the Kd value is adjusted to smooth the attitude control and correction curve (i.e., the Kd value is adjusted so that the amplitude of the attitude control oscillation is further reduced, i.e., so that the curve of the angle change and the time is flatter).
By adopting the technical scheme, the quick and smooth gesture control capability of each gesture shaft of the aircraft can be finally realized, and high-speed and accurate response to external interference can be kept.
In a third aspect, the present application discloses a flight control system for a multi-rotor aircraft, which adopts the following technical scheme:
a flight control system for a multi-rotor aircraft, comprising the steps of:
the state parameter acquisition and state estimation module is used for acquiring state parameters of the multi-rotor aircraft and estimating the attitude of the aircraft according to the state parameters;
the control quantity acquisition module is used for comparing the estimated gesture with the target gesture to obtain a corresponding control quantity;
and the motor rotating speed calculating module is used for calculating the rotating speed of each motor according to the arrangement and the rotating direction of the motors based on the control quantity, so as to control the aircraft to reach the target attitude.
In a fourth aspect, a computer readable storage medium disclosed in the present application adopts the following technical solutions:
a computer readable storage medium storing a computer program capable of being loaded by a processor and executing a method according to any one of the preceding claims.
In summary, the present application includes at least one of the following beneficial technical effects:
1. this application increases one set of four rotor systems at eight rotor craft central authorities and participates in control to can promote flight efficiency and control performance simultaneously under the circumstances that does not increase the fuselage, the maximize the weight utilization that has promoted the fuselage structure when having realized more outstanding control performance and flight efficiency promptly, make this many rotor craft have high reliability, high efficiency and high accuracy simultaneously.
2. The utility model provides a especially on the basis of the structural layout of many rotor crafts of this application, based on the control quantity, according to the arrangement and the rotation direction of motor, calculate the rotational speed of each motor to control the aircraft and reach the target gesture, can fully and effectively utilize twelve rotor crafts's potentiality, improve its flight efficiency and precision, and have very big advantage in the aspect of robustness and stability, can promote the development and the application of flight technique, bring more convenience and value for people. In addition, if the working of part of the power system is abnormal, the method can synchronously adjust the rotating speeds of the motors, and ensures that the multi-rotor aircraft has continuous flight capability. And the flight control algorithm can be adapted to different twelve-rotor aircraft structures (such as a positive well shape or 45-degree whole inclination and the like), so that more universal and flexible flight control is realized.
Drawings
Figure 1 is a schematic structural view of a multi-rotor aircraft in one embodiment of the present application.
FIG. 2 is a method flow diagram of one embodiment of the present application.
Fig. 3 is a block schematic diagram of an embodiment of the present application.
Fig. 4 is a schematic view of the rotational direction of the motor in one embodiment of the present application.
Detailed Description
The present application is described in further detail below in conjunction with fig. 1-4.
The inventors found during the course of the study that: the reliability of the flight control algorithm of the traditional four-rotor aircraft is very high, and the four-rotor aircraft can be controlled to realize stable flight in various environments. However, the precision of the traditional quadrotor flight algorithm is relatively low, and fine control on the attitude of the quadrotor aircraft is difficult to realize, so that the requirements of certain high-precision application scenes cannot be met.
In addition, the existing eight-rotor flight control algorithm can realize more excellent attitude control performance compared with four rotors, but in order to meet the requirement that interference does not occur in plane arrangement of propellers of an eight-rotor system, the whole body is designed to be large, waste can occur in the space in the center of the body, meanwhile, the ratio of the weight of the whole structure to the output thrust of a power system is higher, and the whole flight efficiency of the eight-rotor aircraft is reduced.
Therefore, in order to achieve more excellent control performance and maximize the weight utilization rate of the lifting fuselage structure, a set of four-rotor system can be added in the center of the eight-rotor aircraft to participate in control, and the flying efficiency and the control performance are simultaneously improved under the condition of not increasing the fuselage, so that the multi-rotor aircraft is obtained.
The embodiment of the application discloses a multi-rotor aircraft. As shown in fig. 1, the multi-rotor aircraft adopts 12 rotor planes, wherein eight rotors are arranged on an outer ring, and four rotors are arranged on an inner ring; the four rotors of the inner ring are the same as the center of the airframe in distance and are uniformly distributed on the formed circle, and a motor and a propeller are respectively arranged at the four rotors; the eight rotary wings of the outer ring are the same in distance from the center of the airframe and are uniformly distributed on the formed circle, and a motor and a propeller are respectively arranged at the eight rotary wings.
In order to simplify the structural design and configure the focus in fuselage central authorities, reduce the control degree of difficulty and complexity, in this application, motor and screw position that set up in 12 rotor departments and motor and screw position symmetry that set up with the rotor department of fuselage central diagonal.
Correspondingly, in order to meet the reliability, high efficiency and high accuracy of the multi-rotor aircraft of the present application, a set of finer flight control algorithms needs to be developed.
During the course of development, the inventors found that: combining the four-rotor flight algorithm with the eight-rotor flight algorithm has the following difficulties: the algorithm integration difficulty is high: the four-rotor flight algorithm and the eight-rotor flight algorithm are based on different flight principles and control methods, and corresponding improvement and integration are needed to realize seamless transition; the difficulty of flight control increases: combining the four-rotor flight algorithm with the eight-rotor flight algorithm requires more complex control methods and more efficient flight control systems.
The inventor carries out a great deal of intensive research and experiments, thereby obtaining the following technical scheme of the application:
the embodiment of the application discloses a flight control method of a multi-rotor aircraft. Referring to fig. 2 and 3, a flight control method of a multi-rotor aircraft includes the steps of:
s1, acquiring state parameters of a multi-rotor aircraft, and estimating the attitude of the aircraft according to the state parameters; specifically, the aircraft may be equipped with various sensors to collect state parameters of the multi-rotor aircraft, such as gyroscopes, accelerometers, magnetometers, compasses, barometers, GPS, etc., and these sensors transmit the collected state parameters of the aircraft, such as attitude, position, speed, altitude, heading, etc., to the flight control chip. The multi-sensor data fusion can improve the accuracy and stability of state estimation.
In one embodiment, extended Kalman filtering techniques may be utilized to estimate the state of the aircraft based on the state parameters acquired by the sensors; in other embodiments, other prior art techniques may also be used for aircraft state estimation.
S2, comparing the estimated gesture with a target gesture to obtain a corresponding control quantity;
in one embodiment, the control amount may be obtained specifically by:
the attitude uniaxial control amount u (t) =kp×e (t) +ki×e_i (t) +kd×e' (t);
wherein Kp, ki and Kd are respectively the error value e (t), the error integral value e_i (t) and the error change rate e' (t) control coefficients of the current gesture single axis; error value e (t) represents the difference between the current state and the target state, error rate e' (t) represents the rate of change of error over time, and error integral value e_i (t) represents the cumulative value of error over time;
wherein,
e (t) =x_d (t) -x (t); x (t) is the position state at the current time t, and x_d (t) is the target position state;
e' (t) =v_d (t) -v (t); v (t) is the rate at the current time t, v_d (t) is the target rate;
e_i (t) = Σe (t) dt, i.e. the integral from the start time 0 to the current time t;
the Kp, ki and Kd values of the single axis are determined by continuously adjusting the Kp, ki and Kd during flight and observing the corresponding attitude control conditions of the aircraft:
firstly, gradually increasing the Kp value from small until oscillation occurs in the attitude control, and then gradually adjusting the Ki value to reduce the amplitude of the oscillation of the attitude control until the oscillation cannot be continuously reduced; finally, the Kd value is adjusted to smooth the attitude control and correction curve (i.e., the Kd value is adjusted so that the amplitude of the attitude control oscillation is further reduced, i.e., so that the curve of the angle change and the time is flatter). In specific implementations, the Kp, ki, kd values are determined before flight control is performed and remain unchanged.
S3, calculating the rotating speed of each motor according to the arrangement (such as relative center angle, center distance and the like) and the rotating direction (such as clockwise and anticlockwise) of the motors based on the control quantity;
specifically, when the aircraft needs to perform roll/pitch/yaw/lift maneuver, the rotational speed required to be achieved by each motor is obtained according to the difference value of the angle between the target attitude of the aircraft and the current attitude of the aircraft and the speed regulation proportion of each motor.
More specifically, the method comprises the steps of,
when the aircraft needs to roll/pitch, relative to a roll shaft or a pitch shaft, assuming that the speed regulation proportion of a motor at the farthest end from the center of the fuselage is 1, the speed regulation absolute value of the current gesture shaft (namely the speed change absolute value) of other motors= (the distance between the current motor and the current rotation shaft/the distance between the farthest end motor and the current rotation shaft) = (the speed regulation absolute value t of the farthest end motor); wherein, the speed regulation absolute value t of the motor at the far end=gesture single-shaft control quantity u (t) (motor maximum throttle value-motor minimum throttle value); the motor speed in the positive direction of the target rotation angle is increased, and the motor speed in the negative direction of the target rotation angle is decreased.
That is, for example, the distance of the current motor from the current rotation axis/the distance of the farthest motor from the current rotation axis=0.5 (i.e., the current motor), the speed of the farthest motor is 500 rpm, and the rotation speed of the current motor is 250 rpm. The motor speed in the positive direction of the target rotation angle is increased (i.e., positive), and the motor speed in the negative direction of the target rotation angle is decreased (i.e., negative). Here, X represents a motor number, for example, t1 is a speed regulation absolute value of a motor No. 1, t2 is a speed regulation absolute value of a motor No. 2, as shown in fig. 4, among twelve motors in the present application, six motors rotate clockwise, six motors rotate counterclockwise, and in the inner ring and the outer ring, the directions of the adjacent motors are opposite.
And/or
When the aircraft needs course adjustment, assuming that the speed regulation proportion of the motor at the farthest end from the center of the airframe is 1, the speed regulation absolute value t of the motor at the farthest end is represented by the course axle differential value= (the distance of the current motor from the center of the airframe/the distance of the motor at the farthest end from the center of the airframe); wherein, the speed regulation absolute value t of the motor at the far end=gesture single-shaft control quantity u (t) (motor maximum throttle value-motor minimum throttle value); all motors are subjected to differential adjustment according to the self steering direction and the reverse torsion direction, and the motors are accelerated when the target rotation direction is the positive direction and are decelerated when the target rotation direction is the negative direction. In specific implementation, the clockwise direction course can be adjusted to be positive 1, the counterclockwise direction course can be adjusted to be negative 0, and the clockwise direction course can be adjusted to be negative 0, and the counterclockwise direction course can be adjusted to be positive 1.
Specifically, the yaw direction is required to be determined as the yaw direction in the control, for example, the yaw direction is rotated leftwards, then in the current control, the left rotation is the positive direction, the motor with the reverse torque direction leftwards is the positive direction motor, the acceleration is performed, the motor with the reverse torque direction rightwards is the reverse direction, and the deceleration is performed, and vice versa.
In other embodiments, a deflectable servo mechanism can be added to change the inclination angle of the motor so as to realize the course control, but compared with the control method of the application, the control method has the defects of heavy structural weight, complex control and poor reliability.
And/or
When the aircraft needs to ascend or descend, the basic rotating speeds of all motors are adjusted according to the expected ascending or descending speed so as to realize the whole ascending and descending of the aircraft;
specifically, taking the average value of the current rotational speeds of all motors as a reference value (namely a basic rotational speed), when the aircraft needs to ascend, increasing the rotational speeds of all motors on the basis of the reference value, then calculating a new reference value according to the regulated elevating speed of the aircraft, and carrying out rotational speed regulation until the speed of the aircraft reaches the expected elevating speed;
when the aircraft needs to descend, all motors reduce the rotating speed on the basis of the reference value, then a new reference value is calculated according to the adjusted lifting speed of the aircraft, and the rotating speed is adjusted until the speed of the aircraft reaches the expected descending speed.
The increasing or decreasing the rotation speed specifically includes:
when the rotational speed variation of each motor is output, 1% is used as an initial value, after one-time operation and speed change are completed, the rotational speed variation of the next motor is determined by comparing the lifting speed of the aircraft before operation with the lifting speed of the aircraft after operation:
next motor rotation speed change amount = last motor rotation speed change amount (target lifting speed of aircraft/lifting speed of aircraft after last calculation is completed).
In one embodiment, when a multi-rotor aircraft needs to achieve efficient, high-precision, high-stability flight control in four directions of roll-pitch-heading-altitude simultaneously, the speeds of the motors calculated above are superimposed. The specific method comprises the following steps:
firstly, calculating a first output value of each motor rotating speed=the current rising/falling basic rotating speed +/-absolute value of transverse rolling shaft speed regulation +/-absolute value of pitching shaft speed regulation;
secondly, adding a heading shaft differential value according to the steering direction of each motor to adjust a first output value of the rotating speed of each motor:
when the reverse torque direction is the same as the heading adjustment direction, the motor rotation speed=the first output value of the motor rotation speed+the heading shaft differential value; when the reverse torque direction is different from the heading adjustment direction, the motor rotation speed=the first output value of the motor rotation speed-the heading axis differential value.
And finally, sending the rotation speed of each motor to each motor for execution so as to realize real-time control on the aircraft.
And S4, controlling each motor to run at the rotating speed, and performing feedback control until the aircraft reaches the target attitude.
The calculated control quantity is output to an actuating mechanism of the aircraft, and states and adjustment of the attitude, the speed, the position and the like of the aircraft are controlled by calculating the rotating speeds of twelve motors, generating corresponding control signals and sending the corresponding control signals to each motor speed regulator. Wherein, according to the angle from the center and the distance from the center, the distance from the rotation axis can be calculated.
The embodiment of the application also discloses a flight control system of the multi-rotor aircraft, which comprises the following steps:
the state parameter acquisition and state estimation module is used for acquiring state parameters of the multi-rotor aircraft and estimating the attitude of the aircraft according to the state parameters;
the control quantity acquisition module is used for comparing the estimated gesture with the target gesture to obtain a corresponding control quantity;
and the motor rotating speed calculating module is used for calculating the rotating speed of each motor according to the arrangement and the rotating direction of the motors based on the control quantity, so as to control the aircraft to reach the target attitude.
The embodiments also disclose a computer readable storage medium storing a computer program capable of being loaded and executed by a processor to implement any of the methods as described above.
Those skilled in the art will appreciate that implementing all or part of the above-described methods may be accomplished by way of a computer program, which may be stored on a non-transitory computer readable storage medium and which, when executed, may comprise the steps of the above-described embodiments of the methods. Any reference to memory, storage, database, or other medium used in the various embodiments provided herein may include non-volatile and/or volatile memory. The nonvolatile memory can include Read Only Memory (ROM), programmable ROM (PROM), electrically Programmable ROM (EPROM), electrically Erasable Programmable ROM (EEPROM), or flash memory. Volatile memory can include Random Access Memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms such as Static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double Data Rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous Link DRAM (SLDRAM), memory bus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), among others.
The foregoing are all preferred embodiments of the present application, and are not intended to limit the scope of the present application in any way, therefore: all equivalent changes in the method, shape and principle of this application should be covered by the protection scope of this application.
Claims (8)
1. The flight control method of the multi-rotor aircraft is characterized in that the multi-rotor aircraft adopts 12 rotor planes to be arranged, wherein eight rotors are arranged on an outer ring, and four rotors are arranged on an inner ring; the four rotors of the inner ring are the same as the center of the airframe in distance and are uniformly distributed on the formed circle, and a motor and a propeller are respectively arranged at the four rotors; the eight rotary wings of the outer ring are the same in distance from the center of the airframe and are uniformly distributed on the formed circle, and a motor and a propeller are respectively arranged at the eight rotary wings;
the multi-rotor aircraft performs flight control by the following method:
acquiring state parameters of a multi-rotor aircraft, and estimating the attitude of the aircraft according to the state parameters;
comparing the estimated gesture with the target gesture to obtain a corresponding control quantity;
calculating the rotating speed of each motor according to the arrangement and the rotating direction of the motors based on the control quantity;
controlling each motor to run at the rotating speed, and performing feedback control until the aircraft reaches a target attitude;
when the aircraft needs to roll or pitch, assuming that the speed regulation proportion of the motor at the farthest end from the center of the airframe is 1 relative to the roll or pitch axis, the speed regulation absolute value of the current gesture shaft of other motors = (the distance between the current motor and the current rotation shaft/the distance between the farthest end motor and the current rotation shaft) = (the speed regulation absolute value t of the farthest end motor); wherein, the speed regulation absolute value t of the motor at the far end=gesture single-shaft control quantity u (t) (motor maximum throttle value-motor minimum throttle value); the motor speed in the positive direction of the target rotation angle is increased, and the motor speed in the negative direction of the target rotation angle is decreased.
2. The method of controlling the flight of a multi-rotor aircraft according to claim 1, wherein: when the multi-rotor aircraft needs to realize the flight control in four directions of roll-pitch-course-altitude at the same time, the rotating speed of each motor is calculated by the following method:
firstly, calculating a first output value of each motor rotating speed=a current rising basic rotating speed + -absolute value of rolling shaft speed regulation + -absolute value of pitching shaft speed regulation; or calculating a first output value of the rotating speeds of the motors=the current declining basic rotating speed +/-absolute value of the speed regulation of the transverse rolling shaft +/-absolute value of the speed regulation of the pitching shaft;
secondly, adding a heading shaft differential value according to the steering direction of each motor to adjust a first output value of the rotating speed of each motor:
when the reverse torque direction is the same as the heading adjustment direction, the motor rotation speed=the first output value of the motor rotation speed+the heading shaft differential value;
when the reverse torque direction is different from the heading adjustment direction, the motor rotation speed=the first output value of the motor rotation speed-the heading axis differential value.
3. The method for controlling the flight of a multi-rotor aircraft according to claim 1 or 2, characterized in that: the heading axis differential value of each motor is obtained by the following steps:
when the aircraft needs course adjustment, assuming that the speed regulation proportion of the motor at the farthest end from the center of the airframe is 1, the speed regulation absolute value t of the motor at the farthest end is represented by the course axle differential value= (the distance of the current motor from the center of the airframe/the distance of the motor at the farthest end from the center of the airframe); wherein, the speed regulation absolute value t of the motor at the far end=gesture single-shaft control quantity u (t) (motor maximum throttle value-motor minimum throttle value); all motors are subjected to differential adjustment according to the self steering direction and the reverse torsion direction, and the motors are accelerated when the target rotation direction is the positive direction and are decelerated when the target rotation direction is the negative direction.
4. The method for controlling the flight of a multi-rotor aircraft according to claim 1 or 2, characterized in that: when the aircraft needs to ascend or descend, the basic rotating speeds of all motors are adjusted according to the expected ascending or descending speed so as to realize the whole ascending and descending of the aircraft;
specifically, taking the average value of the current rotational speeds of all motors as a reference value, when the aircraft needs to ascend, increasing the rotational speeds of all motors on the basis of the reference value, then calculating a new reference value according to the regulated elevating speed of the aircraft, and carrying out rotational speed regulation until the speed of the aircraft reaches the expected elevating speed;
when the aircraft needs to descend, all motors reduce the rotating speed on the basis of the reference value, then a new reference value is calculated according to the adjusted lifting speed of the aircraft, and the rotating speed is adjusted until the speed of the aircraft reaches the expected descending speed.
5. The method for controlling the flight of a multi-rotor aircraft according to claim 4, wherein: the increasing or decreasing the rotation speed specifically includes:
when the rotational speed variation of each motor is output, 1% is used as an initial value, after one-time operation and speed change are completed, the rotational speed variation of the next motor is determined by comparing the lifting speed of the aircraft before operation with the lifting speed of the aircraft after operation:
next motor rotation speed change amount = last motor rotation speed change amount (target lifting speed of aircraft/lifting speed of aircraft after last calculation is completed).
6. The method of controlling the flight of a multi-rotor aircraft according to claim 1, wherein: the control amount is obtained specifically by:
the attitude uniaxial control amount u (t) =kp×e (t) +ki×e_i (t) +kd×e' (t);
wherein Kp, ki and Kd are respectively the error value e (t), the error integral value e_i (t) and the error change rate e' (t) control coefficients of the current gesture single axis; error value e (t) represents the difference between the current state and the target state, error rate e' (t) represents the rate of change of error over time, and error integral value e_i (t) represents the cumulative value of error over time; wherein,
e (t) =x_d (t) -x (t); x (t) is the position state at the current time t, and x_d (t) is the target position state;
e' (t) =v_d (t) -v (t); v (t) is the rate at the current time t, v_d (t) is the target rate;
e_i (t) = Σe (t) dt, i.e. the integral from the start time 0 to the current time t;
the Kp, ki and Kd values of the single axis are determined by continuously adjusting the Kp, ki and Kd during actual flight and observing the corresponding attitude control conditions of the aircraft:
firstly, gradually increasing the Kp value from small until oscillation occurs in the attitude control, and then gradually adjusting the Ki value to reduce the amplitude of the oscillation of the attitude control until the oscillation cannot be continuously reduced; and finally, adjusting the Kd value to smooth the attitude control and the correction curve.
7. A flight control system for a multi-rotor aircraft, comprising the following modules:
the state parameter acquisition and state estimation module is used for acquiring state parameters of the multi-rotor aircraft and estimating the attitude of the aircraft according to the state parameters; the multi-rotor aircraft adopts 12 rotor planes to be arranged, eight rotors are arranged on an outer ring, and four rotors are arranged on an inner ring; the four rotors of the inner ring are the same as the center of the airframe in distance and are uniformly distributed on the formed circle, and a motor and a propeller are respectively arranged at the four rotors; the eight rotary wings of the outer ring are the same in distance from the center of the airframe and are uniformly distributed on the formed circle, and a motor and a propeller are respectively arranged at the eight rotary wings;
the control quantity acquisition module is used for comparing the estimated gesture with the target gesture to obtain a corresponding control quantity;
the motor rotating speed calculating module is used for calculating the rotating speed of each motor according to the arrangement and the rotating direction of the motors based on the control quantity, so as to control the aircraft to reach the target attitude; when the aircraft needs to make a roll or pitch maneuver, assuming that the speed regulation proportion of the motor at the farthest end from the center of the airframe is 1, the current gesture shaft speed regulation absolute value of other motors= (the distance between the current motor and the current rotation shaft/the distance between the farthest end motor and the current rotation shaft) ×the speed regulation absolute value t of the far end motor; wherein, the speed regulation absolute value t of the motor at the far end=gesture single-shaft control quantity u (t) (motor maximum throttle value-motor minimum throttle value); the motor speed in the positive direction of the target rotation angle is increased, and the motor speed in the negative direction of the target rotation angle is decreased.
8. A computer readable storage medium storing a computer program loadable by a processor and executable to implement a method of:
acquiring state parameters of a multi-rotor aircraft, and estimating the attitude of the aircraft according to the state parameters;
comparing the estimated gesture with the target gesture to obtain a corresponding control quantity;
calculating the rotating speed of each motor according to the arrangement and the rotating direction of the motors based on the control quantity;
controlling each motor to run at the rotating speed, and performing feedback control until the aircraft reaches a target attitude;
when the aircraft needs to roll or pitch, assuming that the speed regulation proportion of the motor at the farthest end from the center of the airframe is 1 relative to the roll or pitch axis, the speed regulation absolute value of the current gesture shaft of other motors = (the distance between the current motor and the current rotation shaft/the distance between the farthest end motor and the current rotation shaft) = (the speed regulation absolute value t of the farthest end motor); wherein, the speed regulation absolute value t of the motor at the far end=gesture single-shaft control quantity u (t) (motor maximum throttle value-motor minimum throttle value); the motor speed in the positive direction of the target rotation angle is increased, and the motor speed in the negative direction of the target rotation angle is decreased;
the multi-rotor aircraft adopts 12 rotor planes to be arranged, eight rotors are arranged on an outer ring, and four rotors are arranged on an inner ring; the four rotors of the inner ring are the same as the center of the airframe in distance and are uniformly distributed on the formed circle, and a motor and a propeller are respectively arranged at the four rotors; the eight rotary wings of the outer ring are the same in distance from the center of the airframe and are uniformly distributed on the formed circle, and a motor and a propeller are respectively arranged at the eight rotary wings.
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