WO2018133588A1 - Véhicule volant et procédé de commande associé - Google Patents

Véhicule volant et procédé de commande associé Download PDF

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Publication number
WO2018133588A1
WO2018133588A1 PCT/CN2017/115870 CN2017115870W WO2018133588A1 WO 2018133588 A1 WO2018133588 A1 WO 2018133588A1 CN 2017115870 W CN2017115870 W CN 2017115870W WO 2018133588 A1 WO2018133588 A1 WO 2018133588A1
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WO
WIPO (PCT)
Prior art keywords
aircraft
propeller
arm
angle
adjustment
Prior art date
Application number
PCT/CN2017/115870
Other languages
English (en)
Chinese (zh)
Inventor
胡华智
Original Assignee
亿航智能设备（广州）有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 亿航智能设备（广州）有限公司 filed Critical 亿航智能设备（广州）有限公司
Publication of WO2018133588A1 publication Critical patent/WO2018133588A1/fr

Links

Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/08—Control of attitude, i.e. control of roll, pitch, or yaw
    • G05D1/0808—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft
    • 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
    • B64U10/14—Flying platforms with four distinct rotor axes, e.g. quadcopters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U2201/00—UAVs characterised by their flight controls
    • B64U2201/10—UAVs characterised by their flight controls autonomous, i.e. by navigating independently from ground or air stations, e.g. by using inertial navigation systems [INS]

Definitions

  • the present invention relates to the field of aircraft technology, and in particular, to an aircraft and a control method thereof.
  • UAV aircraft Because UAV aircraft have the advantages of good maneuverability, low cost and convenient use, UAV aircraft have been used in many industries, such as aerial photography, agricultural plant protection, surveying and mapping, etc.
  • the inventors have found that the prior art has the following problems: the structure of the fixed wing plus propeller aircraft, due to the influence of the fixed wing, causes the aircraft to generate the lift of the fixed wing in the vertical direction during the forward flight.
  • the existing propeller control method cannot meet the flight control.
  • the main object of the present invention is to provide an aircraft and a control method thereof, which aim to overcome the technical problems existing in the prior art.
  • a first aspect of an embodiment of the present invention provides a method for controlling an aircraft, the method comprising the steps of:
  • the observation information being the position and speed of the current vertical direction of the aircraft
  • the aircraft is controlled to fly to the target position according to the lift provided by the propeller and the adjustment angle.
  • controlling the flight to the target position before the aircraft includes the following steps:
  • the reference rotational speed of all of the drive members of the aircraft is adjusted based on the lift provided by the propeller.
  • controlling the flying of the aircraft to the target position according to the lift provided by the propeller and the adjustment angle further includes the steps of:
  • the adjustment angle ranges from -10° to 10°.
  • the step of detecting the current pitch angle and the observation information of the aircraft includes:
  • the aircraft is controlled to fly at a preset pitch angle.
  • a second aspect of an embodiment of the present invention provides an aircraft including an aircraft body, an arm assembly disposed on the aircraft body, and a power device fixed to the arm assembly, the power device including a driving member and a propeller coupled to the driving member; the aircraft further comprising a sensor and a control unit;
  • the sensor is configured to detect a current pitch angle and observation information of the aircraft, where the observation information is a position and a speed of the current vertical direction of the aircraft;
  • the control unit is configured to acquire target information in a vertical direction; calculate an adjustment angle of a current pitch angle and a lift provided by the propeller according to the pitch angle, the observation information, and the target information; according to the propeller
  • the lift provided and the angle of adjustment are controlled to fly to the target position before the aircraft is controlled.
  • control unit includes a first adjustment module
  • the first adjustment module is configured to adjust a reference rotational speed of all driving components of the aircraft according to the lift provided by the propeller.
  • control unit includes a second adjustment module
  • the second adjusting module is configured to adjust a rotational speed of a corresponding driving component of all the driving components of the aircraft according to the adjusted reference rotational speed of the first adjusting module.
  • the arm assembly includes a first arm, a second arm, a third arm, and a fourth arm; the second adjusting module is configured to adjust a reference speed according to the first adjusting module. And adjusting a rotational speed of the driving members of the first arm and the second arm.
  • the arm assembly includes a first arm, a second arm, a third arm, and a fourth arm; the second adjusting module is configured to adjust a reference speed according to the first adjusting module. And adjusting a rotational speed of the driving members of the third arm and the fourth arm.
  • the adjustment angle ranges from -10° to 10°.
  • control unit is further configured to control the aircraft to fly at a preset pitch angle.
  • the aircraft and the control method thereof provided by the embodiments of the present invention can reduce the dependence of the aircraft on the propeller, thereby reducing the load of the propeller, and greatly reducing the power consumption of the motor to achieve the aircraft with the same battery and power system configuration. Long battery life; on the other hand, the introduction of vertical control improves the existing flight control method.
  • FIG. 1 is a schematic view showing a forward state of an aircraft according to an embodiment of the present invention.
  • FIG. 2 is a schematic structural view of an aircraft according to an embodiment of the present invention.
  • FIG. 3 is a top plan view of an aircraft according to an embodiment of the present invention.
  • Figure 4 is a side elevational view of the aircraft of the embodiment of the present invention.
  • Figure 5 is a front elevational view of the aircraft of the embodiment of the present invention.
  • Figure 6 is a rear elevational view of the aircraft of the embodiment of the present invention.
  • FIG. 7 is a schematic flow chart of a control method of an aircraft according to a first embodiment of the present invention.
  • FIG. 8 is a schematic structural diagram of a sensor and a control unit of an aircraft according to a second embodiment of the present invention.
  • an aircraft includes an aircraft main body 100, an arm assembly 200 disposed on the main body 100 of the aircraft 10, and a power unit 300 fixed to the arm assembly 200.
  • the power unit 300 includes a driving unit. 320, and a propeller 340 coupled to the driving member 320, one end of the aircraft body 100 is a handpiece 160, and the other end is a tail 170; the propeller 340 is disposed obliquely with respect to the aircraft body 100, wherein the propeller 340 is inclined along the traveling direction of the handpiece Arrangement.
  • the arm assembly 200 disposed on the aircraft body 100 includes four arms, each of which is equipped with a driving member 320, and a propeller 340 fixed to the driving member 320, and four propellers are arranged on the whole structure.
  • the rotating surface of the 340 is arranged in an inclined manner with the traveling direction of the aircraft main body 100.
  • the specific aircraft main body 100 includes a handpiece 160, and the tilting directions of the four propellers 340 are deflected and inclined toward the head 160 of the aircraft main body 100. Based on this, the top surface area of the aircraft body 100 is larger than the bottom surface area of the aircraft body 100 such that the aircraft body 100 is substantially arched.
  • the length of the top surface of the head 160 to the tail 170 is greater than the length of the head 160 to the tail 170.
  • the length of the bottom surface, and the curvature of the top surface of the aircraft body 100 is greater than the curvature of the bottom surface such that when the aircraft is flying forward, 25 airflow passes through the aircraft body 100 to create a pressure difference on the upper and lower surfaces to generate a creeping force, thereby the main body of the aircraft.
  • the 100 acts as a lifting device, thereby reducing the dependence on the propeller 340 and reducing the load on the propeller 340, thereby greatly reducing the power consumption of the motor to achieve a longer battery life in the same battery and power system configuration.
  • the rotating faces of the four propellers 340 are all parallel to each other.
  • An air guiding portion 140 is protruded upward from a central portion of the top surface of the aircraft body 100, and the air guiding portion 140 extends from the handpiece 160 to the tail 170.
  • the main body of the aircraft is parallel to the horizontal plane, so that a pressure difference is generated between the air guiding portion 170 and the bottom surface when the airflow passes through the aircraft main body 100, thereby generating a climbing force, thereby reducing the load of the propeller 340 and allowing More power is used for normal flight of the aircraft to allow the aircraft to have longer battery life.
  • the arm assembly 200 is provided with a mounting seat 220.
  • the driving member 320 is disposed in the mounting base 220.
  • the driving member 320 includes a transmission member 322, and the propeller 340 is coupled to the transmission member 322.
  • the mounting seat 220 corresponds to the number of the arm, that is, each arm is provided with a mounting seat 220, and the mounting seat 220 is specifically mounted on the end of the arm, and the mounting seat 220 is integrally formed with the arm to enable Sufficient overall structural strength.
  • the mounting base 220 is a frame-shaped structure provided with a mounting cavity, and the frame-shaped structure is preferably a cylinder.
  • the driving component 320 is a motor, and the motor is installed in the mounting cavity, and then the propeller 340 is assembled, thereby making the whole
  • the assembly structure of the machine is more compact and stable, and the installation and connection method is simple.
  • the mounting seat 220 is disposed at the end of the arm assembly 200, which can effectively reduce the torque generated by the motor, minimize the weight of the end of the arm assembly 200, and effectively reduce the weight of the whole machine, thereby prolonging the flight time.
  • the mount 220 may also be disposed at other locations on the arm assembly 200 depending on the actual application.
  • the mounting seat 220 has mounting cavities on the upper and lower sides thereof, and the motor is fixed in the upper and lower mounting cavities, and a propeller is mounted on each of the motors, thereby forming a single-mount double propeller.
  • the structure so that the aircraft can get more flight power and get longer flight time.
  • the reliable propeller 340 can be selected within the above range of inclination angle ⁇ by reliable theoretical calculation and simulation analysis without changing the battery capacity and the power of the driving member 320.
  • the value of the actual inclination angle ⁇ of the rotating surface and the horizontal plane is such that the auxiliary lifting force provided by the propeller 340 is sufficient, thereby reducing the load burden of the propeller 340, thereby significantly alleviating the shortage of the battery capacity and the short circuit of the power of the driving member 320.
  • the inclination angle ⁇ of the propeller 340 may also be other values, preferably acute angles, and are also within the scope of the present invention.
  • the inclination angle ⁇ of the rotating surface of the propeller 340 and the horizontal plane is 28.5 degrees. According to the theoretical calculation and the simulation analysis, the data can be obtained by conversion. When the battery capacity and the motor power are constant, the auxiliary lift of the propeller 340 is set when the inclination angle of the rotating surface of the propeller 340 and the horizontal plane is ⁇ 28.5 degrees. The highest, and thus the most dependent on the reduction and reduction of the propeller 340, allows the aircraft to have longer battery life under the same load.
  • the arm assembly 200 includes a first arm 230, a second arm 240, a third arm 250 and a fourth arm 260, a third arm 250 and a fourth machine.
  • the height of the end of the arm 260 is higher than the height of the ends of the first arm 230 and the second arm 240, and the first arm 230 and the second arm 240 are disposed on the left and right sides of the head of the aircraft body 100, and
  • the one arm 230 and the second arm 240 respectively extend along the traveling direction of the aircraft, and the distance from the first arm 230 to the air guiding portion 140 is equal to the distance between the second arm 240 and the air guiding portion 140.
  • the third arm 250 and the fourth arm 260 are disposed on the top surface of the aircraft body 100 in the tail direction, and the third arm and the fourth arm respectively extend in the vertical upward direction, and the third arm 250 is guided to the wind.
  • the distance of the portion 140 is equal to the distance of the fourth arm 260 to the air guiding portion 140.
  • the aircraft has two states, a first state and a second state, respectively.
  • the first state is a state when the aircraft is flying horizontally forward or stationary on the bottom surface.
  • the rotating surface of the propeller 340 is inclined to the horizontal plane.
  • the angle ⁇ the plane of the bottom surface of the aircraft body 100 is parallel to the horizontal plane; the inclination angle ⁇ of the rotating surface of the propeller 340 to the horizontal plane is greater than 0 degrees and less than 90 degrees, and preferably, the inclination angle ⁇ of the rotating surface of the propeller 340 to the horizontal plane is 28.5 degrees.
  • the rotating surface of the propeller 340 is inclined with respect to the horizontal plane, thereby generating a component force that overcomes the gravity of the aircraft itself, reducing the load of the propeller 340, increasing the sailing time, and a horizontal component, and the direction of the component in the horizontal direction is the traveling direction of the aircraft. .
  • the second state is a state when the aircraft is flying vertically upwards or hovering in the air. In the second state, the rotating surface of the propeller 340 is parallel to the horizontal plane, and the plane where the bottom surface of the aircraft is located has an inclination angle ⁇ with the horizontal plane.
  • the first embodiment of the present invention provides a method for controlling an aircraft, the method comprising the steps of:
  • the observation information is the position and speed of the current vertical direction of the aircraft.
  • the step may include the step of controlling the aircraft to fly at a preset pitch angle.
  • controlling the flight to the target position before the aircraft includes the following steps:
  • the reference rotational speed of the drive member coupled to the propeller is adjusted based on the lift provided by the propeller.
  • controlling the aircraft to fly to the target position further includes the steps of:
  • the range of the adjustment angle is -10 to 10 degrees.
  • the initial reference rotational speed value is V1
  • the adjusted reference rotational speed value is V2
  • the rotational speed of the single motor is adjusted based on the adjusted reference rotational speed value V2 to achieve the pitch adjustment.
  • the lift provides the lowest lift F, and the forward vertical direction is balanced.
  • the aircraft is flying forward at a certain speed.
  • the propeller's reference speed is increased to increase the lift provided by the propeller.
  • the aircraft is moved upwards; at this time, if the aircraft needs a downward force, by increasing the pitch angle of the aircraft, the lift received by the wing is reduced, thereby causing the aircraft to move downward.
  • the lift provided by the propeller is reduced to a minimum, it still drops to the target position, at which point the pitch angle needs to be increased to further move the aircraft downward.
  • it is also possible to control the upward or downward movement of the aircraft by simultaneously adjusting the lift and pitch angle provided by the propeller.
  • the lift provided by the propeller When the lift provided by the propeller is greater than its minimum value, the lift provided by the propeller has room for increase and decrease. At this time, if the aircraft needs upward force, the lift provided by the propeller is raised by increasing the reference speed of the propeller, thereby making the aircraft Upward movement; at this time, if the aircraft needs a downward force, the propeller is moved downward by reducing the propeller's reference speed to reduce the lift provided by the propeller. When the lift provided by the propeller is reduced to a minimum, it still drops to the target position, at which point the pitch angle needs to be increased to further move the aircraft downward.
  • the aircraft and the control method thereof provided by the embodiments of the present invention can reduce the dependence of the aircraft on the propeller, thereby reducing the load of the propeller, and greatly reducing the power consumption of the motor to achieve the aircraft with the same battery and power system configuration.

Landscapes

  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Toys (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)

Abstract

L'invention concerne un véhicule volant et un procédé de commande associé. Le procédé comprend : la détection d'un angle d'inclinaison actuel et d'informations d'observation d'un véhicule volant, les informations d'observation comprenant un emplacement et une vitesse dans une direction verticale ; l'acquisition d'informations cibles dans la direction verticale ; le calcul, en fonction de l'angle d'inclinaison, des informations d'observation et des informations cibles, d'un angle de réglage de l'angle d'inclinaison actuel et d'une force de sustentation fournie par une hélice (340) du véhicule volant ; et la commande, en fonction de la force de sustentation fournie par l'hélice (340) et de l'angle de réglage, du véhicule volant pour son vol vers l'emplacement cible. Selon un aspect, le véhicule volant et le procédé de commande associé peuvent être utilisés pour réduire la dépendance du véhicule volant à l'hélice, ce qui permet de réduire la charge de travail de l'hélice, de réduire de manière significative la consommation d'énergie d'un moteur et d'obtenir une durée de fonctionnement plus longue du véhicule volant au moyen d'une même configuration de batterie et de système d'alimentation. Dans un autre aspect, le mode de réalisation introduit une commande sur la direction verticale, ce qui permet d'améliorer un procédé de commande de vol classique.
PCT/CN2017/115870 2017-01-20 2017-12-13 Véhicule volant et procédé de commande associé WO2018133588A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201710042794.1 2017-01-20
CN201710042794.1A CN106809382B (zh) 2017-01-20 2017-01-20 一种飞行器及其控制方法

Publications (1)

Publication Number Publication Date
WO2018133588A1 true WO2018133588A1 (fr) 2018-07-26

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WO (1) WO2018133588A1 (fr)

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CN113673036A (zh) * 2021-08-31 2021-11-19 北京航空航天大学 一种扑翼飞行器的升力和功耗协同优化方法

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CN106809382B (zh) * 2017-01-20 2019-01-15 亿航智能设备（广州）有限公司 一种飞行器及其控制方法
CN108275265A (zh) * 2017-12-07 2018-07-13 广东康云多维视觉智能科技有限公司 一种无人机
US11027836B2 (en) * 2018-07-13 2021-06-08 The Boeing Company Rotorcraft with canted coaxial rotors
CN111061281B (zh) * 2018-10-16 2023-08-15 海鹰航空通用装备有限责任公司 飞行器飞行方案生成方法、生成系统及具有其的飞行器

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US9296477B1 (en) * 2014-07-21 2016-03-29 Glenn Coburn Multi-rotor helicopter
CN105620735A (zh) * 2014-11-26 2016-06-01 艾克斯克拉夫特企业公司 高速多旋翼垂直起降飞行器
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CN113673036B (zh) * 2021-08-31 2024-01-23 北京航空航天大学 一种扑翼飞行器的升力和功耗协同优化方法

Also Published As

Publication number Publication date
CN109552611A (zh) 2019-04-02
CN109552611B (zh) 2021-03-16
CN106809382B (zh) 2019-01-15
CN106809382A (zh) 2017-06-09

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